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As an entity, the Terminal Airspace structure plays an important role in the overall ‘equation’ of the type of air traffic service provided within the airspace. Because the ICAO airspace classification system determines the extent of the ATS provided within a particular airspace, the airspace classification to attributed to an airspace is important when designing the shape of the structure. Whilst some airspace classifications prohibit VFR flights, others cater for a mix of IFR and VFR and provide for different levels of service to be provided to them. Thus designer should, when designing the airspace, be mindful of the type of service that will be provided in the airspace. (See EUROCONTROL Manual for Airspace Planning, Section 2)
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A diagram oriented towards airspace structures and Sectors based upon a variation of the diagram from Part A, of this document is inserted below. Intentionally, its depiction is such as to draw designers’ attention to the fact that diverging user requirements – and national interests most frequently challenge the design of the airspace structure and ATC sectorisation.
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Figure 6- 1: Striking the balance
Whereas the triangular tensions between ATC-environment- users dominate the design of routes and holds, different tensions emerge when it comes to designing an airspace structure or an ATC sector. This is because ‘airspace’ (or airspace structures) have traditionally been linked to (national) sovereignty. Steeped in history and inherited from different political eras, varying perceptions of ‘exclusive’ airspace ‘ownership’ is visible between States in ECAC today. In a similar vein, it is not uncommon within one State, to find ‘civilian’ or ‘military’ making claims for exclusive airspace use – or for recreational aviation to insist upon their slice of the airspace.
Fortunately, these problems are being actively tackled in various fora – see EUROCONTROL Manual for Airspace Planning (Section 3) and the Airspace Management Handbook.
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In this section, design Guidelines related to Terminal Airspace Structures and ATC Sectorisation are described. Those related to Terminal Airspace Structures are preceded by a “St” and those to Sectorisation, by an “Se”. They are not prioritised.
Both sets of Design Guidelines are based on the four assumptions:
Assumption 1: An air traffic control service is provided and Radar Surveillance is available within the Terminal Airspace; and
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Assumption 2: Within the context of needing to strike a balance between competing interest referred to in para. 6.3, (above), these Design Guidelines aim primarily for ATM efficiency and capacity.
Assumption 3: Strategic and Design Objectives, Assumptions, enablers and constraints have been identified by the design team. A concept design for Routes and Holds has also been developed.
Assumption 4: the expression terminal routes is used in the same context as in Chapter 5.
6.4.1 PHASED DESIGN APPROACH
　
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本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(52)