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High mix of aircraft performance and/or aircraft navigation performance: Generally, the greater the mix, the higher the workload as speed differences and navigation performance differences have to be catered for by the controller.

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Capabilities and facilities provided by the Radar System and the Flight Planning Data Processing system. For example,

it a controller is required to ‘manually’ perform the code-call-sign conversion, this creates additional workload. In view of the above, it can be seen that it would be difficult to provide a ‘rule of thumb’. Where fifteen aircraft an hour in a particular Terminal Airspace may appear – to most – to be indicative that Sectorisation is not required, it could be required if the ‘lowest’ denominator of all of the points in the bulleted list (above) constitute the ‘general’ operating conditions. Conversely, where 40 aircraft an hour would suggest a need to sectorise the Terminal Airspace volume, it may prove unnecessary in those instances where the ‘highest’ common denominator of all of the points in the bulleted list (above) constitute the ‘general’ operating conditions.
Once the need for Sectorisation has been identified, the next question to be decided is whether sectorisation is possible. This possibility is determined by the available staff holding
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the appropriate qualifications, the availability of working positions and the capabilities of the ATM system. In this context, ‘available’ staff/working positions may be included in the assumptions i.e. those that will be available when the project is implemented. If staff and or working positions are not available, designers could plan for sectorisation in the longer term and identify more qualified staff and working positions as enablers.
Having determined that sectorisation is required and possible, the next decision concerns the type of sectorisation to be used. Generally, two types of Sectorisation are used in Terminal Airspace. These are –
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Geographical Sectorisation : where the airspace volume is divided into ‘blocks’ and a single controller is responsible for all the traffic in a single block i.e. sector; or

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Functional “Sectorisation” where divisions of the Terminal Airspace volume is determined as a function of the aircraft’s phase of flight. The most common type of Functional Sectorisation is where one controller is responsible for arriving flights in the Terminal Airspace whilst another is responsible for departing flights in the same Terminal Airspace volume.

Figure 6- 10: Sectorisation Types
Several points are worth noting concerning sectorisation methods:
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As it is commonly understood, ‘Sectorisation’ generally refers to geographical Sectorisation. As such, it could be argued that Functional ‘sectorisation’ is a sub-set of geographic Sectorisation.

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Secondly, there are very few Terminal Airspaces which are sectorised either geographically or functionally. In reality, most Terminal Airspaces use a combination of functional and geographic sectorisation.

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Sectorisation of the Terminal Airspace volume can be demanding in terms of ATC system capability. When (geographic) sectors are stepped or when functional Sectorisation is used, the ATC system should be capable of supporting the sectorisation option e.g. by ‘filtering’ out traffic that is not under the direct control of the controller responsible for a sector.
　
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