2.
Is it possible to create new route-points or points in the system?

3.
Is it possible to group/un-group sectors in the operational environment?

The relevance of question 1 is that if a system can not do this it is probably not possible to implement complex sector structures.
The relevance of question 2 is more related to the implementation process of a particular design. In some systems considerable effort is required in creating new structures (e.g. changes need to be made in the code). Considerations well beyond the design project scope may result in constraints on the design process (e.g. system availability, system safety considerations, ownership issues with the system provider etc.).
The relevance of question 3 is that if the answer is negative it may become necessary to simplify the design as much as possible because all operations need to be performed in the same operational configuration.
It is important to note that all three ‘main’ ATC system components FDP, RDP and HMI are ‘clients’ of an ENV function. The consistency of the ENV data for the main components is a safety issue. Verification of this consistency is required to ensure the safety of the design before implementation. A design should not be the solution to an insufficient technical ATC system.
. Flight Plan Distribution (DIS)
Flight Plan Distribution refers to the most basic aim of the technical ATC system i.e. to get the data related to a flight to relevant controllers in a timely and complete manner. It is obvious that a more complex design results in a more stringent requirement to ensure that the controllers get flight plan information when it is required.
The Distribution Function may not have a direct effect on the design as such but it is prudent to ensure that the technical system provides this service. If it does not, the designer may work with wrong assumptions on the level of technical support that is provided to the controller that operates in the TMA. In addition it is advisable to establish the quality of the distribution function. For example, it is possible that the function is available but does not adapt after a sectorisation change or a runway change. Again, this could result in a flawed assumption being made regarding the level of technical support to the controller.
In general the FDP and HMI are clients of the DIS function. In systems where the Code Callsign Correlation function is part of the RDP system, the RDP may be a client as well, but these are all considerations for the technical infrastructure and not for the design as such.
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. (Flexible) Sectorisation (SEC)
(Flexible) Sectorisation refers to a system’s capability to adjust the sector configuration in the operational environment (i.e. in the OPS room) by combining or de-combining sectors in accordance with capacity demands in real-time.
If a technical ATC system does not have this capability there is a direct impact on the design. The designer will be restricted to one final design and will not be able to propose different sectorisation approaches that provide solutions for different capacity demands.
. SUMMARY
The rationale from a designer’s point of view is that management of airspace starts with the design of airspace based on operational requirements which may stem from safety, capacity and Environment objectives. From this perspective, the technical ATC system is an enabler which supports the optimum design and airspace use.
If the technical ATC system cannot support the design, two courses of action are available to the designer:
　
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本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(33)