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3.3.1 AIRSPACE MODELLING ADVANTAGES
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unlimited scope and great flexibility

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simple to assess various alternatives

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easy Scenario adaptation and generation of Test Cases

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easy to create and assess "what if" Test Cases

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easy to test large number of traffic samples

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can use data derived from real traffic and ATC environment

3.3.2 AIRSPACE MODELLING DISADVANTAGES
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crude representation of real environment

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can provide only high level statistical data

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cannot replicate tactical controller interventions

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basic aircraft performance

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simplified trajectories

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no representation of meteorological conditions

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results accuracy depends heavily on the assessor ability and experience

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high degree of subjectivity

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difficult to involve users

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Because of the theoretical nature of this method, the simulation objectives should be achieved by analysing statistical recorded data such as: capacity, sector and segment load, workload, number of conflicts, etc.
The design team should take consideration of the following principles when setting up the simulation objectives. Objectives should -:
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be high level

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address specific issues

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be measurable

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3.5.1 PREPARING SCENARIOS
3.5.1.1 Airspace Modelling
The first step in assessment and validation process is to build a adequate model of the analysed situation i.e. Base Case or Test Case from the Reference or Conceptually developed Scenario, with regard to the tools used for evaluation. These models approximate the Airspace Organisation, and their degree of realism depends of the capabilities of the simulation tool used. The airspace design team should work in close co-operation with the simulation team/experts in order to ensure that the representation of the airspace design in the simulated environment is accurate enough and adequate for the purpose of this assessment/validation phase.
3.5.1.2 Aircraft profiles
The airspace modelling tools generally use simplified aircraft trajectories, called aircraft profiles. Those profiles are usually extracted from more complex data collections such as traffic samples recorded from real life operations.
For the Base Case it is recommended to use as much as possible a real traffic sample (radar data recordings, flight plan system recordings, CFMU database, etc) as a basis for extracting aircraft profiles. A good traffic sample should be representative of the real operation, preferable an average day traffic sample, with normal operation and traffic distribution. It is preferably to use 24h (or longer) traffic samples (if it is feasible with respect to the simulation objectives). The use of short interval samples bears the risk to be non-representative for daily operation or to miss significant events.
　
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