Figure 6- 2: Phased Approach
Whilst consideration of all assumptions, enablers and constraints is crucial to creating the design concept for the Structure and Sectorisation (after the routes and holds) those most relevant at this stage of the design are shown on the left.
As with routes and holds, a phased approach is suggested for the design of structures and sectors and identification of constraints and enablers.
. Step 1: Using assumptions already identified, create a conceptual design of the Terminal Airspace structure to protect the Routes and Holds already designed.
. Step 2: Refine the output of Step 1, by adding in constraints and identifying enablers.
. Step 3: Building on Step 2 and based upon certain assumptions explore sectorisation options, if required (see below).
. Step 4: Refine output of Step 3, add in constraints and identify enablers.
. Step 5: Qualitatively assess the viability of Routes & Holds with new Structures and Sectors, using an Airspace Modeller, for example. (See Part D, Chapter 2)
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The output from this phase together with the Routes and Holds designed previously constitutes the product of the design concept. This is then subjected to assessment and validation in the next phase
Note 1: Because the ‘structure’ is sectorised, the structure is built first.
Note 2: Throughout the design process, a qualitatively analysis should be undertaken – see Part C, Chapter 3.
Note 3: Designers’ attention is drawn to the importance of the ATC System as an enabler (or constraint) in the context of defining the ATC sectors. See Chapter 4, Attachment C.4-2
6.4.2 TERMINAL AIRSPACE STRUCTURES
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Figure 6- 3: Protection of IFR flight paths
Two sub-guidelines complement St1.
.  ST1.1: TO THE EXTENT POSSIBLE AND WHEN NECESSITATED BY OPERATIONAL REQUIREMENTS, THE UPPER LIMIT OF TERMINAL AIRSPACE SHOULD COINCIDE WITH THE LOWER LIMIT OF SUPERIMPOSED CONTROLLED AIRSPACE IN ORDER TO PROVIDE CONTINUOUS PROTECTION TO IFR FLIGHT PATHS.

Figure 6- 4: Continuous Protection for IFR Flights
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The circle in the right hand diagram shows the area in which no protection is given to IFR flights on leaving the upper limit of the Terminal Airspace. Where Terminal Airspaces are located in remote areas, this design may be intentional.
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本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(53)