Ernip Part 1 Airspace Design Methodology 25062016

Network Manager
nominated by
the European Commission
EUROCONTROL
European Route Network

Improvement Plan
PART 1
European Airspace Design Methodology - Guidelines
European Network Operations Plan 2016-2019/20
Edition June 2016
European Route Network Improvement Plan

(ERNIP)
Part 1
European Airspace Design Methodology
Guidelines
General principles and technical specifications for
airspace design
Edition Number : 1.6

Edition Date
: 28/06/2016
Status
: Released Issue
Intended for
: General Public
Left blank intentionally
European Route Network Improvement Plan - Part 1

European Airspace Design Methodology Guidelines - General principles and technical specifications for airspace design
Version 1.6
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ii
DOCUMENT CHARACTERISTICS
TITLE
Part 1
European Airspace Design Methodology Guidelines
General Principles and Technical Specifications for Airspace Design
Publications Reference:
Document Identifier
Edition Number:
Edition Date:
1.6
28 June 2016
Abstract
This document contains the European Airspace Design Methodology Guidelines - General
Principles and Technical Specifications for Airspace Design as Part 1 of the European Route
Network Improvement Plan (ERNIP). It is in response to the COMMISSION REGULATION (EU) No
677/2011 of 7 July 2011 (laying down the detailed rules for the implementation of air traffic
management (ATM) network functions and amending Regulation (EU) No 691/2010).
It contains general principles, detailed technical specifications and methods of application for a
common airspace design and change process in Europe.
The guidelines contained in this document have been developed to support the European airspace
design process in that overall performance is improved and airspace structures are developed in a
harmonised manner. The document will be reviewed periodically so it remains valid in light of the
progress made and experience gained, and to reflect the actual changes that take place in aviation.
The European Airspace Design Methodology is mainly focused on providing general guidance and
technical specifications for airspace designers.
Keywords
Network Manager
Route Network
Airspace Design
Route availability
Terminal Airspace
Airspace Utilisation
PBN
Configurations
Sectors
Traffic flow
Authors
NMD/NOM/OPL Team
Contact Person(s)
Tel
Division
Razvan Bucuroiu
+ 32 2 729 36 48
NMD / NOM / OPL
STATUS, AUDIENCE AND ACCESSIBILITY

Status
Intended for
Accessible via
Working Draft
General Public
Intranet
Draft
Operational Stakeholders
Extranet
Proposed Issue
Restricted Audience
Internet
(www.eurocontrol.int)
Released Issue
Printed and electronic copies of the document can be obtained from

the Publications Infocentre (see page iv)

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Version 1.6
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iv
DOCUMENT CHANGE RECORD

The following table records the complete history of the successive editions of the present
document.
EDITION
NUMBER
EDITION
DATE
REASON FOR CHANGE
PAGES
AFFECTED
0.0
26/09/2011
Creation of the document
All
0.1
29/09/2011
Structure of document agreed by core drafting team
All
0.2
13/10/2011
Contents specified for En-Route Section
En-Route
0.3
13/10/2011
Formatting of styles restored
All
0.4
18/10/2011
Structure amended following internal review
All
0.5
21/11/2011
Inserted text in several chapters
All
0.6
16/12/2011
Content consolidation, overall formatting
All
0.7
17/01/2012
Further content consolidation
All
0.8
19/01/2012
Further content consolidation
All
0.9
02/04/2012
Further content consolidation following inputs from

RNDSG/ASMSG and NETOPS
All
1.0
19/04/2012
Final Version following ASMSG/RNDSG/NETOPS

approval
All
1.1
21/05/2012
Release Version - NMB/4 Approval
All
1.2
07/06/2013
Release Version - NMB/7
All
1.3
26/06/2014
Release Version - NMB/10
All
1.4
25/11/2014
Released Version - NMB/11
1.5
25/06/2015
1.6
28/06/2016
Para 8.3.1
Para 8.10
New Annex 3
Para 8.3.1
Para 8.3.2
Para 8.6
Para 8.10
Para 8.11
Para 6.5
Publications
EUROCONTROL Headquarters
96 Rue de la Fuse
B-1130 BRUSSELS
E-mail:
Tel:
+32 (0)2 729 1152
Fax:
+32 (0)2 729 5149
[email protected]

Version 1.6
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CHECKLIST
Page
I
Ii
Iii
Iv
V
Vi
Vii
Viii
iX
X
Date
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
Page
Chapter 6
6.1
6.2
6.3
6.4
6.5
6.6
6.7
6.8
Date
7 June 2013
7 June 2013
7 June 2013
7 June 2013
28 June 2016
7 June 2013
7 June 2013
7 June 2013
Chapter 7
7.1
7.2
7 June 2013
7 June 2013
Chapter 8
8.1
8.2
8.3
8.4
8.5
8.6
8.7
8.8
8.9
8.10
8.11
8.12
8.13
26 June 2014
26 June 2014
25 June 2015
26 June 2014
26 June 2014
25 June 2015
26 June 2014
26 June 2014
26 June 2014
25 June 2015
25 June 2015
26 June 2014
26 June 2014
7 June 2013
7 June 2013
25 Nov 2014
Chapter 1
1.1
1.2
1.3
7 June 2013
7 June 2013
7 June 2013
Chapter 2
2.1
2.2
2.3
7 June 2013
7 June 2013
7 June 2013
Chapter 3
3-1
3-2
3-3
3-4
7 June 2013
7 June 2013
7 June 2013
7 June 2013
Chapter 4
4.1
4.2
4.3
4.4
7 June 2013
7 June 2013
7 June 2013
7 June 2013
Annex 1
Annex 2
Annex 3
Chapter 5
5.1
7 June 2013
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
7 June 2013
List
of 7 June 2013
References
Definitions 7 June 2013
Acronyms
7 June 2013

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CONTENTS
DOCUMENT CHARACTERISTICS .......................................................................................III
1 INTRODUCTION .......................................................................................................... 1-1
1.1 PRESENTATION OF THE DOCUMENT ............................................................................... 1-2
1.1.1 ABOUT THE DOCUMENT .............................................................................................. 1-2
1.1.2 STRUCTURE OF THE DOCUMENT ................................................................................. 1-2
1.2 PURPOSE .................................................................................................................... 1-4
1.2.1 EUROPEAN REGULATION............................................................................................ 1-4
1.2.2 RELATIONSHIP WITH ICAO ......................................................................................... 1-4
1.3 SCOPE ........................................................................................................................ 1-5
2 COMMON GENERAL PRINCIPLES ............................................................................. 2-1
2.1 EUROPEAN ROUTE NETWORK DESIGN FUNCTION - GENERAL PRINCIPLES FOR AIRSPACE
DESIGN ................................................................................................................................ 2-2
2.1.1 GENERAL PRINCIPLES - EUROPEAN REGULATION ........................................................ 2-2
2.1.2 PRINCIPLES FOR THE DESIGN OF THE EUROPEAN AIRSPACE STRUCTURES ................... 2-3
2.2 COMPONENTS OF AIRSPACE CONFIGURATIONS ............................................................. 2-5
2.2.1 COMPONENTS IN EN-ROUTE AIRSPACE ....................................................................... 2-5
2.2.2 COMPONENTS IN TERMINAL AIRSPACE ........................................................................ 2-5
2.2.3 AIRSPACE NETWORK MANAGEMENT COMPONENT ....................................................... 2-6
2.3 AIRSPACE CLASSIFICATION .......................................................................................... 2-7
2.3.1 INTRODUCTION .......................................................................................................... 2-7
2.3.2 CLASSIFICATION OF THE EUROPEAN AIRSPACE ABOVE FL195 ...................................... 2-7
2.3.3 CLASSIFICATION OF THE EUROPEAN AIRSPACE BELOW FL195 ..................................... 2-8
3 EUROPEAN NETWORK COORDINATION AND CONCEPT ....................................... 3-1
3.1 EUROPEAN COORDINATION PROCESS ............................................................................ 3-2
3.1.1 OBJECTIVE ................................................................................................................ 3-2
3.1.2 DEMANDING PERFORMANCE TARGETS ........................................................................ 3-2
3.1.3 A EUROPEAN NETWORK COOPERATIVE DECISION MAKING PROCESS ........................... 3-3
3.2 EUROPEAN AIRSPACE BASIC CONCEPT ........................................................................ 3-4
3.2.1 INTRODUCTION .......................................................................................................... 3-4
3.2.2 BASIC CONCEPT ........................................................................................................ 3-4
3.2.3 EUROPEAN NETWORK CONSISTENCY ......................................................................... 3-4
3.2.4 AIRSPACE CONTINUUM .............................................................................................. 3-5
3.2.5 AIRSPACE STRUCTURES COMPONENTS ...................................................................... 3-5
3.2.6 AIRSPACE ORGANISATION .......................................................................................... 3-5
3.2.7 AIRSPACE DEVELOPMENT APPROACH ......................................................................... 3-6
3.2.8 OPERATING THE ARN VERSIONS ................................................................................ 3-8
3.2.9 MILITARY OPERATIONS .............................................................................................. 3-9
3.2.10 AIRSPACE MANAGEMENT SOLUTIONS ....................................................................... 3-9
3.2.11 NETWORK ENABLERS............................................................................................. 3-11
3.2.12 CONNECTIVITY WITH ADJACENT AREAS ................................................................... 3-11
3.2.13 HIGH SEAS ............................................................................................................ 3-12
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4 DEPLOYMENT OF PBN ............................................................................................... 4-1

4.1 IMPLEMENTATION OF PERFORMANCE BASED NAVIGATION ............................................. 4-2
4.2 THE PBN AIRSPACE CONCEPT ..................................................................................... 4-3
4.3 PBN IMPLEMENTATION ................................................................................................ 4-4
4.4 PBN AIRSPACE IMPLEMENTATION STEPS ...................................................................... 4-5
4.4.1 ACTIVITY 1 - AGREE ON OPERATIONAL REQUIREMENTS ............................................... 4-6
4.4.2 ACTIVITY 2 - CREATE THE AIRSPACE DESIGN TEAM ..................................................... 4-6
4.4.3 ACTIVITY 3 - DECIDE PROJECT OBJECTIVES, SCOPE AND TIMESCALES ......................... 4-7
4.4.4 ACTIVITY 4 - ANALYSE THE REFERENCE SCENARIO - COLLECT DATA ............................ 4-7
4.4.5 ACTIVITY 5 - SAFETY POLICY, SAFETY PLAN AND SELECTION OF SAFETY AND
PERFORMANCE CRITERIA ..................................................................................................... 4-8
4.4.6 ACTIVITY 6 - AGREE ON ENABLERS, CONSTRAINTS AND ATM/CNS ASSUMPTIONS ........ 4-9
4.4.7 ACTIVITY 7 - AIRSPACE DESIGN - ROUTES AND HOLDS............................................... 4-16
4.4.8 ACTIVITY 8 - INITIAL PROCEDURE DESIGN ................................................................. 4-19
4.4.9 ACTIVITY 9 - AIRSPACE DESIGN - STRUCTURES AND SECTORS ................................... 4-20
4.4.10 ACTIVITY 10 - CONFIRMING THE SELECTED NAVIGATION SPECIFICATION ................... 4-21
4.4.11 ACTIVITY 11 - AIRSPACE CONCEPT VALIDATION ....................................................... 4-22
4.4.12 ACTIVITY 12 - FINALISATION OF PROCEDURE DESIGN ............................................... 4-25
4.4.13 ACTIVITY 13A - INSTRUMENT FLIGHT PROCEDURE VALIDATION ................................. 4-26
4.4.14 ACTIVITY 13B - FLIGHT INSPECTION ........................................................................ 4-26
4.4.15 ACTIVITY 14 - ATC SYSTEM INTEGRATION CONSIDERATIONS ................................... 4-28
4.4.16 ACTIVITY 15 - AWARENESS AND TRAINING MATERIAL ............................................... 4-28
4.4.17 ACTIVITY 16 -IMPLEMENTATION............................................................................... 4-29
4.4.18 ACTIVITY 17 -POST-IMPLEMENTATION REVIEW ........................................................ 4-29
5 TA DESIGN METHODOLOGY ..................................................................................... 5-1
5.1 REFERENCE SCENARIO ................................................................................................ 5-2
5.1.1 WHAT IS THE REFERENCE SCENARIO? ........................................................................ 5-2
5.1.2 CREATING THE REFERENCE SCENARIO ....................................................................... 5-3
5.1.3 CRITICAL REVIEW OF THE REFERENCE SCENARIO ....................................................... 5-4
5.1.4 REFINING DESIGN OBJECTIVE(S) ................................................................................ 5-4
5.1.5 COMPARING SCENARIOS ............................................................................................ 5-4
5.2 SAFETY & PERFORMANCE CRITERIA ............................................................................. 5-6
5.2.1 QUALITATIVE AND QUANTITATIVE ASSESSMENT ........................................................... 5-6
5.2.2 EVALUATING SAFETY ................................................................................................. 5-7
5.2.3 THE SAFETY CASE APPROACH ................................................................................... 5-8
5.2.4 OTHER PERFORMANCE CRITERIA ............................................................................... 5-9
5.2.5 EVALUATING CAPACITY AND ENVIRONMENTAL IMPACT ................................................. 5-9
5.2.6 SAFETY, PERFORMANCE AND PROJECT PLANNING .................................................... 5-10
5.3 ASSUMPTIONS, CONSTRAINTS & ENABLERS ................................................................ 5-11
5.3.1 ASSUMPTIONS ......................................................................................................... 5-12
5.3.2 CONSTRAINTS ......................................................................................................... 5-13
5.3.3 ENABLERS .............................................................................................................. 5-13
5.3.4 SIMILARITIES AND DIFFERENCES............................................................................... 5-14
5.3.5 SELECTING ASSUMPTIONS, CONSTRAINTS AND ENABLERS ......................................... 5-14
5.3.6 DETERMINING THE PREDOMINANT & SECONDARY RUNWAY(S) IN USE ........................ 5-17
5.3.7 WHEN TO IDENTIFY ASSUMPTIONS, CONSTRAINTS & ENABLERS ................................. 5-17
5.3.8 AREA NAVIGATION AS AN ENABLER ........................................................................... 5-17
5.3.9 ATC SYSTEM .......................................................................................................... 5-20
5.3.10 SPACING ............................................................................................................... 5-20
5.4 ARRIVAL & DEPARTURE ROUTES ................................................................................ 5-21
5.4.1 CLOSED STARS ...................................................................................................... 5-22
5.4.2 OPEN STARS ......................................................................................................... 5-23
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5.4.3 TROMBONES ........................................................................................................... 5-23

5.4.4 POINT MERGE ......................................................................................................... 5-24
5.4.5 CDO ...................................................................................................................... 5-25
5.4.6 CCO ...................................................................................................................... 5-26
5.4.7 STRIKING THE BALANCE ........................................................................................... 5-26
5.4.8 GUIDELINES ............................................................................................................ 5-27
5.4.9 PHASED DESIGN APPROACH .................................................................................... 5-28
5.4.10 TERMINAL ROUTES ................................................................................................ 5-29
5.5 HOLDING AREAS ........................................................................................................ 5-37
5.6 FLIGHT PROCEDURES ................................................................................................ 5-39
5.7 NAVIGATION SPECIFICATION ....................................................................................... 5-40
5.7.1 RNAV ROUTES & HOLDS ......................................................................................... 5-40
5.8 TERMINAL AIRSPACE STRUCTURES ............................................................................ 5-42
5.8.1 PHASED DESIGN APPROACH .................................................................................... 5-43
5.8.2 TERMINAL AIRSPACE STRUCTURES .......................................................................... 5-44
5.9 SECTORS ................................................................................................................ 5-49
5.9.1 GEOGRAPHIC SECTORISATION ................................................................................. 5-50
5.9.2 FUNCTIONAL SECTORISATION ................................................................................... 5-51
6 EN-ROUTE DESIGN METHODOLOGY........................................................................ 6-1
6.1 REFERENCE SCENARIO ................................................................................................ 6-2
6.1.1 INTRODUCTION .......................................................................................................... 6-2
6.1.2 WHAT IS THE REFERENCE SCENARIO? ........................................................................ 6-2
6.1.3 WHAT IS THE PSEUDO REFERENCE SCENARIO? ......................................................... 6-2
6.1.4 CREATING THE REFERENCE (PSEUDO REFERENCE) SCENARIO................................... 6-3
6.1.5 CRITICAL REVIEW OF THE REFERENCE SCENARIO (QUALITATIVE ANALYSIS) ................. 6-4
6.1.6 COMPARING SCENARIOS ............................................................................................ 6-5
6.1.7 REFINING DESIGN OBJECTIVE(S) ................................................................................ 6-5
6.1.8 CONCLUSION............................................................................................................. 6-6
6.2 SAFETY & PERFORMANCE CRITERIA ............................................................................. 6-7
6.2.1 QUALITATIVE AND QUANTITATIVE ASSESSMENT ........................................................... 6-7
6.2.2 EVALUATING SAFETY ................................................................................................. 6-8
6.2.3 THE SAFETY CASE APPROACH ................................................................................... 6-9
6.2.4 OTHER PERFORMANCE CRITERIA ............................................................................. 6-10
6.2.5 EVALUATING CAPACITY AND ENVIRONMENTAL IMPACT ............................................... 6-10
6.2.6 SAFETY, PERFORMANCE AND PROJECT PLANNING .................................................... 6-11
6.3 ASSUMPTIONS, CONSTRAINTS & ENABLERS ................................................................ 6-12
6.3.1 BACKGROUND ......................................................................................................... 6-12
6.3.2 INTRODUCTION ........................................................................................................ 6-12
6.3.3 ASSUMPTIONS ......................................................................................................... 6-13
6.3.4 CONSTRAINTS ......................................................................................................... 6-14
6.3.5 ENABLERS .............................................................................................................. 6-14
6.4 ROUTE NETWORK DESIGN .......................................................................................... 6-16
6.4.1 ROUTE DESIGN ........................................................................................................ 6-16
6.4.2 METHODOLOGY FOR AIRSPACE STRUCTURE DEVELOPMENT ....................................... 6-16
6.4.3 EN-ROUTE SPACING ................................................................................................ 6-20
6.5 FREE ROUTE AIRSPACE DESIGN ................................................................................. 6-21
6.5.1 FRA CONCEPT ........................................................................................................ 6-21
6.5.2 FRA - AIP PUBLICATION .......................................................................................... 6-29
6.5.3 FRA - CHARTS PUBLICATION.................................................................................... 6-35
6.5.4 FRA GLOSSARY OF TERMS ...................................................................................... 6-36
6.5.5 FRA AIP PUBLICATION TEMPLATE ............................................................................ 6-38
6.5.6 FRA CHECK LIST OF IMPLEMENTATION ACTIONS ....................................................... 6-41
6.6 NAVIGATION SPECIFICATION ....................................................................................... 6-43
6.6.1 INTRODUCTION ........................................................................................................ 6-43
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6.6.2 NAVIGATION SPECIFICATIONS OPTIONS ..................................................................... 6-43

6.6.3 NAVIGATION FUNCTIONAL REQUIREMENTS ................................................................. 6-43
6.7 FLIGHT PROCEDURES ................................................................................................ 6-45
6.7.1 TERRAIN AND OBSTACLE CLEARANCE ....................................................................... 6-45
6.8 SECTORISATION ......................................................................................................... 6-46
6.8.1 INTRODUCTION ........................................................................................................ 6-46
6.8.2 DEVELOPING SECTORISATION .................................................................................. 6-46
6.8.3 GENERAL PRINCIPLES FOR SECTOR DEVELOPMENT: ................................................. 6-47
6.8.4 SPECIFIC PRINCIPLES FOR SECTOR CAPACITY ENHANCEMENT: .................................. 6-48
6.8.5 INCREASING SECTOR CAPACITY AND EFFICIENCY ...................................................... 6-54
7 ASM AND AIRSPACE DESIGN ................................................................................... 7-1
7.1 GENERAL .................................................................................................................... 7-2
7.1.1 FLEXIBLE USE OF AIRSPACE (FUA) CONCEPT ............................................................. 7-2
7.1.2 FLEXIBLE AIRSPACE STRUCTURES .............................................................................. 7-2
7.1.3 STRATEGIC ASM LEVEL 1 - NATIONAL HIGH-LEVEL POLICY BODY FUNCTIONS .............. 7-2
7.1.4 NEED FOR NATIONAL AIRSPACE PLANNING ARRANGEMENTS FOR CHANGE PROCESS .... 7-3
7.1.5 TEMPORARY AIRSPACE RESERVATION AND RESTRICTION DESIGN PRINCIPLES ............. 7-3
7.1.6 VALIDATION OF ACTIVITIES REQUIRING AIRSPACE RESERVATION/RESTRICTION............. 7-6
7.2 GUIDELINES FOR ESTABLISHMENT OF AIRSPACE RESERVATION AND RESTRICTION ......... 7-7
7.2.1 MODULARITY ............................................................................................................. 7-7
7.2.2 RELATIONSHIP BETWEEN AIRSPACE RESERVATION/RESTRICTION AND THE FUA CONCEPT ... 7-8
7.2.3 GUIDELINES FOR ESTABLISHMENT OF AIRSPACE RESERVATION.................................... 7-8
7.2.4 GUIDELINES FOR ESTABLISHMENT OF AIRSPACE RESTRICTION ................................... 7-12
7.2.5 ESTABLISHMENT OF AIRSPACE RESTRICTION/RESERVATION OVER THE HIGH SEAS ..... 7-12
7.2.6 GUIDELINES FOR SPACING ....................................................................................... 7-13
7.2.7 GUIDELINES FOR ESTABLISHMENT OF CONDITIONAL ROUTES (CDR) .......................... 7-15
7.2.8 GUIDELINES FOR FLEXIBLE AIRSPACE STRUCTURES AIRSPACE PUBLICATION .............. 7-20
7.2.9 CDRS ROUTING SCENARIOS .................................................................................... 7-25
8 ROUTE NETWORK AND FREE ROUTE AIRSPACE UTILISATION RULES AND
AVAILABILITY .................................................................................................................. 8-1
8.1 INTRODUCTION............................................................................................................. 8-2
8.2 BASIC PRINCIPLES ....................................................................................................... 8-3
8.3 STRUCTURE ................................................................................................................. 8-4
8.3.1 DOCUMENT STRUCTURE ............................................................................................ 8-4
8.3.2 RESTRICTION STRUCTURE ......................................................................................... 8-8
8.4 PERIOD OF VALIDITY .................................................................................................. 8-14
8.5 APPLICATION ............................................................................................................. 8-15
8.6 CDM PROCESS ......................................................................................................... 8-16
8.7 TEMPORARY CHANGES ............................................................................................... 8-17
8.8 FLIGHT PLANNING ...................................................................................................... 8-18
8.9 ROUTEING SCENARIOS ............................................................................................... 8-19
8.10 PUBLICATION ........................................................................................................... 8-20
8.11 TACTICAL OPERATIONS ............................................................................................ 8-21
8.12 RAD REVIEW ........................................................................................................... 8-22
8.13 ADDITIONAL AIRSPACE UTILISATION RULES AND AVAILABILITY .................................... 8-23

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1 Introduction

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1-1
1.1
Presentation of the document
1.1.1 About the document

The European Airspace Design Methodology Guidelines - General Principles and
Technical Specification for Airspace Design - represents Volume 1 of the European
Route Network Improvement Plan package. It contains general principles, detailed
technical specifications and methods of application for a common airspace design and
change process in Europe.
The guidelines contained in this document have been developed to support the European
airspace design process in that overall performance is improved and airspace structures1
are developed in a harmonised manner. The document will be reviewed periodically so it
remains valid in light of the progress made and experience gained, and to reflect the
actual changes that take place in aviation.
The European Airspace Design Methodology is mainly focused on providing general
guidance and technical specifications for airspace designers.
Where necessary, further reference pertaining to airspace design matters is made to
appropriate ICAO documentation.
1.1.2 Structure of the document

The European Route Network Improvement Plan has five volumes. Volume 1 (this
document) contains general guidelines and technical specifications for airspace design.
Section 1 - Introduction - provides the structure, scope and purpose of the present
document
Section 2 - Common general principles - identifies general principles for the
establishment and use of airspace structures and provides guidance for the
harmonisation of European airspace classification
Section 3 - European coordination process - presents the European processes that
govern the production, amendment and approval of the airspace planning and design
elements included in the document
Section 4 - Deployment of PBN - identifies the main elements an airspace designer
needs to consider with regard to the operational deployment of PBN (Performance Based
Navigation)
Section 5 - Terminal Airspace design methodology - provides a methodology with
respect to Terminal Airspace design.
Section 6 - En-route Airspace design methodology - provides a methodology with
respect to En-Route Airspace design.
Section 7 - ASM and Airspace Design - presents the main Airspace Management
elements that European airspace designers need to take into in the airspace design
process.
In the context of this manual, Airspace Structure includes Control Area (CTA), Terminal Control Area (TMA), Control Zone
(CTR), ATS Route, ATC Sector, Conditional Route (CDR), Danger Area (D), Restricted Area (R), Prohibited Area (P),
Temporary Segregated Area (TSA), Temporary Reserved Area (TRA), Cross-Border Area (CBA), Reduced Co-ordination
Airspace (RCA), Prior Co-ordination Airspace (PCA)

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Section 8 - Route network and free route airspace utilisation rules and availability provides the way in which route network and free route airspace utilisation and availability
is done.
Annex 1 - Airspace classification toolbox

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1.2
Purpose
1.2.1 European Regulation

The present document addresses the requirements expressed in the EC Regulation No.
677/2011 Annex I part B article 5 (a).
The EC Regulation No 677/2011 of 7 July 2011 lays down detailed rules for the
implementation of air traffic management (ATM) network functions and amends
Regulation (EU) No 691/2010. The regulation establishes several ATM network functions
to be performed by a Network Manager2; EUROCONTROL has been nominated as the
Network Manager entrusted to perform these network functions.
The EC Regulation No 677/2011 lists in Chapter II Article 3 paragraph 4, the ATM
network functions to be performed by the Network Manager; amongst them, the design of
the European Route Network is identified (para (a) refers).
The design of the European Route Network, as described in Annex 1 of EC Regulation
No 677/2011 calls for the establishment of the European Route Network Improvement
Plan that shall include, inter alia, common general principles complemented by technical
specifications for airspace design (Annex I, Part B, art. 5 (a) refers)
1.2.2 Relationship with ICAO

The material contained in this document should be used in conjunction with the
provisions specified in ICAO. For any other detailed technical aspects related to airspace
design reference is to be made to appropriate ICAO documentation.
For full reference the reader is invited to consult the Official Journal of the European Union L185/1 from 7 July 2011.

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1-4
1.3
Scope
In order to reconcile competing requirements in airspace utilisation between Commercial

Aviation (highest possible protection from other airspace users), General Aviation &
Aerial Work (maximum freedom in all airspace) and Military Aviation (highest possible
flexibility, freedom of access to all airspace, protection for special activity and low altitude
flying), airspace design and allocation is often a compromise between all expressed
requirements and lead usually to lengthy discussions between the parties concerned.
Therefore, in order to ensure more transparency and predictability of airspace
management measures, it is necessary to establish objective criteria for the design of
airspace.
The scope of the European Airspace Design Methodology Guidelines - General
Principles and Technical Specification for Airspace Design - is the one defined by the EC
Regulation No 677/2011 Annex I Part B article 5 paragraph (a). It is concerned with the
needs of all airspace user groups on a basis of equity. Consequently, an important goal
of the common guidelines for airspace design in Europe is to enable equal access to the
airspace providing maximum freedom for all users consistent with the required level of
safety in the provision of ATM services, while making due allowance for the security and
defence needs of individual States.
The evolution of the European airspace structure will follow closely the common general
principles and objectives of the European Network Improvement Plan. Due account will
be taken of the increasing need for the provision of a seamless ATM service and the
associated requirements for the interoperability between civil and military systems.

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2 Common General Principles

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2.1 European Route Network Design

principles for airspace design
Function
General
2.1.1 General Principles - European Regulation

The EC Regulation No 677/2011 of 7 July 2011 lays down, in Annex I, Part C, the
following airspace design principles:
With the development of the European Route Network Improvement Plan the Network
Manager, Member States, third countries, functional airspace blocks and air navigation
service providers as part of functional airspace blocks or individually, shall within the
cooperative decision-making process, adhere to the following airspace design principles:
(a) the establishment and configuration of airspace structures shall be based on
operational requirements, irrespective of national or functional airspace block borders or
FIR boundaries, and shall not necessarily be bound by the division level between upper
and lower airspace;
(b) the design of airspace structures shall be a transparent process showing decisions
made and their justification through taking into account the requirements of all users
whilst reconciling safety, capacity, environmental aspects and with due regard to military
and national security needs;
(c) the present and forecast traffic demand, at network and local level, and the
performance targets shall be the input for the European Route Network Improvement
Plan with a view to satisfying the needs of the main traffic flows and airports;
(d) ensure vertical and horizontal connectivity, including terminal airspace and the
airspace structure at the interface;
(e) the possibility for flights to operate along, or as near as possible to, user required
routes and flight profiles in the en-route phase of flight;
(f) the acceptance for assessment and possible development of all airspace structures
proposals, including Free Route Airspace, multiple route options and CDRs, received
from stakeholders having an operational requirement in that area;
(g) the design of airspace structures including Free Route Airspace and ATC sectors
shall take into account existing or proposed airspace structures designated for activities
which require airspace reservation or restriction. To that end only such structures that are
in accordance with the application of FUA shall be established. Such structures shall be
harmonised and made consistent to the largest possible extent across the entire
European network;
(h) ATC sector design development shall commence with the required route or traffic flow
alignments within an iterative process that will ensure compatibility between routes or
flows and sectors;
(i) ATC sectors shall be designed to enable the construction of sector configurations that
satisfy traffic flows and are adaptable and commensurate with variable traffic demand;
(j) agreements on service provision shall be established in cases where ATC sectors
require, for operational reasons, to be designed across national or functional airspace
block borders or FIR boundaries.
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The Network Manager, Member States, functional airspace blocks and air navigation
service providers as part of functional airspace blocks or individually, through the
cooperative decision-making process, shall ensure that the following principles apply in
relation to airspace utilisation and capacity management:
(a) airspace structures shall be planned to facilitate flexible and timely airspace use and
management with regard to routing options, traffic flows, sector configuration schemes
and the configuration of other airspace structures;
(b) airspace structures should accommodate the establishment of additional route options
while ensuring their compatibility (capacity considerations and sector design limitations).
2.1.2 Principles for the Design of the European Airspace Structures

Principle 1 - Safety
Safety shall be enhanced or at least maintained by the design of any airspace structure.
This includes requirements to comply with ICAO SARPs3 and procedures and with SES
regulations. Airspace structures shall be subject to a safety assessment.
Principle 2 - Operational Performance
The European Airspace Design shall be based on network-wide operational performance
indicators and targets.
The European Airspace Design will use as an input, network-wide operational
performance indicators and targets addressing mainly capacity and environment. The
need to accommodate increasing traffic demand will be addressed through more
innovative airspace design solutions. Increasingly, environmental considerations have a
greater effect on the design and management of the airspace as well as operations within
it. Capacity requirements and environmental impact are to be mitigated through design
and use of airspace configurations, without prejudice to Safety. In developing and
applying Airspace Configurations, trade-offs may be required between capacity, flight
efficiency and environmental mitigation without compromising safety.
Principle 3 - Airspace Continuum
The European Airspace Structure shall be designed as a continuum.
An airspace continuum is envisaged for the European airspace design. This means that
there is no intended division within en-route airspace or between en-route and terminal
airspace. However, the different attributes of en-route and terminal airspace will drive
specific system and tools development needed to improve efficiency thus resulting in
changes to the existing interfaces. A lateral airspace continuum is envisaged through
appropriate connectivity between regional airspace structures in both En-route and
Terminal Airspace (e.g. Functional Airspace Blocks, groupings of Terminal Airspace
areas into Terminal Airspace Systems), where application of the rules associated with
airspace classes will be uniform.
Principle 4 - Airspace Configurations
The European Airspace Structure shall be based on Airspace Configurations.
3
Standards and Recommended Practices

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In en-route and terminal airspace, an Airspace Configuration refers to the pre-defined

and co-ordinated organisation of ATS Routes of the European ATS Route Network
(ARN), Free Route Airspace and/or Terminal Routes and their associated airspace
structures (including temporary airspace reservations) and ATC sectorisation.
In en-route airspace, airspace configurations include pre-defined fixed and flexible

routing options, free route airspace and optimum ATC sectorisation capable of
being adapted to traffic demand. Airspace configurations will be activated,
following the main Strategic Objective(s) for a particular geographic area and/or
time period through a CDM (Cooperative Decision Making) process Flexible
routeings may still be provided by tactical ATC intervention when appropriate.
In terminal airspace, airspace configurations will be contained primarily within

terminal airspace structures. Airspace configurations may be activated in
accordance with the runway configuration in use at one or more airports and the
main Strategic Objective(s) for a particular time period. Flexible routeings may still
be provided by tactical ATC intervention when appropriate.
Airspace configurations offer a level of adaptability matching the demands of airspace

users to the extent possible whilst maintaining cost effectiveness and optimising overall
efficiency. This allows for the most effective balance between capacity, mission
effectiveness and flight efficiency, whilst reducing environmental impact, where possible.
Principle 5 - Advanced Airspace Scheme and ATS Route Network Versions
The Airspace Configurations shall be part of a European Airspace Structure developed
on the basis of a long term vision of the airspace (Advanced Airspace Scheme Route
Network) and deployed implementation of through successive ARN versions.
Consistency is assured across the ATS Route network of the ARN system as a whole
through the development of a long term vision (the Advanced Airspace Scheme)
deployed through implementation of successive ARN versions. Co-ordination and
consolidation of airspace design, planning and implementation is achieved through the
cooperative decision making process of the Network Manager at European network level.
Principle 6 - Ensure close relationship between airspace design, airspace
management and air traffic flow and capacity management
The European Airspace Structure shall be developed through a close relationship
between airspace design, airspace management and air traffic flow and capacity
management.
There is to be closer co-operation between Airspace Design, ATFCM and ASM with
respect to the design and use of the airspace. In route design, main traffic flows are to
be given priority over minor flows whether in en-route or terminal airspace and efficient
connectivity must be assured between ATS routes of the ARN and terminal routes.
Principle 7 - Development of Airspace Configurations
Airspace Configurations shall be developed, through a Cooperative Decision Making
Process, in close coordination with all operational stakeholders.
Airspace configurations are to be developed in consultation with all operational
stakeholders. Appropriate co-ordination with ASM, ATFCM, ATS, airspace users and
Airports is required
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2.2
Components of Airspace Configurations
The following paragraphs describe the components of airspace configurations. Although

they are grouped into en-route and terminal airspace, an airspace continuum is
envisaged.
2.2.1 Components in En-Route Airspace

ATS routes in the ARN and in Free Route Airspace will characterise the European
airspace. The main feature of ATS routes in the ARN is the ability to offer more routeing
options to airspace users. These ATS routes will be based on the principles of ATWS
route network design and sectorisation, independent from national boundaries and
adapted to main traffic flows.
An ATS route network and Free Route Airspace capable of being managed more flexibly
allows operators to choose from several strategically designed ATS routes of the ARN.
Improvements in the strategic design, planning and management of ATS routes and Free
Route Airspace increase the predictability of the route options and reduce the need for
tactical re-routeing by Air Traffic Controllers. This flexibility is based on the Flexible Use
of Airspace Concept principles.
GAT and OAT requirements have to be accommodated by integrating them in the
strategic ARN developments process. As a consequence, deviations from ARN
developments shall be kept to a minimum.
While, ATS routes and Free Route Airspace of the ARN are to be based, initially, upon
Basic-RNAV, a progression to a more advanced navigation application is envisaged at a
later stage.
As regards temporary reserved and segregated airspace, it is envisaged, under certain
Airspace Configurations, to have them activated and de-activated closer to real time.
Such airspace may vary in size, geographic location and time (to accommodate airspace
user requirements). This includes requirements for modular design and standardised
rules for separation.
To increase efficiency, it is recommended that due consideration is given to increasing
the number of cross-border areas and operations associated with them. In this context
the shared use of both cross-border areas, and temporary reserved segregated
airspaces is expected to become more frequent.
ATC sectors must be adapted to main traffic flows and an optimum route network, and,
independent from national boundaries, when required by operational needs. More ATC
sectors will be developed and made available, where required (including vertical
divisions). Using modular design techniques, sectors must be adaptable in shape and
size (pre-defined) in response to demand and airspace availability variations. One
should expect an increasing number of cross border ATC sectors to emerge in order to
support operations within Free Route Airspace
Increasingly, traffic into Terminal airspace is managed along ATS routes and metered in
time. It is expected that outer and inner terminal holding facilities continue be used and
may be redefined both in size and location, based on RNAV.
2.2.2 Components in Terminal Airspace

Terminal route structures cannot be as flexible as their en-route equivalents. RNAV and
RNP Terminal (Arrival and Departure) Routes will be increasingly used. At airports,
where RNAV Terminal Routes are used, a number of conventional SIDs/STARs or
Vectoring may be retained. In a limited number of cases, only conventional SIDs/STARs,
with or without vectoring, may be used. RNAV and RNP Terminal Arrival Routes will feed
onto a variety of instrument approaches.
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It will be an increased need for RNP-based instrument approach procedures, particularly

for those that are newly designed or for those replacing conventional non precision
approaches (e.g. VOR, NDB). In addition, RNP-based instrument procedures with vertical
guidance should be introduced to increase safety through the provision of stabilised
approaches, and therefore reduce the potential for Controlled Flight Into Terrain (CFIT).
Precision approaches, using ILS and MLS and in the future, GBAS and SBAS are
required to accommodate specific operational needs stemming from the main strategic
objective(s) pursued. RNP-based curved/segmented approaches may be needed to
respond to local operating requirements e.g. terrain or environmental reasons.
Terminal Arrival routes, that accommodate the use of Continuous Descent/Climb
techniques and noise preferential departure routes, will be designed to reduce
environmental impact wherever possible, whilst observing capacity demands. Terminal
Departure routes dedicated to particular aircraft performance may also be designed.
To improve the design and management of terminal routes and ATC sectorisation
servicing several airports in close proximity, the fusion of two or more terminal airspace
structures should be considered. This amalgam constitutes a Terminal Airspace System
(TAS). TASs could extend across national borders if necessitated by operational
requirements. Operations within a TAS should be systemized and characterized by
system of entry (arrival) and exit gates that accommodate flows of arrivals and
departures to and from various runways/airports. Generally, these entry and exit gates
are to remain fixed even when the airspace configuration changes.
Operation within terminal airspace structures is likely to become less flexible yet the use
of airspace configurations may determine different dimensions for the airspace structures
(depending on the routeing configuration servicing multiple runways at different airports
and/or military requirements). New or temporary terminal airspace structures or those
with variable dimensions may be developed to accommodate low density operations.
This creates requirements for co-ordination with the military and for VFR aircraft to be
informed in real time regarding the status of the relevant terminal airspace structure.
By design, there must be coherence between adjacent terminal airspace structures.
Within Terminal Airspace, use of both geographical and functional sectorisation is
needed. To accommodate traffic growth, increasing the use of a dedicated sequencing
function for final approach should be considered.
Airports are an integral part of airspace configurations within Terminal Airspace. Runway
throughput, selection of the runway in use and the airport capacity in general affect the
choice of airspace configuration.
2.2.3 Airspace Network Management Component

Airspace Network Management is a generic term that refers to the gate to gate
management processes associated with Airspace Management (ASM), Air Traffic Flow
and Capacity Management (ATFCM), ATS, Flight Planning and synchronisation with
Airports.
Airspace Network Management is achieved through a Cooperative Decision Making
(CDM) process involving all participants and will be performed, as appropriate, at
European, regional (e.g. FAB/TAS) and national level.
As a result of Airspace Network Management, airspace configurations based on predefined airspace structures will be defined. These maximise efficiency of airspace
allocation commensurate with the needs of civil and military users.

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2.3
Airspace classification
2.3.1 Introduction
Current ICAO Requirements for Classification of ATS Airspace
According to ICAO Annex 11 - 2.5, once it has been determined that air traffic services
are to be provided in a particular portion of airspace or in airspace associated with
particular aerodromes; those portions of the airspace shall be designated in relation to
the air traffic services that are to be provided.
Airspace shall be classified and designated in accordance with the seven classes - A to
G, defined in ICAO Annex 11 - 2.6. The requirements for flights within each class of
airspace are defined in ICAO Annex 11 - Appendix 4, in terms of the type of flight
allowed, the separation provided, the services provided, meteorological conditions, speed
limitations, radio communication requirements and the ATC clearance required.
States shall select those airspace classes appropriate to their needs from the least
restrictive Class G to the most restrictive Class A.
Standardised European Rules of the Air (SERA)
There is a definite requirement for transparency of the rules pertaining to the application
of airspace classification, in that this is fundamental to the freedom and ability for aircraft
to operate in a seamless manner across the EU. The aim is to increase safety through
harmonisation and consistency since the rationalisation of the airspace rules is a
significant enabler for FABs.
Against these needs, European wide agreement on harmonisation and simplification of
the airspace classification within the framework of Single Sky has been advanced. At the
time of writing this document, SERA is still in the process of being developed and
approved through agreed European mechanisms.
2.3.2 Classification of the European Airspace above FL195

Within the European Airspace, the type and density of traffic above FL195 require the
provision of common procedures by ATC.
According to EU regulations, airspace above FL195 is classified as Class C airspace4
Area control arrangements in place for most of the European States have the advantage
that whenever traffic conditions and military activities permit, ATC may authorise specific
flights under its control to deviate from the established route structure and to follow a
more direct flight path or to fly parallel with other flights, without the aircraft leaving
controlled airspace and thus losing the benefit of ATC.
Common Conditions for VFR Access to Class C Airspace above FL 195
Article 4 of EU regulation No 730/2006 requires states the following:

In airspace above flight level 195 Member States may establish an airspace
reservation, where practical, in which VFR flights may be allowed. In airspace
above flight level 195, up to and including flight level 285, VFR flights may
also be authorised by the responsible air traffic services unit in accordance
with the authorisation procedures established and published by Member
States in the relevant aeronautical information publication.
Building on article 4, in addition to establishing Class C airspace as the ATS Airspace
Class to be applied throughout European airspace above FL195, it is necessary to
introduce harmonised rules for access to this airspace by GAT traffic that may seek to
fly en-route under VFR. Having regards to safety and airspace capacity
4
COMMISSION REGULATION (EC) No 730/2006of 11 May 2006

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considerations, and to the fact that there is almost no requirement for en-route GAT
VFR flight above FL195, the following general rule has been formulated:
En-route GAT VFR flights above FL195 are not allowed.
However, there are various types of "special" GAT flight that will have to be
accommodated; accordingly the general rule is amplified thus:
GAT VFR flights above FL195 and up to and including FL285 are authorised
only in:
o
An airspace reservation [Temporary Segregated Airspace (TSA) or its

equivalent] or
In accordance with specific arrangements agreed by the appropriate ATS

authority
GAT VFR flights above FL285, within RVSM airspace, must be contained
within:
o
An airspace reservation (TSA or its equivalent).
2.3.3 Classification of the European Airspace below FL195

Below FL195, all ICAO airspace classes can be used.
Airspace Classification Toolbox
EUROCONTROL has developed through consultation with its stakeholders an

airspace classification toolbox with the aim of ensuring that a common set of solutions
is applied Europe wide to achieve maximum transparency for airspace classification
rules, thus improving safety and efficiency. Airspace designers are encouraged to
use the airspace toolbox within the legal framework agreed at global and European
level. The full content of the Airspace Toolbox for airspace classification5 is contained
in Annex 1 of the present document.
Note: Below FL195, a mixture of airspaces with different classification may coexist to account for
the airspace users needs specific to particular areas. The issue of interfaces between airspaces of
different classes, both vertically and horizontally, is ensured through application of ICAO Annex 2
and Annex 11 provisions. The local regulator retains full freedom to express specific requirements
should particular conditions call for them, in accordance with the legal framework governing ICAO
Annexes and European regulations relevant to the matter.
The following elements should be taken into account when establishing airspace
classes below FL195:
Requirements for Civil ATS Provision;
Requirements for Military ATS Provision;
Commercial air transport requirements:

o
to have seamless services within airspace considered as a continuum;
to have simple and unambiguous rules, easy to implement and to follow;
to have freedom of movement to follow preferred and flexible flight profiles

with minimum constraints;
to benefit from pan-European harmonisation of airspace classification;
to have Upper/Lower Airspace classification harmonised as soon as

possible in order to enable the traffic to be operated within the airspace of
a European network;
EUROCONTROL Airspace and Navigation Team No 50(ANT50) 03-05 November 2009 Conclusion 50/07

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Requirement for a Clear Notification of Separation Responsibility.
Military operations requirements

o
to have freedom to operate in IMC/VMC at any time in all areas of

European airspace;
to benefit from special handling - in particular for priority flights and for
time-critical missions, but also for military aircraft not fully equipped to the
civil standard;
to retain the possibility of operating uncontrolled VFR flights, including in

"Controlled" airspace;
to have temporary airspace reservations (TSAs), to contain activities

which are incompatible with the normal application of the Rules of the Air;
to have airspace restrictions for non-flight-related activities such as

protection of areas of national interest, gunnery, missile firing, etc..
General Aviation and Aerial Work requirements

o
to achieve maximum freedom of movement in all categories/classes of

airspace;
to have sufficient "Uncontrolled" airspace for its operations and VFR

access to "Controlled" airspace;
to maintain the right to change flight rules from IFR to VFR and vice-versa
in the air, as well as before take-off or, at least, to receive special
handling;
to have the possibility of operating under VFR as long as weather

conditions permit the application of the "see and avoid" rule.
Test Flights and UAS requirements

o
To accommodate operations, based on shared use of airspace, with

sometimes a need for special handling, rather than on strict segregation;
To have defined standards for additional equipment capabilities so that

UASs can be designed to achieve compatibility with the airspace
requirements they are expected to operate in.
List of Potential Criteria to Establish Classification below FL195
Level of Air Traffic Services to be provided;
Air safety-relevant incidents;
IFR traffic volume;
Mixed environment (IFR/VFR flights, different speeds and/or types of

aircraft,...);
Traffic concentration - Environmental Constraints;
Particular operations (Military, GA, Test Flights, Aerial Work, Gliders,

UAS,...);
Meteorological conditions - Daylight/Night Operations;
Flight Planning Issues;
Cost-Benefit Analysis (Staff training, mandatory equipment, user charges,..);
Principles or criteria already established for harmonised airspace.

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Level of Air Traffic Services To Be Provided

Essentially, the provision of ATC is required when the number and frequency of IFR
flights have reached a level that no longer allows for individual pilots to be responsible for
maintaining a safe and expeditious flow of traffic,. This should apply in particular when
IFR operations of a commercial nature are conducted.
The planning for, and the execution of, ATC is essentially a national responsibility.
However situations may arise whereby States are required to improve their services, not
because there is an urgent national requirement to do so, but in order to ensure that the
efforts of adjacent States to improve their ATS are not compromised.
It is, therefore, of prime importance that both the planning and execution of ATC is
conducted in a manner that ensures optimum uniformity is maintained to the greatest
degree possible. Thus, the delineation of airspace, wherein ATC is to be provided, should
be related to the nature of the route structure and/or the containment of IFR flight paths
and the need for an efficient service rather than observing national boundaries.
Air Safety-Relevant Incidents
Although airspace classification should be established mainly to facilitate the separation
of aircraft by ATC, when a high number of Air Safety-Relevant Incidents is reported, an
immediate overall situational analysis is required; this might lead to the need of changing
the classification of the airspace concerned.
IFR Traffic Volume
Categorisation of airspace surrounding aerodromes is mainly influenced by the volume of
IFR traffic to be handled. As the number of IFR movements at an aerodrome increases,
the necessity to protect IFR operations from other traffic, through implementation of a
more restrictive ATS Class, may be appropriate.
Change of airspace classification would therefore be considered primarily on the basis of
IFR traffic figures and trends recorded over previous years and forecasted increases (or
decreases) at a given aerodrome. To that end, in order to simplify airspace organisation,
modular airspace structures with a limited number of ATS Classes, compliant with the
Airspace Strategy, should be assigned to different categories of aerodromes in
accordance with their annual IFR traffic volume.
Mixed Environment
A mixture of different types of air traffic (IFR/VFR) with aircraft of various speeds (light,
conventional, jet, etc...) necessitates the provision of more advanced air traffic services
and the establishment of a more restrictive class of airspace than, for example, the
handling of a relatively greater density of traffic where only one type of operation is
concerned.
Therefore, qualitative data on issues related to the handling of a mixture of traffic should
be gathered to assess the best classification for a given block of airspace. The following
parameters should be considered:
the proportion of jet and/or heavy aircraft
the amount and type of VFR operations
training activities
Traffic Concentration - Environmental Constraints

Areas of intense activity, flight paths of both IFR and VFR traffic, traffic flows (uni-, bi- or
multi-directional), the relative situation of aerodromes in the vicinity, the proximity of big
cities, etc. are other qualitative criteria which may influence the choice of an ATS Class in
order to ensure the degree of control required to manage the situation.

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Particular Operations
In determining an ATS Class appropriate to the main user of a block of airspace, care
should be taken that unnecessary restrictions are not imposed on other traffic such as
Military, General Aviation, Test Flights, Aerial Work, Gliders and/or UAS that wish to
operate in this airspace.
Meteorological Conditions - Daylight/Night Operations
In areas where regular flows of IFR traffic exist, meteorological conditions and/or
Daylight/Night operations might have a substantial effect on the airspace classification
Similar or worse conditions might be less important for the classification of an area where
such conditions would suspend the normal VFR traffic.
Therefore, most of the European States have adapted VMC minima to their prevailing
national weather conditions. However, in view of the simplification and harmonisation of
ATS Classification in Europe, adoption of common VMC minima should be sought to the
largest extent practicable.
Flight Planning Issues
The flight plan is currently the only way by which pilots/operators inform ATSU about their
intended operations and formally request air traffic services. From the flight plan ATSU
derives all the information of operational significance such as equipment carried, route to
be flown, requested flight level(s), departure/destination aerodrome, etc..
When it becomes necessary for ATC to have at its disposal such information about each
aircraft operating within a given volume of airspace, a change in airspace classification
may be required in order that filing of flight plans becomes mandatory.
Cost-Benefit Analysis
Changes of airspace classification may have an impact on the numbers and training of
qualified personnel (pilots & controllers); this requires advanced planning and therefore
due consideration during the decision-making process.
Changes of airspace classification may also require the provision of additional facilities,
especially for communication, navigation and surveillance.
Therefore, any change of airspace classification that impacts the business aspects
related to the provision of ATS requires a comprehensive Cost-Benefit Analysis.

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3 European Network Coordination

and Concept

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3.1
European coordination process
3.1.1 Objective
In response to COMMISSION REGULATION (EU) No 677/2011 of 7 July 2011 (laying
down the detailed rules for the implementation of air traffic management (ATM) network
functions and amending Regulation (EU) No 691/2010), the objective of this document is
to provide a harmonised process and methodology for European airspace design thus
improving European ATM capacity, flight efficiency and environmental performance. This
is to be achieved through the development and implementation of an enhanced
European ATS route network, Free Route Airspace and TMA systems structures
supported by corresponding improvements to the airspace structure and by the optimal
utilisation rules of both in the ECAC area.
This harmonised process and methodology also ensures regional interconnectivity and
interoperability of the European route network within the ICAO EUR Region and with
adjacent ICAO Regions.
3.1.2 Demanding Performance Targets

The Performance Scheme for air navigation services and network functions, adopted in
the context of the Single European Sky II Regulations, includes two important key
performance areas and associated indicators, related to the operational performance of
the European ATM network for the period 2012 - 2014. Similar key performance areas,
indicators and targets have been adopted by the EUROCONTROL Provisional Council.
Environment
o
average horizontal en-route flight efficiency, defined as follows:

-
the average horizontal en-route flight efficiency indicator is the

difference between the length of the en-route part of the trajectory
and the optimum trajectory which, in average, is the great circle;
en-route is defined as the distance flown outside a circle of 40
NM around the airport;
the flights considered for the purpose of this indicator are:
all commercial IFR flights within European airspace;
where a flight departs or arrives outside the European airspace,
only that part inside the European airspace is considered;
circular flights and flights with a great circle distance shorter
than 80NM between terminal areas are excluded.
effective use of the civil/military airspace structures, e.g. CDRs

(Conditional Routes). For the first reference period, this indicator shall be only
monitored.
Capacity
o
minutes of en-route ATFM delay per flight, calculated for the full year and
including all IFR flights within European airspace.
For the performance reference period starting on 1st January 2012 and ending on 31st
December 2014, the European Union-wide and EUROCONTROL performance targets will
be as follows:
Environment target: an improvement by 0,75% point of the average horizontal en-route

flight efficiency indicator in 2014 as compared to the situation in 2009.
Capacity target: an improvement of the average en-route Air Traffic Flow Management
(ATFM) delay so as to reach a maximum of 0,5 minute per flight in 2014.

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3.1.3 A European Network Cooperative Decision Making Process

At European network level, the Route Network Development Sub-Group (RNDSG) is the
co-ordination forum for European rolling airspace design and development, planning and
implementation of improved European ATS route network, optimised civil and military
airspace structures and ATC sectors. The members of the RNDSG work in a partnership
approach and are civil and military experts in airspace design from NM, the ECAC
member States, ANS providers, Functional Airspace Blocks, airspace users international
organisations, flight planner organisations and other relevant international organisations.
Its work is supplemented by other activities that, depending on their nature or complexity,
may be either under the auspices of the RNDSG or independent, but bring their results
into the overall network picture through RNDSG processes. Examples are:
o
Sub-Regional RNDSG Meetings;
Regional co-ordination meetings between States;
Working groups proposing various solutions for specific problem areas;
Special projects
agreements, etc.).
(FABs,
national
re-organisation
projects,
sub-regional
Appropriate links are ensured with the Airspace Management Sub-Group to cover civilmilitary related aspects and with other specific ATFCM groups.
The consolidation of the entire development process is ensured through the Network
Operations Team.
This cooperative planning process responds to the emerging requirements related to the
establishment of cooperative planning and decision making processes for the
development of the European route network.
At local, sub-regional or Functional Airspace Blocks level, other working arrangements
are set to deal with detailed airspace design and utilisation aspects. Those groups
ensure a close coordination with the European network level.

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3.2
European Airspace Basic Concept
3.2.1 Introduction
The strategic planning and design of packages of ATS routes of the ARN, Free Route
Airspace, Terminal Routes, airspace reservations and ATC sectors- responding to
requirements stemming from different strategic objectives- represents one of the
solutions for meeting the safety, capacity, flight efficiency, cost effectiveness and
environmental requirements of the European airspace network. These packages are
called Airspace Configurations.
To meet the diversity of user requirements, there is a need for an effective and dynamic
management of airspace configurations through a highly flexible and integrated
Cooperative Decision Making (CDM) process at network, regional, national and local
level.
3.2.2 Basic Concept

In both en-route and terminal airspace, an Airspace Configuration refers to the predefined and co-ordinated organisation of ATS routes of the ARN and/or Terminal Routes,
Free Route Airspace and their associated airspace structures (including temporary
airspace reservations, if appropriate) and ATC sectorisation.
In en-route airspace, airspace configurations include pre-defined fixed and flexible routing
options or optimised trajectories and optimum ATC sectorisation capable dynamically
adaptation to traffic demand. Airspace configurations become active, through a CDM
process, depending upon the driving Strategic Objective(s) for a particular geographic
area and/or time period.
In terminal airspace, airspace configurations are contained primarily within terminal
airspace structures. Airspace configurations may be activated depending upon the
runway configuration in use at one or more airports and the driving Strategic Objective(s)
for a particular time period.
The above is based on a coordinated and systematic approach to selecting and changing
airspace configurations across the European ATM System.
The European airspace must be built through close co-operation between airspace
design, ATFCM and ASM. It supports a close link between airspace design and airspace
utilisation.
3.2.3 European Network Consistency

Overall European Network Consistency is assured through a consolidated development
of European airspace through ARN Versions. Co-ordination and consolidation of
airspace design, planning and implementation is achieved through Cooperative Decision
Making (CDM) at European network level.
European ARN Versions are based on the result of a European wide collaborative
process whereby major traffic flows, combined with major airspace constraints (airports,
military areas etc.) are translated into a basic route structure. Built upon agreed planning
principles, the resultant structure provides the basis for more detailed development by
States and ANSPs at national or regional/FAB level. The scheme considers the ECAC
airspace in its totality, independent of FIR boundaries.

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3.2.4 Airspace Continuum

An airspace continuum is envisaged in the development of the ARN Versions. As such,
there is no intended division within en-route airspace or between en-route and terminal
airspace. However, the different attributes of en-route and terminal airspace have
determined specific requirements resulting in changes to various interfaces to improve
efficiency.
A lateral airspace continuum is ensured through regional airspace configurations in both
en-route and Terminal Airspace (e.g. FAB or TAS), where application of various the rules
associated with airspace utilisation will be harmonised.
A network continuum is ensured through the development of the ARN Versions where all
aspects related to lateral and vertical interconnectivity, including interconnectivity within
and between regional airspace configurations, are thoroughly addressed.
3.2.5 Airspace Structures Components

ATS routes continue to characterise the European airspace for the most part in the
context of the future ARN Versions, while Free Route Airspace will be used in selected
airspaces and/or at selected times.
The main characteristic of the ATS routes of the ARN Versions is to offer more routeing
options to airspace users. These routes are based on principles of route network design
and sectorisation independent from national boundaries, adapted to main traffic flows.
An airspace structure built on the basis of an ATS route network and Free Route
Airspace offers more flexibility to operators to choose from several strategically designed
airspace structures (ATS routes and Free Route Airspace) of the ARN Versions.
Improvements in the strategic design, planning and management of these two
components improve the predictability of the route options. GAT and OAT requirements
are accommodated by integrating them into the strategic ARN developments through the
application of Flexible Use of Airspace Concept principles.
ATC sectors of the ARN Versions are adapted to main traffic flows and to an optimum
route network and are, when required, independent from national boundaries. More ATC
sectors are developed and made available, where required (including vertical divisions),
in response to variations in demand and airspace availability. This work is conducted
with the full involvement of States and ANSPs as it is their direct responsibility for the
final design of ATC sectors supporting the route network structure and Free Route
Airspace.
To improve the design and management of terminal routes and ATC sectorisation
servicing several airports in close proximity, a forward looking option will be the fusion of
two or more terminal airspace structures, where required. This amalgam is described as
a Terminal Airspace System (TAS) and could extend across national borders if
operational requirements demand it.
3.2.6 Airspace Organisation

The practical airspace organisation features of the ARN Versions are:
Multi-option route choice: New route segments and Free Route Airspace will be
added to the network. These additional airspace structures are compatible with the
overall airspace structure. They include 24 hours choices, but also time limited
choices (e.g. routes that are part of the European Night Direct Route Network or timelimited application of Free Route Airspace). In the event of airspace restrictions
caused by traffic density and/or ACCs/sector configuration or activation of segregated
airspace, alternative re-routing options are available, through the design itself. The

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dynamic capacity/route use will be brought about by collaborative decision-making

based on the pre-determined set of routing options.
Modular sectorisation: To the largest possible extent and where required, sectors
are established across national borders and in accordance with main traffic flows.
They support the pre-defined airspace structures. Reconfiguration of pre-defined
modules of airspace (sector modularity) helps adapting sector configurations to
specific traffic flows.
Efficient Terminal/En-route interface: Efficient structures based on segregated

arrival/departure routes extending beyond the Terminal Airspace are part of the ARN
Versions. Where incompatibilities arise, priorities are discussed and assigned
depending on operational requirements to the en-route part or to the terminal
structure.
3.2.7 Airspace Development Approach

The process for developing an airspace structure is based, in most of the cases on the
following sequence:
Determine the ATS Route Network or the Free Route Airspace - improvement of
the ATS route network or implementation of Free Route Airspace take into account
users preferred routes and the inclusion of direct route segments to the largest
possible extent whilst meeting military requirements;
Define the Sector Families - areas containing specific air traffic flows and conflict
areas which will consist of strongly interdependent sectors;
Define Sectors - definition of the minimum operational elementary volume;
Define Sector configurations - a combination of sectors best placed to satisfy the

operational requirements (traffic demand, traffic pattern, staff) and airspace
availability;
Define the Modus Operandi

ATS Route Network
The objective of ARN Versions is to provide Aircraft Operators with their preferred
trajectories selected from within the route network, whilst ensuring that the
capacity and safety targets defined by the sectorisation are met.
ARN Versions offer more route choices to aircraft operators when planning a
flight. This involves improved access to the existing route network and the
creation of new routes, including predefined direct routes available subject to time
limitations or ASM conditions.
The ATS Route Network design criteria takes into account the need to create
additional routes that did not exist in the previous network as they caused
capacity problems during certain time periods. The ARN Versions introduce
these new routes and make them available for use under specific pre-defined
conditions that all airspace users are informed about. As a result, the most direct
of the routes choices could be planned at certain times.
In other cases, choices need to be made by aircraft operators between the
shortest route but with capacity constraints, a slightly longer route involving ASM
solutions with no capacity constraints, or a longer route available with no airspace
constraint.
Airspace users will, at a pre-determined time, make the decision on the choice of
route based on up to date data as regards sector constraints and segregated
airspace availability.

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The creation of pre-defined direct routes subject to ASM conditions, should

provide benefit to military users since those could better respond to their
requirements when a preferred route is available. This in turn leads to the
implementation of a larger number of CDRs.
Free Route Airspace
ARN Versions provide an enabling framework for the harmonised implementation
of Free Route Airspace in Europe. It is based on the FRA Concept developed in
the context of the ARN Version-7.
Sectorisation
The development of ARN Versions takes into account the need to gradually
implement Sector Families of interdependent sectors that can be clustered into
logical Family Groups. In all the development projects, aspects related to areas
of weak and strong interaction, were considered through the utilisation of
supporting airspace design tools.
The criteria for determining Sector Families, Family Groups and elementary
sectors were based on:
an optimised ATS route network, integrating direct routes, Free Route
Airspace, multiple route options, associated alternatives and military
operational requirements;
efficient connectivity with terminal airspace;
design of elementary sectors with strong/complex interaction that require close
co-ordination between controllers;
traffic density, conflict density and repartition, traffic profiles, nature of traffic
(climbing/descending), crossing flows, close crossing points, etc.
operational considerations for lateral and vertical delineation;
determining variable sizes of sectors with small/specialised low level sectors,
deep medium sectors (for evolving traffic) and wider upper sectors;
usage of modular techniques;
time of flying within a sector family;
several combinations of flexible sectors configuration were defined, depending
on traffic flows;
enabling sufficient distance for conflict resolution in all routeing options;
maintaining route options, on the largest possible extent within the same
sector family;
iterative process for sectorisation considering route network modifications to
enable the best possible sectorisation;
the identification of zones of lesser complexity.
Modus Operandi
The Modus Operandi of the ARN Versions includes:
The availability, in terms of time and FL, of route segments (including the
direct route segments) or Free Route Airspace in line with constraints imposed
by segregated airspace or by the need to better balance capacity and
demand;

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The links between-route network, Free Route Airspace and sectorisation

including conditions for availability of certain route segments or Free Route
Airspace and their dependence on ATC sectors configurations to match traffic
demand;
Routing scenarios - including all pre-planned alternate routeings to
compensate for the temporary unavailability or constraints imposed on the use
of certain airspace structures;
Structural constraints - notified constraints, such as, the activation of
segregated airspace, sector capacity restrictions, specialised routes for
specific traffic flows, profile constraints to skip sectors in a given configuration
and modifying capacity depending on the sector configuration;
Recommended practices - proposals derived from operational experience
including the process for selecting sector configurations.
3.2.8 Operating the ARN Versions

The rationale for the ARN Versions is to ensure that the ATS route network, Free Route
Airspace and ATC sector planning allow for an improved balance between:
freedom for GAT to choose between-route options, and select their preferred one;
offering greater flexibility for OAT users through more efficient allocation of
airspace;
capacity management - relying on fine tuning of route adaptation to optimise the
use of available capacity where limitations of capacity occur.
Local and Network documentation need to be amended, as required, to include, inter alia,
the updated airspace structures, rules and procedures. Amongst these are:
National AIPs;
National ATC Regulations;
LOAs;
National ATM Military Documents;
Airspace Management Handbook;
IFPS Users Manual;
ATFM Users Manual.
Flight planning procedures are continuously improved to account for the flexibility of route
selections offered by ARN Versions. Further initiatives are under way to facilitate
improved flight planning and route selection. Airspace users should expect more
flexibility in the FPL handling based on planned IFPS system enhancements supporting a
dynamic choice of route and/or the re-routeing process. ARN Versions support the use
of DCT in the FPL within a consolidated concept and approach.
It is expected that operations within the ARN Versions will be facilitated through the
deployment of the ADR that will ensure gradually an automated distribution of airspace
availability information in order to provide all interested parties with a clear and accurate
picture of the airspace structure situation.
ARN Versions enable a more flexible ATFCM system and will ensure the gradual
transition towards a system responsive to capacity management. The addition of an
optimisation process able to provide routeing alternatives to solve capacity and flight
efficiency constraints, while maintaining the balance with airspace user costs, will
enhance the current method of managing airspace capacity.

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3.2.9 Military Operations

ARN Versions recognise and support the responsibilities and requirements of Military
airspace users. In order that all airspace users gain benefit from ARN Versions, military
airspace planners are part of the planning process. An organised collection of military
airspace requirements is one of the specific elements that ARN Versions take into
consideration.
Through the solutions proposed in ARN Versions, the military should be able to have:
freedom to operate in all weather conditions in all areas of the European
airspace;
special handling in particular for priority flights and for time-critical missions, but
also for military aircraft not fully equipped to the civil standard;
the possibility of operating uncontrolled VFR flights;
temporary airspace reservations (TSAs), situated as close as practicable to the
appropriate operating airfield;
airspace restrictions for non-flight-related activities;
a more dynamic airspace allocation system with enhanced FUA application.
ARN Versions support these requirements through greater flexibility in airspace use,
efficient allocation of segregated airspace and associated re-routeing of GAT. With a
route network and sectorisation adaptable to traffic flow variations, there is scope for
better application of the Flexible Use of Airspace.
3.2.10
Airspace Management Solutions
General Principles
The identification and development of ASM Solutions is a part of the ASM Improvements
Initiative. ASM solutions form an integral part of ARN Versions. They include:
Reviewing the different application of CDR categories at the different stages;

Addressing the potential incompatibility of different CDR categories on
segments of the same route with the stakeholders concerned;
Reviewing and improving the design of CDRs in combination with modular
TRA/TSA design;
Improving the definition of ASM Solutions to be used at ASM level 2 and 3.
The main objective of the ASM Solutions development is to identify hidden airspace
capacity or flight efficiency directly related to the area of Airspace Management, i.e. civilmilitary requirement to use the same portion of airspace at the same time. This aims to
improve existing practices in order to overcome capacity constraints and provide efficient
flight operations of both, civil and military airspace users; as such it identifies airspace
use scenarios that bring benefits to both -civil and military airspace users. In the end, it
provides for a credible process that balances the needs and requirements of all partners
in airspace use and its management.
To deliver extra capacity and flight efficiency, the current ASM processes and procedures
related to a particular TRA/TSA are reconsidered, both in their design and associated
airspace planning as well as allocation processes and procedures. The enhanced ASM
processes will consider various levels of flexibility, either in time or in spatial location
(vertical/horizontal), that are allowed by planned civil or military flight operations.
Civil aircraft operators can have more efficient, less costly and delay-free operations even
in some portions of airspace where today there is a capacity constraint. This is to be
achieved through use of different CDR options associated with each modular
configuration of a particular temporary reserved or restricted airspace portion.
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The military might need to request an enlarged airspace volume to meet the
requirements of specific missions. To respond to this request a set of well-planned
airspace scenarios adapted to different mission requirements concerning the airspace
size (lateral and vertical) and timing will be available, thus eliminating any need for
airspace overbooking.
Air Navigation Service Providers participation in collaborative decision making on the
implementation of a particular scenario related to a specific TRA/TSA, will ensure that
their needs to accommodate traffic demand are properly addressed.
The final objective of the ASM Solutions development is to identify concrete and
consistent solutions for identified hot-spots, i.e. an interactive civil-military solution. Next
step is to extend the activity at sub-regional level by coordinating interaction between
adjacent local options. The process of final ASM Solutions development is expected to
be carried out by civil and military partners responsible for a particular TSA/TRA.
Subsequently, the coordination for definition and decision on the choice of different
scenarios is planned to be extended to all those concerned, resulting in the most suitable
sub-regional ASM Scenario.
Last but not least, with this optimised local and sub-regional network response, the task
of the Network Manager Operations Centre (NMOC) should be focused on the global
network solutions that can lead, by judicious selection, to less ATFCM measures.
ASM Solutions Methodology
The traffic samples to be used in the initial scoping and identification of potential hotspots, but equally later - when developing concrete ASM Scenario(s)- will be based on
the Network Manager historical traffic data. Data on TRA/TSA booking will be derived
from AUP/UUP/e-AMI information available; data on the actual TRA/TSA use will be
acquired from various sources like CIAM and PRISMIL, or from national ASM tools.
Future Data Collection and Planning
The objective of this particular activity is to continually collect information and data on
planned introduction and/or change in ASM-related airspace structures and
arrangements, i.e. TRAs, TSAs, CBAs, manageability of D and R areas, cross-border
airspace sharing arrangements. The information and data collected will enable the
assessment and coordination of any planned introduction or change in collaborative
manner, enabling consistent solutions planned by neighbouring States, but also at subregional (FABs) and European Regional level, thus enhancing the European Network
performance. This approach was already agreed and put in place between the parties
concerned.
Identification of areas of interest
Identification of Hot-Spots that have potential for capacity and/or flight efficiency
improvements through an interactive civil-military solution will be constantly pursued in
order to make use of the options made available through the ARN Versions.
For the purpose of initial scoping and identification of potential benefits, the available ATS
route traffic sample closest to the optimum will be considered as the reference, i.e. the
least constrained by military activity or other events. It will then be compared against the
traffic sample of the most intense day of civil and military activity. Choices of such traffic
samples are dependent on the operational characteristics of the area studied.
Aircraft Operators that may benefit from ASM/ATFCM scenarios will be involved in these
processes at an early stage (through the appropriate cooperative decision making
processes and working arrangements of the Network Manager), to ensure that benefits
are realistic and ensure AO utilisation of the scenarios. Once the selected Hot-Spots are
identified, the expected benefits will be analysed against potential solutions based on
variation and combination of different parameters:
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Vertical
A number of vertical configurations will be examined in the context of the
cooperative decision making processes to identify any potential benefits
should the TSA/TRA concerned be dynamically managed. The main criterion
will be to assess if a vertical move of the military activity contributes to the
airspace capacity in a particular area.
Lateral
A number of lateral configurations, based on current and possible future
airspace sub-modular design, will be investigated through the cooperative
decision making processes. The solution calls for larger portions of airspace
to be allocated (as appropriate) through activation of different sub-modules
suitable to accommodate military requirements. Through this assessment one
confirms whether solutions to (potentially) organise differently the airspace, in
particular TSA/TRA, do exist.
Time-related
This refers to the possibility of increasing airspace capacity by
accommodating both military and civil demand as close as possible to the
planned time to use the airspace.
Conditional Routes
More conditional routes in a particular TSA/TRA will be investigated through

the cooperative decision making processes as a function of different lateral
TSA/TRA configurations to increase capacity and accommodate both military
and civil requirements. The main principle will be that, except when the
military requires using the whole TSA/TRA, different sub-module scenarios
should accommodate both - the planned military activity and the civil traffic
demand cross the TSA/TRA concerned. In theory, must provide for at least
one CDR along the main traffic flow and within a particular TSA/TRA that can
accommodate civil traffic.
Following the steps described above a comprehensive initial impact assessment will be
performed per each identified Hot-Spot candidate. This assessment is to facilitate the
decision that the Hot-Spot identified qualifies to be proposed to potential partners for
further work on future ASM Solutions in the particular TSA/TRA.
3.2.11
Network Enablers
The main enablers for the efficient implementation of the ARN Versions are:
System Support - Enhancement for the purposes of flight planning and ATFCM;
Procedures - Enhanced procedures when necessary for operations within Free
Route airspace and at its interfaces;
Adaptations to airspace structures;
Adaptations to airspace management procedures.
Additional equipment requirements, if required, should be identified for aircraft operators.
All these are developed in the context of the cooperative decision making processes of
the Network Manager.
3.2.12
Connectivity with Adjacent Areas
Through the RNDSG, the interfaces with adjacent areas are studied so they remain
coherent and compatible. Liaison with adjacent States is constantly made through
relevant ICAO groups where the work undertaken by the RNDSG is presented through
working and information papers. Similarly, States, ANSPs and the ICAO secretariat
present updates to the RNDSG on airspace evolutions in adjacent areas. This good
cooperation ensures a consistent airspace structure based on the continuum principle.
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3.2.13
High Seas
Flight Information Regions (FIRs) in the ICAO European Region extend over the
sovereign territory of each State. Some States also have FIRs covering high sea areas,
within the ICAO European Region, where the responsibility for the provision of Air Traffic
Service has been delegated to them by ICAO.
Note: The status of the airspace over the high seas and the responsibilities towards it by
the relevant States are clearly defined by Chicago Convention and its Annexes.
Any changes of ATS routes or Free Route Airspace over the High Seas need to be
coordinated through ICAO.

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4 Deployment of PBN

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4.1 Implementation of Performance Based Navigation

ICAOs Performance-based Navigation (PBN) Concept has replaced the RNP Concept; it
was introduced through publication of the ICAO PBN Manual (Doc 9613) in 2008. The
PBN Concept is geared to respond to airspace requirements.
To these ends, ICAOs PBN concept identifies a component known as the Navigation
Application which is enabled by two sub components: the NAVAID Infrastructure and
the Navigation Specification:
The Navigation Application identifies the navigation requirements resulting from

the Airspace Concept such as ATS routes and Instrument Flight Procedures;
The NAVAID Infrastructure refers to ground- and space-based navigation aids.
The Navigation Specification is a technical and operational specification that
identifies the required functionality of the area navigation equipment. It also
identifies how the navigation equipment is expected to operate in the NAVAID
Infrastructure to meet the operational needs identified in the Airspace Concept.
The Navigation specification provides material which States can use as a basis
for developing their certification and operational approval documentation.
The updated 2012 edition of the PBN Manual contains eleven navigation specifications:
four of these are RNAV specifications (see below, left) and seven of these are RNP
specifications (see below, right).

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4.2 The PBN Airspace Concept
The PBN Manual introduces the Airspace Concept as a formal way to set out and
respond to airspace requirements. As such, the development of the Airspace Concept is
a key step in PBN implementation. From an ANSPs perspective, PBN is one of several
enablers of the Airspace Concept. From an aircraft and air crew perspective, PBN
clarifies and provides a uniform structure to requirements for airworthiness certification
and operational approval for use of area navigation systems in airspace
implementations.
An Airspace Concept describes the intended operations within an airspace. Airspace
Concepts are developed to satisfy strategic objectives such as safety, capacity, flight
efficiency or to mitigate environmental impact. Airspace Concepts include details of the
practical organisation of the airspace and its operations as well as the CNS/ATM
assumptions on which it is based. Practical organisation of the airspace includes the ATS
route structure, separation minima, route spacing and obstacle clearance. Thus the
Airspace Concept hinges on the airspace design. Once fully developed, an Airspace
Concept provides a detailed description of the target airspace organisation and
operations within that airspace and can, when complete, be anything from five pages in
length (for extremely simple airspace changes) to a document of several hundred pages.

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4.3 PBN Implementation

The ICAO Resolution at the 36th Assembly and the publication of ICAOs PBN Concept in
2008 effectively triggered the launch of PBN. The ICAO Resolution was a significant step
in that it reflects international concordance as to high-level goals and ambitions for global
uptake of PBN. It reads as follows:
where RNAV operations are required, en-route (oceanic and continental) and
terminal ATS routes should be implemented according to PBN by 2016, with
intermediate milestones as follows:
o en-route oceanic and remote airspace (RNAV 10 or RNP 4): 100 per cent
implementation by 2010;
o en-route continental airspace (RNAV 5, 2 and 1): 70 per cent by 2010,
100 per cent by 2014; and
o terminal area (RNAV 1 and 2, and basic RNP1): 30 per cent by 2010, 60
per cent by 2014, 100 per cent by 2016; and
o all instrument runway ends should have an approach procedure with
vertical guidance (APV), either as the primary approach or as a back-up
for precision approaches by 2016 with intermediate milestones as follows:
30 per cent by 2010, 70 per cent by 2014.
The ICAO Resolution was updated at the 37th Assembly and marks a significant step in
that it reflects international concordance as to high-level goals and ambitions for global
uptake of PBN. Text from Resolution 37-11 is replicated in italics below.
The Assembly:
1. Urges all States to implement RNAV and RNP air traffic services (ATS) routes and approach
procedures in accordance with the ICAO PBN concept laid down in the Performance-Based
Navigation (PBN) Manual (Doc 9613);
2. Resolves that:
a)
States complete a PBN implementation plan as a matter of urgency to achieve:

1) implementation of RNAV and RNP operations (where required) for en-route and
terminal areas according to established timelines and intermediate milestones; and
2) implementation of approach procedures with vertical guidance (APV) (Baro-VNAV
and/or augmented GNSS), including LNAV only minima for all instrument runway
ends, either as the primary approach or as a back-up for precision approaches by
2016 with intermediate milestones as follows: 30 per cent by 2010, 70 per cent by
2014; and
3) implementation of straight-in LNAV only procedures, as an exception to 2) above, for
instrument runways at aerodromes where there is no local altimeter setting available
and where there are no aircraft suitably equipped for APV operations with a
maximum certificated take-off mass of 5 700 kg or more;
b) ICAO develop a coordinated action plan to assist States in the implementation of PBN
and to ensure development and/or maintenance of globally harmonized SARPs,
Procedures for Air Navigation Services (PANS) and guidance material including a global
harmonized safety assessment methodology to keep pace with operational demands;
3. Urges that States include in their PBN implementation plan provisions for implementation of
approach procedures with vertical guidance (APV) to all runway end serving aircraft with a
maximum certificated take-off mass of 5 700 kg or more, according to established timelines and
intermediate milestones;
4. Instructs the Council to provide a progress report on PBN implementation to the next ordinary
session of the Assembly, as necessary;
5. Requests the Planning and Implementation Regional Groups (PIRGs) to include in their work
programme the review of status of implementation of PBN by States according to the defined
implementation plans and report annually to ICAO any deficiencies that may occur; and
6. Declares that this resolution supersedes Resolution A36-23.

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4.4 PBN Airspace Implementation Steps

This section provides guidance in the form of Activities for Airspace Concept
development and implementation. These activities are required to be performed,
depending on the phase of development, at network, sub-regional/FAB or local
level or by a combination of those levels.
There are 17 such activities, clustered under the broad headings of Planning, Design,
Validation and Implementation. Given that Airspace Concept development is driven by
strategic objectives, it follows that the first Activity is triggered by operational
requirements. These triggers are usually formalised in a Strategic Objective such as
Safety, Capacity, Flight Efficiency, Environmental mitigation and Access. While some
strategic objectives may be explicitly identified, others will remain implicit. Trade-offs and
prioritisation of strategic objectives may be needed where there are conflicts between
these objectives. Nevertheless, the maintenance of safety remains paramount and
cannot be diluted by compromise.
Airspace Concept development relies on sound planning prior to starting the Airspace
Design, Validation and Implementation. Planning needs to be an in depth (and therefore,
quite a lengthy) process because sound preparation is one of the pre-requisites to
successful Airspace Concept development. The other is iteration: development of the
Airspace Concept is not a linear process but relies on several iterations and refinement.

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Planning Phase
4.4.1 Activity 1 - Agree on Operational Requirements
Airspace changes are triggered by operational requirements. Examples of operational
requirements include: the addition of a new runway in a terminal area (here the
corresponding strategic objective may be to increase capacity at an airport); pressure to
reduce aircraft noise over a residential area (this strategic objective is to reduce
environmental impact over a particular area) or need to allow operations at an airport
during low visibility conditions (i.e. improved access). Operational requirements tend to
be reasonably high level and are often decided at a high managerial level.
Operational
Requirement
Strategic Objective
PBN Project Objectives
Increase capacity
Addition of new runway
Design new RNP SIDs/STARs for

new runway and adapt existing ATS
Route network to PBN
Reduce
impact
Avoid noise
areas at night
sensitive
Design of RNP SIDs/STARs with

CCO and CDO
Increase flight efficiency
Use airspace users onboard capability
Develop ATS Route network based

on Advanced RNP
Increase
Approach
Improve vertical profile

enabling
stabilised
approaches
Introduce RNP APCH
Increase flight efficiency
Improve
interaction
flights
to
unnecessary
off.
Redesign
RNP
SID/STAR
interactions and move SIDs clear of
holding areas.
Increase access
Provide alternative
conventional NPA
environmental
safety
on
vertical
between
avoid
levelling
to
Develop RNP APCH Procedures
4.4.2 Activity 2 - Create the Airspace Design Team

In order to tackle the operational requirements an Airspace Concept will need to be
developed, validated and implemented. Such an Airspace Concept, addressing all of the
requirements, cannot be developed by a single individual working in isolation. Airspace
Concepts, from inception to implementation, are the product of an integrated team of
people working together: the Airspace Design Team (nonexclusive example shown
below). Commonly, this team is led by an ATM specialist with an in depth operational
knowledge of the specific airspace under review. This specialist will need to be supported
by Air Traffic Controllers familiar with the airspace in question, ATM and CNS System
specialists and Technical pilots from lead carriers operating in the airspace. Instrument
flight procedure designers play an integral role in this team.

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4.4.3 Activity 3 - Decide Project Objectives, Scope and Timescales

One of the first tasks of the airspace design team is to decide what the objectives of the
airspace project are. Project objectives are easily derived from the operational
requirements which have triggered the project. For example, if the project is triggered by
need to reduce noise impact over a residential area, the (airspace) project objectives
would be linked to noise reduction (reduce the noise footprint over Village X, by designing
new SIDs/STARs, for example).
Deciding project scope can be much more challenging. Experience has shown that the
definition of a projects scope and remaining within the limits of that scope can be
extremely difficult. As such, scope creep is a project risk in almost every project and it
often causes the failure of projects. Once the scope of the project has been decided, it is
important to avoid extending the project objectives (if at all possible) as this invariably
results in a need to increase the scope which causes cost overruns and delays. For this
reason it is critical to decide what needs to be done to achieve the project objectives and
to agree - and stick to - a specific body of work to reach those objectives. The projects
scope is very much a function of how much time and resources are available to
complete the project.
Two possibilities exist as regards available time: either the team decides its
implementation date based on all the work that needs to be completed or the
implementation date is fixed beforehand and the teams challenge is to fit the work into
the available time available. Resources, Time and Scope are the three sides of the
project planning triangle.
Whilst in their daily lives controllers are accustomed to having a very short interval
between planning and execution, the timing element on airspace projects can be the
trickiest to manage. Take, for example, a case where an aircraft concept has
unexpectedly identified the need for a new DME to provide coverage throughout a
terminal airspace.
The installation and commissioning for use of an additional DME could take up to two
years to achieve given if one considers the need to find an available frequency and that it
may be necessary to find a location (and perhaps build an access road and provide a
power supply); procurement processes for the equipment can be lengthy, as can the
delivery time, civil works needed to build the site, installation, calibration both ground and
flight check until final commissioning for use by the CAA.
4.4.4 Activity 4 - Analyse the Reference Scenario - Collect Data

Before starting the design of the new Airspace Concept, it is important to understand and
analyse existing operations in the airspace. These existing operations may be called the
Reference Scenario. The Reference Scenario includes all existing ATS Routes,
SIDs/STARs, airspace volumes (e.g. TMA), ATC sectorisation, the air traffic data and as
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well as all the inter-centre and inter-unit coordination agreements. Description and
analysis of the Reference Scenario is a crucial exercise - a step not to be missed. This is
because analysis of the Reference Scenario in terms of the projects performance
indicators, (1) makes it possible to gauge how the airspace is performing today; (2)
allows the airspace design team to know with certainty what works well in an airspace,
and hence should be kept, and what does not work well and could be improved; (3) by
fixing the performance of the Reference Scenario, a benchmark is created against which
the new Airspace Concept can be compared. Use of this benchmark makes it possible to
measure the performance of the proposed Airspace Concept. It also becomes possible to
establish whether the Safety and Performance criteria of the new Airspace Concept have
been achieved.
In some (rare) instances, the targeted Airspace Concept may be so different from the
Reference Scenario that a comparison is not possible. This would be the case, for
example, where a new airport is to be built with a new terminal airspace surrounding it. If,
in such a case this new airport were intended to replace or complement existing
operations at another terminal area, it could prove useful to compare the performance of
the existing versus the new terminal area.
4.4.5 Activity 5 - Safety Policy, safety Plan and Selection of Safety and
Performance Criteria
A regulator's Safety Policy drives a service provider's Safety Plan and enables Safety
Criteria to be identified. For the Airspace Design team, the crucial question speaks to the
criteria to be used to determine the adequate safety of the PBN-based Airspace Concept.
As such, the Airspace Design team must decide upon the safety criteria to be used, as
determined by the Safety Policy. This Safety Policy will normally be set externally to the
project but if it does have to be established by the project team it is vital that it is agreed at
highest level early in the developments. Safety criteria may be qualitative or quantitative
(often a mix of both is used). The Safety Policy has to be known at the outset of the
project. Safety Policy concerns itself with questions like:
Which Safety Management System?
Which Safety Assessment Methodology?
What evidence is needed that the design is safe?
Support and guidance from the regulatory authorities at this stage is extremely beneficial
and therefore they are recommended to be involved in the Implementation team. The indepth analysis of the Reference Scenario in Activity 4 provides direct input to the new
Airspace Concept of the project being undertaken. In deciding the projects objectives and
scope, it is necessary to know how a projects success can be measured in terms of
performance.
For example, the project may be considered to be a success when its strategic objectives
are satisfied. So - if the strategic objectives are to double the throughput on runway X, if
this is demonstrated in a real-time simulation of the (new) Airspace Concept, this is a
strong indication that the project will satisfy this performance criterion.
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4.4.6 Activity 6 - Agree on Enablers, Constraints and ATM/CNS

Assumptions
For the Airspace Concept to be realised, the technical operating environment needs to be
agreed. This requires knowledge, as regards the ground infrastructure and airborne
capability, as to which CNS/ATM enablers are already available, the limitations or
constraints which exist and what the future environment will be when the when the
Airspace Concept is implemented: the assumptions. Whilst enablers and constraints are
usually not difficult to establish, agreeing assumptions can be challenging. Their 'realism'
is important because the airspace concept which is designed and the PBN
specification(s) used as a basis for that design relies on these assumptions being correct.
ATM/CNS assumptions cover a wide field and need to take account of the expected
environment applicable for the time when the new airspace operation is intended to be
implemented (e.g. in 20XX).
General assumptions include, for example: the predominant runway in use within a
particular TMA; the percentage of the operations which take place during LVP; the
location of the main traffic flows; (in 20XX, are these likely to be the same as today? If not
how will they change?); the ATS Surveillance and Communication to be used in 20XX.
(Should any specific ATC System aspects be considered e.g. a maximum of four sectors
are possible for the en-route airspace because of software limitations in the ATM system.
PBN
PBN Assumptions & Enablers 1/2: Fleet Mix and airborne Navigation
Capability
Traffic assumptions are of crucial importance to the new Airspace. First, the traffic
mix must be known: what proportion Is there of jets, twin turboprops, VFR singleengine trainers etc., and what are their ranges of speeds, climb and descent
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performance. Understanding the fleet mix and aircraft performance is important to

any airspace concept development, but in a PBN Implementation context, traffic
assumptions related to fleet navigation capability are the most significant.
This is because the predominant navigation capability in the fleet provides the
main indicator as to which ICAO navigation specifications can be used as the
basis for designing the airspace concept to make the PBN Implementation cost
effective.
A Cost Benefit Analysis (CBA) is an effective way of determining whether the
design of PBN ATS routes (incl. SIDs/STARs and instrument approach
procedures) will be cost effective. (The NAVAID Infrastructure costs are also
integral to a CBA and are discussed below). Particularly when an airspace
mandate is envisaged, the higher the number of aircraft already qualified for the
intended navigation specification, the lower the retrofit costs and benefits can be
realised more quickly. But high fleet equipage with a particular functionality is only
helpful if ALL the functionalities associated with the targeted navigation
specification are also widely available in the fleet. This means that for PBN
implementation to be cost effective, the majority of the fleet should have all the
capability required in the navigation specification intended for implementation.
Partial qualification for a navigation specification is not possible. An equipage
questionnaire culminating in a graph such as the one below (a 2010 European
Avionics Survey) is a useful tool for analysing fleet capability.
In undertaking such an analysis it is equally important to determine what area

navigation system upgrades are expected in the period up to implementation;
these may affect the implementation date and significantly impact the CBA. The
certification of a specific RNAV capability and maintaining pilot currency in the
operation of that capability is costly for the operator. As a result, especially with
regional operations, operators will only seek approval sufficient to meet the
existing navigation requirements for the airspace. The (new) Airspace Concept
may require functionality present in the software but not specified in the existing
certification. While it will cost operators to gain approval and undertake the pilot
training for this new functionality, the cost is likely to be significantly less than if
the aircraft required retrofitting with new equipment or software as well as having
an adverse effect on implementation timescales

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Focusing the fleet analysis for selection of a potential Navigation

Specification
The PBN Manual makes it clear that the ICAO navigation specifications cover
certain flight phases. For Terminal operations, for example, there are essentially
three available navigation specifications i.e. RNAV 1, RNP 1 and Advanced RNP.
The PBN Manual also explains that certain RNP specifications can be
'augmented' by additional functionalities such as Radius to Fix (RF). So if the
airspace concept is for a complex, high-density airspace where routes are to be
placed in close proximity, an RNP specification with some extra functionalities are
more likely to provide that extra design capability. So in such a case, the fleet
analysis could, from the outset, be probing for fleet equipage related to
functionalities associated with either/both the Advanced RNP or RNP 1
functionalities thereby focusing the fleet analysis. The Table below shows the
ICAO navigation specifications (with equivalent European specifications) and
permitted additional functionalities
PBN Assumptions & Enablers 2/2: NAVAID Infrastructure availability
The NAVAID Infrastructure is comprised of all navigation aids permitted by PBN,

be they ground or space based. NAVAIDs transmit positioning information which
is received by the appropriate on-board sensor providing input to the RNAV or
flight management system/navigation computer. The air crew in combination with
the Flight Management System (FMS)/RNAV or RNP system enables path
steering to be maintained along a route within a required level of accuracy.
Ground-Based (or terrestrial NAVAIDs) permitted for use with navigation
specifications include DME, and to a more limited extent VOR. NDB is not a PBN
positioning source.
Space spaced NAVAIDs are synonymous with GNSS (including augmentation
systems). Existing operational GNSS constellations include GPS (USA),
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GLONASS (Russia) with the following under development: Galileo (EU),

Compass / Beidou (China) and QZSS (Japan). Augmentation systems include
wide-area and local area augmentations (termed Space Based Augmentation
System or Ground Based Augmentation System, SBAS and GBAS, respectively).
Wide-area augmentations are included in PBN; operational GNSS augmentations
in use today include EGNOS (Europe) and WAAS (US). Gagan (India), MSAS
(Japan) and SDCM (Russia) are under development.
One of the original aims of PBN is to permit aircraft to use any available sensor
(e.g., navigation aid and/or aircraft integration with IRU, inertial reference unit). In
practice however, this freedom of choice is increasingly limited by the
performance requirements for a particular navigation specification, e.g., only a
specified set of sensor combinations has been determined suitable to achieve the
performance requirements of a specific navigation specification. On the NAVAID
infrastructure side, this means that for each aircraft sensor choice offered,
suitable navigation facilities need to be available in the desired coverage volume.
Each navigation specification stipulates which positioning sensor may be used for
a particular navigation application, as can be seen from the table on the next
page. The table shows that the only navigation specification with full sensor
flexibility is RNAV5. The flexibility gets reduced the more demanding the
navigation specification becomes. The table also shows that only GNSS is able to
meet the requirements of any navigation specification. Because GNSS is
available globally, it is essential to make GNSS available for aviation use. The
steps required to do this are described in detail in the ICAO GNSS Manual (ICAO
Doc 9849). However, as is shown in the figure above listing avionics capabilities,
not all airspace users are currently equipped with GNSS.
Consequently, matching up the local fleet avionics capability with a particular
navigation specification requires that infrastructure is available to support all
potential airspace users. Specifically, Air Navigation Service Providers should
provide VOR/DME infrastructure for RNAV5, and DME/DME infrastructure for
RNAV5, RNAV1 and potentially also RNP specifications. However, if it would be
cost prohibitive or impractical (terrain limitations etc.) to provide a specific type of
infrastructure coverage, then this limitation of sensor choice will need to be
declared in the AIP, with the consequence that airspace users which do not have
the required sensor combination could not use those routes or procedures.
Aligning airspace requirements with aircraft PBN equipage and available NAVAID
infrastructure is the interactive process implied by the PBN triangle. Normally it is
the navigation aid engineering department which performs the assessment of
available infrastructure, in cooperation with procedure designers and flight
inspection services. If facility changes are required to enable a certain application,
such as the installation of a new DME or the relocation of an existing facility,
sufficient lead time is required. Consequently, this interaction should take place as
early as possible to determine the initial feasibility of the infrastructure to meet
airspace requirements. The input that is needed for this activity from airspace
planners is which type of coverage is needed in which geographic area (horizontal
and vertical dimensions). In setting those requirements, it should be remembered
that providing terrestrial NAVAIDs coverage is increasingly difficult at lower
altitudes.

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NAVAID
DME/
DME
DME/
DME/
IRU
VOR/
DME
GNSS
IRU
RNAV 10
RNAV 5
RNAV 2 & 1
RNP 4
RNP 2
RNP 1
Advanced RNP
RNP
APCH/
APV Baro
/NAV SPEC
RNP
APCH/LPV
+
SBAS
RNP AR APCH
RNP 0.3
The above table has been formulated from the ICAO

Navigation Specifications in the PBN Manual (though
naturally a local implementation would specify acceptable
sensors). Tick (Pink Background), sensor mandatory;
Tick (Green Background), Sensor use subject to ANSP
requirement & aircraft capability); Tick (clear background),
Sensor optional.
Traffic Assumptions (1) - The Traffic Sample
The traffic sample for the new Airspace Concept is of critical importance as is the
knowledge of the fleet itself. This is because the placement of routes (be they
ATS routes, SIDs/STARs or Instrument Approach Procedures) is decided with a
view to ensuring maximum flight efficiency, maximum capacity and minimum
environmental impact. In a terminal area, for example, SIDs and STARs/
Approaches provide the link between the major en-route ATS routes with the
active runway (hence the importance of knowing the primary and secondary
runway in use).
A traffic sample for a new Airspace Concept is usually a future traffic sample i.e.
one where certain assumptions are made about the fleet mix, the timing of flights,
and the evolution of demand with respect to both volume and traffic pattern.
Various models are used to determine air traffic forecasts, e.g. the econometric
model, and it is not surprising to note that the success of an airspace design can
stand or fall on its traffic assumptions. Despite ATCs intimate knowledge of
existing air traffic movements, the future traffic sample for 20XX must be
thoroughly analysed (in very futuristic cases, it may even be necessary to create a
traffic sample). Invariably, certain characteristics will be identified in the traffic
sample e.g. seasonal, weekly or daily variations in demand changes to peak
hours and relationship between arrival and departure flows (see diagram below).
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Once the main assumptions are known, it is time to design the airspace. For both
en-route and terminal airspace, the design of airspace is an iterative process
which places significant reliance on qualitative assessment and operational
judgement of controllers and procedure designers involved from the outset in the
design.

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Airspace Design Phase

For both en-route and terminal airspace, the design of airspace is an iterative process
which places significant reliance on qualitative assessment and operational
judgement of controllers and airspace/procedure designers.
Once Activity 6 is complete, it is time to design the airspace which, in ECAC has
extensive surveillance and communication coverage. The availability of independent
surveillance (i.e. Radar as opposed to ADS-B only) across most of the European
continent means that the airspace design benefits more from PBN than would be the
case in an airspace without radar surveillance. PBN allows, particularly in the terminal
areas repeatedly used radar vectoring paths to be replicated with RNAV or RNP
SIDs/STARs thereby reducing the need for controller intervention.
The reliance on navigation performance through a navigation specification as the
basis of ATS route placement is important. Whilst airspace planners know that
connectivity between en-route and terminal routes must be assured, if a different
navigation specification is required in en-route airspace to the one used for
SIDs/STARs, the route spacing possibilities in en-route and terminal can be different
requiring a transition area where the route spacing is adjusted. Consequently, PBNbased ATS routes whether in the en-route or terminal need to be fully integrated and
an understanding of plans/strategies in the connecting airspace is required.
For terminal airspace changes the procedure designer shall participate in the
conceptual design led by the operational controllers. Whilst the operational
controllers seek the best route placement from an efficient ATM perspective,
procedure designers provide input as regards obstacles and aircraft performance.
Airspace design usually follows this order for PBN implementation:
(i) First the SIDs/STARs and ATS Routes are designed conceptually; (Activity 7)
(ii) Second, an initial procedure design is made of the proposed traffic flows
(Activity 8) [this paves the way for finalising the Procedure design in Activity
12].
(iii) Third, an overall airspace volume is defined to protect the IFR flight paths (e.g.
a CTA or TMA) and then this airspace volume is sectorised (Activity 9);
As suggested by the diagram below, Activities 7 to 9 do not follow a linear
progression. Iteration is the key to the success of these three activities; the moving
forwards and backwards between the activities until finally the airspace design is
sufficiently mature to make it possible to move on to Activity 10 onward.

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4.4.7 Activity 7 - Airspace Design - Routes and Holds

The conceptual design of traffic flows (which ultimately become the future the
SIDs/STARs and ATS Routes) is the starting point of this exercise. This is an analytical &
iterative process (which can be done with paper and pencil). Route placement is usually
determined by the traffic demand, runways in use and strategic objectives - and, to a
greater or lesser extent, the airspace reservations and their flexibility. Route spacing is
determined by the operational requirements and the navigation approvals of the aircraft
fleet determined in Activity 6. For example: if a 10 - 15 NM route spacing is intended in an
en-route airspace where Radar surveillance is provided (as in European airspace) there
is a requirements for the fleet to be approved to RNAV 5 as determined during Activity 6.
As such, the intended route spacing and CNS infrastructure indicate that PBN (in this
case an RNAV 5 specification) is needed. If RNAV 5 equipage is needed but the fleet
does not have this capability, then it becomes necessary to decide whether to mandate
RNAV carriage or whether to widen the route spacing associated with a less demanding
navigation specification.
Note 1: Airspace Concepts and their generic route spacing (determined by ICAOs
Separation and Airspace Safety Panel (SASP)) are published in an Appendix to Volume
II of the PBN Manual as well as Chapter 5 of the PANS-ATM, Doc 4444.
Note 2: the role of the procedure designer in the terminal airspace route description and
placement is of crucial importance. This specialist advises the team whether the intended
routes match the navigation assumptions and can be designed in accordance with
obstacle clearance criteria (Activity 6).
One of the greatest advantages of PBN is that ATS Routes, SID/STARs and instrument
approach procedures do not have to pass directly over ground-based NAVAIDs. PBN
makes it possible to place routes in the most optimum locations provided the necessary
coverage is provided by the ground or space-based NAVAIDs. It means that routes can
be placed where they give flight efficiency benefits by, for example, avoiding conflicts
between flows of traffic. Similarly, routes can be designed to provide shorter route length
or vertical windows supporting continuous descent or climb operations enabling more fuel
efficient profiles with reduced environmental impact (noise CO2 etc.). It also means that
parallel routes can be designed to avoid having bi-directional traffic on the same route
and to provide various route options between same origin and destination airports. Most
significantly, perhaps, this placement benefit provided by PBN makes it possible to
ensure efficient connectivity between en-route and terminal routes so as to provide a
seamless (vertical) continuum of routes.

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Key to obtaining these advantages (particularly in a terminal airspace) is the need for
arrival and departure routes (STARs/IFPs and SIDs) to be designed as a function of the
interaction between them as well as servicing the traffics desired track and ensuring
obstacle clearance. Route placement for PBN does not negate best practices in route
design developed over decades.
Note: In the text which follows, ATS routes refer to those routes usually designated as
per Annex 11 Appendix 1 (e.g. UL611), whilst the undefined expression terminal routes
generally refers to instrument approach procedures (IAPs) and arrival/departure routes
(SIDs/STARs) designated in accordance with Annex 11 Appendix 3 (e.g. KODAP 2A).
Free Route Airspace
Increasing use is being made of Free Route Airspace in some part of the European upper
airspace. From a PBN perspective, the main difference between Free Routes Airspace
and fixed ATS route network is that fixed ATS routes are published in the AIP as they are
pre-determined in advance. Publication of an ATS route means that an 'airway record'
can be created for loading in the RNAV or RNP system database by the (aeronautical)
data houses. Airway records have particular attributes associated with them, such a
specific navigation accuracy required along a flight segment e.g. RNP 1, or a particular
way of executing a turn at a waypoint along the route (e.g. using Fixed Radius
Transition). Without the airway record such attributes cannot necessarily be associated
with a flight segment so 'reliance' on a 'prescribed' navigation specification in free route
airspace is not necessary.
Continental ATS Route planning
ATS routes should form a network that is planned at continental, regional or area level as
appropriate. This invariably results in a more efficient route network and avoids the
potential conflicts between traffic flows i.e. a regional or continental approach to ATS
route planning ensures that route in one direction from one area to a waypoint do not
meet a route coming in the opposite direction from another area to that same waypoint.
As a general rule, uni-directional routes are better than bi-directional routes, from an ATM
perspective. A parallel system of routes across a continent can provide great benefits in
that it is possible to segregate traffic or balance traffic loads on different routes. When
creating a parallel route system, care must be taken where the ATC sector lines are
drawn when it comes to balancing the ATC workload. In most route spacing studies, the
assumption is made that the parallel routes will be contained in the sector of a single
controller i.e. the ATC sector line is not drawn between the two routes. This means that if
it became necessary to draw a sector line between the parallel routes in order to control
ATC workload, the implementation safety assessment would have to address this reality
and it may prove necessary to increase the spacing between the two routes.
Terminal routes leaving/joining Free Route Airspace or ATS Route Network
Continental traffic flows which service multiple origin and destination airports are best
segregated where possible from the terminal routes to/from airports. This is to avoid
mixing overflying traffic with climbing and descending traffic, fixed en-route ATS routes
and/or free route trajectories.

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Climb and Descent profiles of Terminal Routes
Whilst operators, environmental managers and procedure designers consider the

placement of each SID/STAR and IAP in terms of flight efficiency, environmental
mitigation and safety (obstacle clearance/flyability), ATC has to manage all traffic along
the routes as a package. As such, the airspace design from an ATC perspective, needs
to address the interaction between arrival and departure flows of STARs/IAPs and SIDs.
Different objectives such as flight efficiency, environmental mitigation, safety and air
traffic management are not mutually exclusive. It is possible to design terminal routes and
achieve most of the (apparently conflicting) objectives. However, care must be taken in
choosing the crossing points between departure and arrival routes. The crossing point of
SIDs and STARs should not constrain arriving or departing aircraft (hence, knowledge of
aircraft performance is essential).
The sample graph below shows that for particular (blue) climb gradients - 3%; 5% and
10% - and particular (red) arrival profiles - with specific speed assumptions unconstrained arrival and departure profiles would seek to occupy the same level at
various distances from the runway.
For example: if a departure on a 7% climb gradient (marked on graph) had travelled 24
track miles from the departure end of the runway (read on lower X axis) when it crossed
the arrival on a 3 slope which was at 36 track miles from the runway (read on upper X
axis), both aircraft would be in the region of 11,000 feet AMSL. So choosing this crossing
point would not be efficient because it would restrict the departures continuous climb and
the arrivals continuous descent.
The procedure designer along with operational pilots provides most of the aircraft
performance data to the airspace design team. With PBN, some navigation specifications
provide extra confidence in the vertical as well as the lateral planes and the use of these
additional requirements can be of benefit in the airspace design.
Pressure cooker (with holds) vs. extended routeings (without holds)
There tend to be two predominant models used in the design of busy terminal airspaces
with ATS surveillance. The first can be compared to a pressure cooker where a number
of holding patterns are spread geographically at a similar distance from the landing
runway (nominally, at four entry points to the terminal area). These holding patterns
keep the pressure on the terminal airspace by feeding a continuous stream of arriving
traffic from the holding stacks to the arrival/approach system with departures threaded
through the arriving traffic.
The second model is more elastic in that, in order to avoid holding aircraft, (sometimes
extensively) longer terminal arrival routes are designed to the landing runway.
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Sometimes a third model is used which is a hybrid of these two.

The advantages and disadvantages of each system can be extensively debated. Some
contend that in the end the track miles flown by arriving aircraft are more or less the
same irrespective of the model used, which may be true in given circumstances.
However, when aiming to facilitate continuous descent, linear extensions on extended
routing may provide the pilot with greater ability to plan the descent profile and hence
provide benefits over holding, especially at lower altitudes.
Open vs. Closed procedures
PBN makes it possible to design closed or open procedures. Although Open or Closed
procedures are not ICAO expressions, they are increasingly in common use. The choice
of open or closed procedure needs to take account of the actual operating environment
and must take into account ATC procedures.
Open procedures provide track guidance (usually) to a downwind track position from
which the aircraft is tactically guided by ATC to intercept the final approach track. An
open procedure will require tactical routeing instructions to align the aircraft with the final
approach track. This results in the area navigation system to being able to descend only
to the final point on the procedure and, where path stretching is applied by ATC, will
impact the ability of the area navigation system to ensure a continuous descent profile.
Closed procedures provide track guidance right up to the final approach track whereupon
the aircraft usually intercepts the ILS. The Closed procedure provides the pilot with a
defined distance to touch down thus supporting the area navigations systems execution
of the vertical profile. Where multiple arrival routes are operated onto a single runway,
the closed procedure can result in a safety hazard should ATC not be able to intervene to
prevent the automatic turn onto final approach towards other traffic. Significantly,
however, closed procedures can be designed and published in a manner that anticipates
alternative routeing to be given by ATC on a tactical basis. These tactical changes may
be facilitated by the provision of additional waypoints allowing ATC to provide path
stretching or reduction by the use of instructions direct to a way-point. However, these
tactical changes, needed to maximise runway capacity, do impact on the vertical profile
planned by the area navigation system.
Specific Techniques
Continuous Descent and Climb Operations are techniques currently used in some parts
of the world to respectively mitigate environmental impact and increase flight efficiency.
Both of these are directly enabled by PBN and the ability to place routes in the most
optimum place.
4.4.8 Activity 8 - Initial Procedure Design

During the design of the arrival and departure traffic flows, the procedure designer begins
the initial procedure design based on PANS-OPS (ICAO Doc 8168) criteria. This
preliminary design considers various perspectives:
It is necessary to determine whether the placement of the proposed routes is

feasible in terms of turns and obstacle clearance, for example. For this analysis,
local Instrument Flight Procedure design expertise is crucial because only he or

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she has the local knowledge of terrain and obstacles as well as the training to
determine whether the intended procedures can be coded using ARINC 424 path
terminators (applicable to RNAV SIDs and STARs). If these routes are not
feasible from a procedure design perspective, they need to be modified (this is an
example of an iteration between Activity 8 and Activity 7);
Another analysis which must take place is to see whether the fleet capability
identified in Activity 6 actually meets the requirements of the intended design of
Routes and Holds completed in Activity 7. Here again, great reliance is placed on
the procedure designer and technical pilots included in the team, because if there
is no match, the routes and holds will have to be modified with aircraft capability in
mind;
Consideration must also be given to the NAVAID Infrastructure: if the navigation

specification identified in Activity 6 requires GNSS and/or DME/DME and the
identified fleet capability identified suggests that most aircraft have DME/DME
without GNSS, the intended design may generate a requirement for an additional
DME.. In such a case, the need for an additional DME could cause a delay to the
project implementation date (because procurement of the necessary land and
installation/calibration of a DME can take time). Alternatively, the conceptual
routes and holds may have to be re-designed so as to exclude the need for an
additional DME; this could mean a significant change to the airspace concept.
Consultation with Airspace Users
At this point of the design process, before designing the structures and sectors, is an
opportune - and very necessary - moment to undertake a formal consultation with a wider
audience of airspace users. Such consultations can either take place bilaterally between
the team and different users, but it is often more beneficial to organise an event where
several users are present and the route design is discussed with them as well as the
work done on the CBA (activity 6), the fleet analysis and the actual placement of the
route from activity 7 and 8.
Such consultations are integral to the partnership approach advocated by PBN. Every
stakeholder needs to be included and to be on-board in order to ensure buy-in and the
success of the implementation
4.4.9 Activity 9 - Airspace Design - Structures and Sectors

For completeness, mention is made of the non-PBN aspects of airspace design which
occur after the routes have been designed and the navigation analysis of the design is
complete: first, the design of the airspace volumes followed by the sectorisation of the
airspace volume. Significantly, both of these design activities occur after the ATS and
Terminal routes have been completed.
It is generally undesirable to design the routes so as to fit them in a predetermined
airspace volume or sector shape. Traffic demand and the operational requirements
determine route placement, then the airspace volumes are built to protect the IFR flight
paths and finally the airspace volume is sectorised in order to manage ATC workload.
The airspace volume is created to protect IFR flight paths - both vertically and
horizontally. As such it can be of any shape or size. In developing the airspace volume it
may be necessary to go back and modify the routes to ensure that they fit within the
airspace volume.
Once the airspace volume is completed, then the airspace is sectorised for purposes of
air traffic management. Sectorisation is done as a function of the traffic sample and traffic
assignment (see Activity 6) and may be functional or geographical (or a mixture of both).
Whilst en-route airspace tends to be geographical, terminal airspaces tend to use either
one or the other or a mix.
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Geographical Sectorisation is 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
Functional Sectorisation is characterised by dividing the workload in the
airspace volume as a function of the aircrafts phase of flight. The most common
type of Functional Sectorisation is where one controller is responsible for arriving
flights in the Airspace whilst another is responsible for departing flights in the
same Airspace volume.
Once the sectors are designed, it may be necessary to go back and revisit the route
placement as determined by the controller workload generated by a given ATC sector
design. The design of ATS routes, terminal routes, airspace volumes and ATC
sectorisation is an iterative process. From a purely airspace design point-of-view, neither
the airspace volume nor sectors need to follow national borders. It is possible, and even
desirable for reasons of flight efficiency and capacity, to design cross-border airspace
volumes or sectors. In such cases, the delegation of ATS will need to be considered.
4.4.10
Activity 10 - Confirming the selected Navigation Specification
Once the airspace design activity is complete, it is important to step back and verify that
the design can indeed be supported by the navigation specification identified in Activity 6.
This activity is a relatively simple step if Activities 6 - 9 have been done in an integrated
manner and if Activity 6 has definitively identified one particular specification as the basis
for the design. In such cases, this step can be used to refine the choice between two
navigation specifications and to decide on one of the two. Alternatively, it may be viable
to have provided for two sets of design each based on different navigation specifications.
Both could then be subjected to an in-depth feasibility assessment to establish the final
choice.
The confirmation of chosen Navigation Specification can be quite complex - even once
the airspace concept has been completed and the validation phase looms. A specific
example of this can be seen in the ECAC area of Europe where the initial intent of
implementing RNAV 1 foreseen for the 1990s had to be scaled 'back' to an RNAV 5
implementation when it became clear nearly three years before the 1998 implementation
date that the expected natural replacement of the older equipment meeting RNAV 5 with
systems compatible with RNAV 1 was much slower than expected. This example serves
to emphasise, again, the importance of fixing realistic assumptions in Activity 6.

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Validation Phase
4.4.11
Activity 11 - Airspace Concept Validation
By the time the airspace design is complete, the Airspace Concept has become a
comprehensive body of work that needs to be validated and checked. Validation takes
place in various phases: the airspace design is usually validated first; once this has been
done the Instrument Flight Procedures are designed and validated. In fact, during the
design phase, many of the iterations can be considered as part of the validation process.
This section of the brochure first discusses the airspace design and ATM validation and
then the validation of instrument flight procedures.
The main objectives of airspace design and ATM validation are:
To prove that the airspace design has successfully enabled efficient ATM
operations in the airspace;
To assess if the project objectives can be achieved by implementation of the
airspace design and the Airspace Concept in general;
To identify potential weak points in the concept and develop mitigation measures;
To provide evidence and proof that the design is safe i.e. to support the Safety
Assessment.
Two kinds of assessment/validation can be distinguished: Quantitative and Qualitative.

Both are needed and they are undertaken at the same time as they each need
information produced by the other method. As a result it is essential that the results are
viewed as a single entity even if they are significantly different approaches.
In general terms, Quantitative Assessment refers to validation methods that are
numerical and rely on the quantification of data. Validation by Quantitative Assessment
often relies on tools which are primarily - but not exclusively - computer based simulators.
Qualitative Assessment is different in that it is not reliant on data but more on
reasoning, argument and justification. These three pointers indicate why Quantitative and
Qualitative cannot be separated. Data from a quantitative assessment cannot be
accepted as such: it needs to be analysed, reasoned through and checked for validity:
these are the very tools of Qualitative Assessment.

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There are several ways in which to undertake airspace design and ATM validation. These
are:
Airspace Modelling;
FTS/RTS;
Live ATC Trials;
Flight Simulator;
Data Analytical Tools;
Statistical Analysis;
Collision risk modelling.
Each of these differ in terms of Cost, Realism (and complexity), Time and the number of
Traffic Samples and Test Cases used. Generally, the more complex the simulation
method used, the greater the cost, preparation/run time required and the closer to reality
the results become. In contrast, and normally for reasons related to cost/time - the
number of traffic samples/test cases tend to decrease as the complexity of the simulation
method used increases.
PROJECT CHECKPOINT
Deciding Factors
During the validation process, it becomes evident whether the proposed PBN
implementation is possible, and this is the most likely place to make the decision as to
whether to go ahead with implementation. This decision is based on certain deciding
factors i.e. not the least of which are whether Safety and Performance Criteria have been
satisfied. Other factors can prevent a go decision, e.g.a) A change to the ATM system (see below), needed to support the implementation,
may prove impossible to realise despite careful identification of this enabler and a goahead being given by ATM systems engineers; Or, for example
b) Dramatic political events which have nothing to do with the Airspace design and
which could never have been foreseen when the Traffic Assumptions were chosen, could
nullify the entire airspace concept. This could occur, for example, if the entire design
concept rested on the (traffic) assumption that 80% of the traffic would enter an Airspace
from the west and unforeseen political events change the geographic distribution of traffic
completely;
c) Unforeseen change by the lead operator concerning aircraft equipment upgrades
causes the collapse of the Business Case or, for example, Navigation assumptions.
An aware and fully integrated PBN Implementation team should not be caught out by last
minute surprises described in bullets a) and c), above. One thing is certain, however, the
possibility of unexpected events is one of the reasons why it is necessary to fix a go/nogo date for implementation.

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Regional and State Considerations

A PBN implementation for oceanic, remote continental and continental en-route
operations, generally requires regional or multi-regional agreement in order that
connectivity and continuity with operations in adjoining airspace can ensure maximum
benefits. For terminal and approach operations, the PBN implementation is more likely
to occur on a single-State basis although TMAs adjacent to national borders are likely
to require multinational coordination.
Note: For instance, in the European Union the obligation to implement PBN in defined
volumes of airspace could be established in the framework of the Single European Sky,
Where compliance with an ICAO navigation specification is prescribed for operation in
airspace or on ATS routes, these requirements shall be indicated in the States
aeronautical information publication.
Implementation Options: Is there a need to mandate a navigation
specification?
One of the toughest decisions to be made by the PBN Implementation team is
whether or not to propose a mandatory the requirement for a particular navigation
specification for operation within airspace.
There are usually three options
implementation options to consider which can be considered:
No mandate but phased implementation leading to mixed mode navigation capability
Generally, phased implementation of a navigation specification is more popular with
airspace users (no costs are involved to retrofit). That said, without a mandate, there
may be little incentive for aircraft to obtain operational approval and the fleets
navigation performance remains mixed. Consequently NAVAID infrastructure
evolution may also be slowed as all the permitted navigation specifications (or even
conventional navigation) must be supported.

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Mandate navigation enabler

This option is usually popular with ANSPs because the homogenous nature of the
traffic reduces the need for ATM system changes compared to the mixed
environment. ATC prefer this option because all aircraft are treated the same way.
The airspace design and operations within the airspace are simpler for reasons of
uniformity. From the users perspective, this decision is often not popular, however,
because it usually involves retrofits which can be costly. For this reason, a favourable
business case is essential to supporting a mandate. It is not possible to persuade
airspace users without a positive benefits case.
Two mandate scenarios can be envisaged: an equipment mandate (where all aircraft
above a certain mass are required to be approved against a particular navigation
specification) or an airspace mandate (requiring all aircraft operating within an
airspace volume to be approved against a particular navigation specification). Whilst
equipment mandates seem more palatable, their net effect is that a mixed navigation
environment can in fact exist if, for example, high-end business jets were to be below
the cut off mass. Mandate considerations include:
a) Business case; and
b) The lead-time to be given to airspace users and, depending on the nature of
the mandate, various service providers such as ANSPs; and
c) The extent of the mandate (local, regional or multi-regional) ; and
d) Safety cases; and
e) Implementation Plans. This option involves an investment for the airspace
user (including a 7 year lead time) with less costs being incurred by the
ANSPs. This option will ensure that capacity is maintained or increased.
However, this option may result in slowing the pace of change (to more
advanced navigation capability) if the lowest common denominator is selected
as a mandate for the airborne navigation enabler.
Mixed Mandate.
A mixed-mandate can be used within an airspace volume where, for example, it is
mandatory to be approved to an RNAV 1 specification for operation along one set of
routes, and RNAV 5 along another set of routes within the same airspace. The
issues raised under the mixed environment also pertain to such a variant.
In remote continental/oceanic airspace it is not uncommon to have a mixture with
approval against a navigation specification being mandatory along certain routes
whilst no such requirements exist on other routes. In such cases, sophisticated ATM
systems can determine the required spacing between random tracks or separation
minima can be established between aircraft using specific approved conflict probes.
This is a truly user-orientated service but difficult to achieve in high density/complex
airspace.
4.4.12
Activity 12 - Finalisation of Procedure Design
Only once the airspace design and ATM validation is complete does the Instrument flight
procedures specialist set about finalising the design of the IFPs and SIDs/STARs using
the criteria in ICAO Doc 8168 - Aircraft Operations. Being an integral member of the
airspace design team from the outset, the IFP designer is familiar with the procedures to
be designed and the Airspace Concept into which they will fit. This activity occurs
iteratively with Activity 13. For PBN, procedure designers need to ensure that the
procedures can be coded in ARINC 424 format. Currently, this is one of the major
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challenges facing procedure designers. Many are not familiar with either the path
terminators used to code RNAV systems or the functional capabilities of different RNAV
systems. Many of the difficulties can be overcome, however, if close cooperation exists
between procedure designers and the data houses that compile the coded data for the
navigation database. Once these procedures have been validated and flight inspected,
they are published in the national AIP along with any changes to routes, holding areas, or
airspace volumes.
4.4.13
Activity 13a - Instrument Flight Procedure Validation
This activity occurs iteratively with Activity 12.

The purpose of this validation is to obtain a qualitative assessment of procedure design
including obstacle, terrain and navigation data, and provides an assessment of flyability
of the procedure. The validation is one of the final quality assurance steps in the
procedure design process for instrument flight procedures (IFP) and is essential before
the procedure is published.
The full validation process includes Ground validation and Flight validation.
Ground Validation must always be undertaken. It encompasses a systematic review of
the steps and calculations involved in the procedure design as well as the impact on flight
operations by the procedure. It must be performed by a person(s) trained in Flight
Procedure Design and with appropriate knowledge of Flight Validation issues.
Ground Validation consists of an independent IFP design review and a pre-flight
validation. Flight validation consists of a flight simulator evaluation and an evaluation
flown in an aircraft (though both evaluations are not always necessary). The validation
process of IFP(s) must be carried out as part of the initial IFP design as well as an
amendment to an existing IFP. (One of the particular challenges at this point is making a
pre-production database available to the flight validation aircraft).
For detailed guidance on validation see Doc 9906 Quality Assurance Manual for Flight
Procedure Design vol. 5 Validation of Instrument Flight Procedures.
4.4.14
Activity 13b - Flight Inspection
Flight inspection of NAVAIDs involves the use of test aircraft, which are specially
equipped to measure compliance of the navigation aid signals-in-space with ICAO
standards. Due to the flexibility of PBN to create routes or procedures in areas where a
particular ground facility has normally not been flight inspected, it may be necessary to
perform dedicated flights. Of primary interest is the actual coverage of the NAVAID
infrastructure required to support the flight procedures designed by the flight procedure
designer. Depending on the avionics capabilities of the test aircraft, flight inspection and
flight validation activities may be combined. The amount of flight inspection required is
determined by the infrastructure assessment conducted as part of activity 6, and is part of
the validation process.
The Manual on Testing of Radio NAVAIDs (ICAO Doc 8071) provides general guidance
on the extent of testing and inspection normally carried out to ensure that radio
navigation systems meet the SARPs in Annex 10 - Aeronautical Telecommunications,
Volume I. To what extent a Flight Inspection needs to be carried out is normally
determined in the validation process.

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IMPLEMENTATION PHASE
Go : No-Go Decision
It is usually during the various validation processes described previously that it becomes
evident whether the proposed Airspace Concept can be implemented. The decision
whether or not to go ahead with implementation needs to be made at a pre-determined
point in the life-cycle of a project. This decision will be based on certain deciding factors,
starting with achievement of the goals set for implementation. Other factors could
include:
a)
whether the ATS route/procedure design meets air traffic and flight operations
needs;
b)
whether safety and navigation performance requirements have been satisfied;
c)
pilot and controller training requirements; and
d)
whether changes to ATC systems such as flight plan processing, automation,
as well as AIP publications are needed to support the implementation
If all implementation criteria are satisfied, the project team needs to plan for
implementation, not only as regards their own airspace and ANSP, but in co-operation
with any affected parties which may include ANSPs in an adjacent State.
Implementation Planning
Selecting Implementation Criteria

It is usually during the validation process that it becomes evident whether the
proposed design can be implemented. The decision to go ahead with implementation
needs to be decided at a particular date in the life-cycle of a project.
The decision of whether to go ahead or not with implementation is based on certain
deciding factors i.e. Implementation Criteria, not the least of which are whether Safety
and Performance Criteria have been satisfied, see above. But there is more than
satisfying Safety and Performance Criteria when deciding whether or not to go ahead
with Implementation. Other factors can prevent a go decision, e.g.A change to the ATM system (see below), needed to support the implementation,
may prove impossible to realise despite careful identification of this enabler and a
go-ahead being given by ATM systems engineers;
Or, For example Dramatic political events which have nothing to do with the Airspace design and
which could never have been foreseen when the Traffic Assumptions were
chosen, could nullify the entire Airspace Concept. This could occur, for example, if
the entire design concept rested on the (traffic) assumption that 80% of the traffic
would enter a Terminal Airspace from the west and unforeseen political events
change the geographic distribution of traffic completely;
Unforeseen change by lead operator concerning aircraft equipment upgrades
causes the collapse of the Business Case or, for example, Navigation
assumptions.
An aware and fully integrated airspace design team should not be caught out by
last minute surprises described in bullets 1 and 3, above.
One thing is certain, however, the possibility of unexpected events is one of the
reasons why it is necessary to fix a go/no-go date for implementation.
Pre-Implementation Review
At the go/no go date, a Pre-Implementation Review is undertaken, the result of which
decides whether implementation goes ahead. During the Pre-Implementation Review,
the Airspace design projects progress is measured against the implementation
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criteria selected during the planning stage.

Examples of Criteria which an Airspace Design Team may have selected to
determine whether to go ahead with implementation include:Collapse of the main assumptions;
Critical Enablers become void;
Emergence of a project-critical constraint;
Performance/Safety Criteria are not satisfied during or by the Validation or Safety
Assessment process;
No regulatory approval;
NO-GO decision.
Although it can be very discouraging to be confronted with a no-go decision, it is
essential that attempts should not be made to produce a quick-fix or work-around
so that implementation takes place at any cost. However difficult it might be not to
proceed with implementation, a no-go decision should be respected.
The route to be followed after a no-go decision depends upon the reason for which
the no-go decision was reached. In extreme cases, it may be necessary to scrap an
entire project and return to the planning stage. In others, it might be appropriate to
return to the selection of Assumptions, Constraints and Enablers. And it is also
possible, that a new Validation exercises will have to be developed, or a new Safety
Assessment completed. What-ever the route, the work needs to be re-organised and
re-planned.
Go Decision - Plan Implementation
If, on the other hand, all the implementation criteria are satisfied the Airspace design
team needs to plan for implementation - not only as regards their own airspace and
ANSP but in co-operation with any affected parties which may include ANSPs in an
adjacent State.
Amongst items to be covered are ATC system integration and
Awareness and Training material.
4.4.15
Activity 14 - ATC System Integration Considerations
The new Airspace Concept may require changes to the ATC system interfaces and
displays to ensure controllers have the necessary information on aircraft capabilities.
Such changes could include, for example,
a)
Modifying the air traffic automations Flight Data Processor (FDP);
b)
Making changes, if necessary, to the Radar Data Processor (RDP);
c)
Required changes to the ATC situation display;
d)
Required changes to ATC support tools;
e)
There may be a requirement for changes to ANSP methods for issuing
NOTAMs.
4.4.16
Activity 15 - Awareness and Training Material
The introduction of PBN can involve considerable investment in terms of training,

education and awareness material for flight crew, controllers, AIS staff, engineering etc.
In many States, training packages and computer based training have been effectively
used for some aspects of education and training. ICAO provides additional training
material and seminars. Each Navigation Specification in the PBN Manual Volume II,
Parts B and C addresses the education and training appropriate for flight crew and
controllers. Training should be timely and not rushed; it is an excellent vehicle for gaining
acceptance of airspace users and controllers. A useful technique is to use members of
the PBN Implementation team as training champions.
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4.4.17
Activity 16 - Implementation
With proper planning and organisation, the culmination of an Airspace design project is
trouble-free Implementation. Nevertheless, the Airspace design team could decide to:
[i] Ensure that there is adequate representation from among the members of the team
available in the operations hall on a 24-hour basis for at least two days before
implementation, during implementation and for at least one week following
implementation. This would make it possible for the airspace team to:
Monitor the implementation process;
Support the Centre supervisor/Approach Chief or Operational Manager should it
become necessary to use redundancy or contingency procedures;
Provide support and information to operational controllers and pilots;
[ii] Enable a log-keeping system for a period similar to that in [i] above, so that
implementation-related difficulties may be noted and used in future project planning.
4.4.18
Activity 17 - Post-Implementation Review
After the implementation of the airspace change which has introduced PBN, the system
needs to be monitored to ensure that safety of the system is maintained and determine
whether strategic objectives are achieved. If after implementation, unforeseen events do
occur, the project team should put mitigation measures in place as soon as possible. In
exceptional circumstances, this could require the withdrawal of RNAV or RNP operations
while specific problems are addressed.
A System Safety Assessment should be conducted after implementation and evidence
collected to ensure that the safety of the system is assured - see ICAO Safety
Management Manual, Doc 9859.

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5 TA Design Methodology

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5.1
Reference Scenario
This chapter presents the Reference Scenario which constitutes the first step of the
Design Methodology.
As stated in the previous chapter, the relevance of the Reference Scenario and a Critical
Review is four-fold:
it provides a benchmark against which the design concept can be compared6; and
it is an efficient way of refining the design objectives and ensuring that operational
requirements are being addressed (see Part B) given that a design project is usually
undertaken as a means of improving upon the existing design; and
it helps to refine the scope of the existing project; and
it prevents design weaknesses identified in the Reference Scenario being repeated.
Although the process of describing current Terminal Airspace operations is sometimes

considered a tiresome exercise, one of its additional advantages is that it provides the
opportunity to discover (and correct) inconsistencies related to the existing design.
Examples of these inconsistencies may include
published SIDs/STARs - that are no longer used;
out-dated instrument approach procedures;
publication errors in the AIP;
abandoned navigation aids.
5.1.1 What is the Reference Scenario?

In general terms, the Reference Scenario is a description of the current Terminal
Airspace operations. As such, the Reference Scenario describes the current layout of
routes and instrument approach procedures as well as holding patterns, airspace
structures, ATC sectorisation and how the traffic is managed within the airspace and in
relation to surrounding airspace.
Given that the (main) purpose of the Reference Scenario is to provide a benchmark
against which the new/modified design is compared, the assumptions, enablers and
constraints which formed the basis of the Reference Scenario should also be identified.
REFERENCE
SCENARIO
AIRSPACE
CONFIGURATION
ASSUMPTIONS
ENABLERS
CONSTRAINTS
(RESULTANT)
PERFORMANCE
REFERENCE SCENARIO
Airspace Configuration
Conventional
SIDs/STARs
IAPs
Holds
Structures
Functional Sectors
Assumptions/Enablers:
Conventional Navigation
ILS to RWY xx CAT I
Terminal Area Radar
FDP/RDP fully integrated
Single Runway Operation

Constraints:
Min. Alt. Fl100 over city;
Performance
(as per Critical Review* and Quantitative Analysis)
Capacity per sector per hour = 22
Runway Capacity (Normal Operations) = 42
Runway Capacity (LVP) = 22
Frequent level busts on NE SID
Too many missed approaches when RWY YY in
The relevance of this is that a comparative assessment is the most usual way in which safety is assessed in those instances
where absolute measurement is not required. (See Part C, Chapter 3).

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Nevertheless, there are cases when the current Terminal Airspace is not used as the
Reference Scenario. This occurs when, for example, previously validated modifications to
any aspect of the Terminal Airspace (i.e. routes, or holds or structure or sectorisation) are
to be implemented in the short-term i.e. before the implementation of the current project.
The figure below illustrates the Pseudo current using an example of a change to
airspace dimensions. The yet-to-be-implemented change (i.e. (b)) would thus be used as
a Pseudo Reference against which new changes are measured. This Pseudo
Reference could equally be a based upon a new route or routeing structure, holding
patterns or the sectorisation.
Not currently in use but
to be implemented in the
short-term* as a result
of previous project.
(*Before implementation of
current project)
(b)
Terminal Airspace
extension
(a) Current
Terminal Airspace
(a) Current
Terminal Airspace
Current Terminal Airspace = (a)
Pseudo Current = (a) + (b)
5.1.2 Creating the Reference Scenario

The Reference Scenario is created from various sources. Ideally, all these sources
should be used so as to build the most complete picture as to the current or pseudo
current Terminal Airspace operations.
Below, an abridged list is provided showing selected items needed in the statement of the
Reference Scenario.
Information
How obtained
Predominant Runway-in-use at airport(s)

within the existing Terminal airspace.
Current Traffic Demand and its geographic
and time distribution.
Analysis of the Traffic sample e.g. IFR/VFR
mix; Fleet Mix; Aircraft performance mix,
etc.
Routes (IFR & VFR), instrument approach
procedures and Holding patterns/areas.
Radar Vectoring patterns
Airspace dimensions
Sectorisation (Terminal Airspace, adjacent
Terminal Airspace and Lower ACC sectors)
Traffic Management i.e. Co-ordination
agreements between sectors and
Existing constraints (e.g. terrain)
Statistical analysis of existing data over the

last few years.
Traffic samples can be obtained from the
NMOC and/or local ATC centre(1).
Traffic sample obtained above.
AIP and traffic sample;

Operational controllers
AIP and Operational controllers
Operational Controllers and ATC System
specialists
Local ATC Instructions and Letters of
Agreement.
PANS-OPS specialists / environmental
specialists; policy makers.
Operational controllers/Engineers
Existing ATM/CNS enablers (e.g. 5 DMEs

in Terminal Airspace)
Note (1): Part C, Chapter 4 explains how to select and analyse Assumptions. One of the
most important assumptions is the Traffic Sample.

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5.1.3 Critical Review of the Reference Scenario

Once the Reference (or Pseudo Reference) Scenario has been described, it should be
critically reviewed. This critical review is a qualitative exercise which involves operational
experts closely scrutinising the existing Terminal Airspace operations i.e. each element of
the airspace organisation and how effectively and safely it works with a view to identifying
operational problem areas. This is the stage at which existing constraints are identified,
and the required mitigation and enablers.
Undertaking the critical review is a relatively straight-forward exercise - although it can be
difficult for the design team to examine (what may be their previous efforts) in a critical
light. The Critical Review is concerned with establishing what is wrong, or which factors
limit the Reference Scenario. On the positive side, aspects that work well should be
identified (so that the benefits are not lost).
If, for example, the SIDs are being critically reviewed, the design team may agree that for
most of the year, the existing SIDs meet the operational requirements in that they appear
to respond to the actual aircraft performance of the current fleet mix. This said, however,
controllers may notice that most heavy aircraft bound for the Far-East are unable to make
the level restrictions on one of the SIDs when the temperature are high during the
summer months. During the critical review process, this situation is identified - and may
indeed be used to refine the design objectives.
5.1.4 Refining Design Objective(s)

One of the outputs of the Critical Review process is that current design weaknesses or
flaws in the current operation may be added to list of design objectives or used to refine
the design objectives. In the example used above, the possibility of designing a discrete
SID for use during the summer months by heavy aircraft has arisen and as such, it may
be appropriate opportune to add this to the design objectives.
5.1.5 Comparing Scenarios

Although the Reference (or Pseudo Reference) Scenario serves, at a later stage, as the
yard-stick against which the success of the new or modified design is measured, it may
be considered logically inconsistent to seek comparisons between the Reference
Scenario and new Scenarios based upon different assumptions or enablers (or
constraints). The diagram below presents this process.
SCENARIO 1
SCENARIO 1
COMPARABLE
REFERENCE
SCENARIO
REFERENCE
SCENARIO
AIRSPACE
CONFIGURATION
ASSUMPTIONS
ENABLERS
CONSTRAINTS
(RESULTANT)
PERFORMANCE
AIRSPACE
CONFIGURATION
ASSUMPTIONS
ENABLERS
CONSTRAINTS
(RESULTANT)
PERFORMANCE
AIRSPACE
CONFIGURATION
ASSUMPTIONS
ENABLERS
CONSTRAINTS
(RESULTANT)
PERFORMANCE
RNAV SIDs/STARs
(open)
IAPs as per
Reference
Holds as per
Reference
Structures (n/a)
Geographic Sectors
P-RNAV
ILS to RWY xx CAT I
Terminal Area Radar

Constraints:
Performance**
(as per Qualiitative and Quantitative Analysis, see Part D)
No level busts on new NE SID
Poor ILS capture from SW ?
REFERENCE SCENARIO
Conventional
SIDs/STARs
IAPs
Holds
Structures
Functional Sectors
Conventional Navigation
ILS to RWY xx CAT I
Terminal Area Radar

Constraints:
Performance
(as per Critical Review* and Quantitative Analysis)
Frequent level busts on NE SID
Too many missed approaches when RWY YY in

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In the above diagram

A= the Reference Scenario with its particular Assumptions, Enablers and Constraints and
its resultant Performance.
C= the new Scenario 1, with, for example, a new set of SIDs/STARs based on a different
assumptions (e.g. Navigation means = P-RNAV) and its resultant Performance.
In comparing the Performance of Terminal Airspace C (Scenario 1) with that produced by
A (Reference Scenario), it could be argued that A and C are not comparable because the
assumptions are different (e.g. navigation) and that the changes made to the SIDs and
STARs are therefore substantial. Furthermore, a different sectorisation method has been
used. Logically, this argument is correct, and if followed through one would need A to be
based on Cs assumptions to obtain performance B and that B should then be compared
to C so that the comparison is meaningful.
If this approach was followed, it could be argued that the Reference is no longer the
Reference once it is based on different assumptions. e.g. assume the true Reference
has one runway, and a new assumption is the addition of a parallel runway.
For these - amongst other - reasons, airspace designers seek to compare the
performance output of the new scenarios, in order to establish whether the new
scenario(s) meets strategic and/or design objectives.

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5.2
Safety & Performance Criteria
This chapter discusses Safety and Performance Criteria whose formulation constitutes
the first phase of the design concept.
Compare
SAFETY & PERFORMANCE

CRITERIA
ASSUMPTIONS,
ENABLERS & CONSTRAINTS
DESIGN:
ROUTES & HOLDS
DESIGN:
AIRSPACE & SECTORS
Qualitative Assessment
Safety and performance criteria are important because they provide a yardstick against
which the safety and performance of the proposed design can be measured. Identified
during initial project planning, these criteria may be translated into project and/or design
objectives (see Part B) which accompany the project throughout its life-cycle. These
benchmarks remain constant throughout the development of the Terminal Airspace
design project though the extent to which they can be successfully measured may be
affected by the project phase. For example, it may not be possible during the concept
design phase to measure whether a capacity performance target is met, though this can
be determined during the validation phase using the appropriate tool. In order for a
proposed and implemented design change to be considered successful in safety and
performance terms, the selected criteria need to be satisfied.
Although safety and performance criteria have always been important, their significance
has increased since the introduction of mandatory ICAO and European requirements to
undertake a safety assessment when making changes to their airspace design.
5.2.1 Qualitative and Quantitative Assessment

The need to assess the safety or other performance of a Terminal Airspace design is one
reason for establishing safety and performance criteria. Assessment is an ongoing
process: qualitative assessment which begins at conceptualisation and continues through
implementation also provides the foundation for quantitative assessment.
Two types of assessment have been distinguished: qualitative and quantitative
assessment.
Qualitative assessment is achieved by expert judgement being used to assess the
design using ICAO standards, recommended practices and procedures as a benchmark.
Qualitative assessment relies upon expert (air traffic control/operational) judgement and
effectively forms the basis for the design concept (and the Critical Review of the
Reference Scenario and the identification of Assumptions, Constraints and Enablers).
Qualitative Assessment is an on-going process: as well as providing the basis for the
design concept, this expert judgement is also used to qualitatively assess all phases of
the design methodology, and it is integral to quantitative assessment and to safety
measurement - even when the emphasis appears to be on measurement against an
absolute threshold.
In contrast, Quantitative assessment is concerned with quantified results produced
in the form of numerical data. e.g. capacity increased by 20%.
Both qualitative and quantitative assessments are essential to the process of safety
evaluation.

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5.2.2 Evaluating Safety

ICAO Annex 11 and PANS-ATM includes requirements for a Safety Assessment to be
undertaken when making certain modifications to the Air Traffic Management System.
Significantly, ICAO has detailed those instances in which a Safety Assessment is
required. Because airspace designers must ensure and demonstrate that an airspace
design is safe (i.e. provide evidence of safety through a safety assessment process), this
section provides a broad overview of how safety can be evaluated.
Two methods are commonly used to evaluate safety: one is comparative (or relative), the
other absolute. The use of one method does not exclude the other and most frequently,
they are combined.
Most airspace designers are familiar with the comparative (or relative) method because it
is the most and frequently used. When safety is evaluated using this method, the safety
WHAT
(Steps)
EVALUATING
SAFETY
Two methods:
* Comparative (Relative)
* Absolute
EXISTING SYSTEM
(Reference Scenario)
Evaluate System
Risk against
a threshold
How to choose
one of two methods
PROPOSED SYSTEM
(Scenarios Developed)
i.e. Use Absolute

Method
Is suitable Reference
System available?
IDENTIFY
SAFETY ASSESSMENT
METHOD*
Is Reference sufficiently
similar to Proposed System?
EVALUATE RISK
[FHA]
ARE SAFETY
CRITERIA
SATISFIED?
HOW
[Local Safety
Case (by State)]
DETERMINE
CHANGES TO
PROPOSED
SYSTEM
IMPLEMENTATION
& REVIEW
Is Trade off
between system
parameters possible?
Proposed System
is safe
Evaluate system
on basis of
trade-off
i.e. Use Comparative

Method

Method
(Derived from Doc. 9689 pp. 7 & 18)
of the proposed Terminal Airspace design is compared in relation to an existing design

(called a Reference Scenario). Use of this method could therefore show an
increase/decrease or maintenance of safety of a proposed design which has been
compared to a Reference Scenario.
In contrast the absolute method involves evaluating safety against an absolute
threshold. An example of such an absolute threshold could be: that the risk of collision is
not to exceed 5 fatal accidents per 1 000 000 000 flight hours. (This would more
commonly be expressed as a requirement to meet a target level of safety (TLS) of 5x109). A collision risk analysis using a collision risk model is the usual way in which a
determination is made as to whether a TLS is being met.
Whatever the method and/or safety criteria used, a safety evaluation can only be rigorous
if qualitative assessment forms the backbone of the evaluation process.
It should be noted that the safety of an airspace design is not only dependent upon the
correct application of design criteria when designing routes, holding areas, and airspace
Version 1.6
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structures designed in accordance with the design rules and procedures contained, inter
alia, in ICAO Annex 11 and Doc 8168 (especially Vol. II). Safety factors are considered
before and during this design phase, by, for example
developing a feasible airspace design concept prior to the application of the

PANS-OPS design criteria; and
ensuring the accuracy of critical aircraft and operational assumptions which

are used to form the basis of the PANS-OPS design;
safety of Proposed Scenario is

( Relative
to a Reference Scenario
Quantitative
Qualitative
ASSESSMENT
Comparative
Method
Safety
Evaluation
Absolute
Method
safety of Proposed Scenario is

evaluated against an absolute
threshold
In the greater context, the design is also required to satisfy the safety objectives which
are included, but not limited to the generic ATC objectives and whether these are met is
most often determined by qualitative assessment. Thus whilst Annex 11 and Doc 8168
provide rules relating to airspace dimensions and obstacle clearance criteria respectively,
qualitative assessment criteria are included, but not limited to, PANS-ATM and various
ICAO Annexes.
Comment:
How does the designer know when safety should be evaluated using the absolute
method? Typically, the absolute method is to be used when required by ICAO. This
usually involves instances when the change envisaged is radical and untried elsewhere
For example:
- reduction of the vertical separation minima (RVSM)
- determination of new spacing between parallel ATS routes for which lateral navigation
accuracy is specified with a view to applying the separation minima in PANS-ATM
Chapter 5, as a basis for route spacing in Terminal Airspace;
It is opportune to add that because most Terminal airspace re-designs rely, for the most
part, on existing ICAO provisions and do not involve radical changes such as those
introduced with the RVSM example, the comparative/relative method is likely to remain
the most frequently used (subject to certain conditions).
5.2.3 The Safety Case Approach

The pre-implementation process involves the development of a safety case comprising a
reasoned safety argument based on a Functional Hazard Assessment (FHA) and
Preliminary System Safety Assessment (PSSA). After implementation, the safety case is
revised as well as a System Safety Assessment (SSA) - (See diagram below).

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Safety Policy
Safety Policy Statements
Safety Policy High-Level Objectives
Safety
Safety Policy Quantitative and Qualitative Targets Criteria
Safety Plan
Safety Argument
Safety Case
FHA
Safety Argument +
PSSA
Evidence resulting from Safety

Assessment Process
Post-Implementation Safety Case

+ System Safety Assessment (SSA)
5.2.4 Other Performance Criteria

The following are examples of performance criteria:
an airport capacity increase of 20% is demonstrated; and
no increase in noise pollution is experienced by the residents of Suburb Y

between 22:00 and 05:00 UTC;
track mileage flown by arriving aircraft is not extended by more than 5%;
Having decided upon the performance criteria (usually embodied in the strategic and
design objectives), it is necessary for the Terminal Airspace design team to select the
appropriate tool so as to correctly measure these criteria.
5.2.5 Evaluating Capacity and Environmental Impact

Although the comparative and absolute methods are commonly used in a safety context
(above), other performance criteria can also be evaluated using in either a comparative
or absolute manner.
1a. an airport capacity increase of 20% is demonstrated; and
2a. no increase in noise pollution is experienced by the residents of
Comparative
Suburb Y between 22:00 and 05:00 UTC;
3a. track mileage flown by arriving aircraft is not extended by more
than 5%;
Examples of absolute measurement being required, are illustrated by changing the
wording of the above criteria to new wording below.
1b.airport capacity = 129 movements per hour
2b. noise emitted by each ACFT does not exceed 65dB at the noise
Absolute
monitoring point.
3b. track mileage flown by arriving aircraft does not exceed 32 NM
from Terminal Airspace Entry point.
Naturally, normal ATC simulators such as fast- or real-time may not be suitable for
measurements relative to noise (e.g. 2a or 2b, above) and noise modelling tools would be
required. It should be noted that developments are underway to combine fast time
simulation with noise modelling software.

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5.2.6 Safety, Performance and Project Planning

Strategic Objectives: Increase existing capacity; reduce environmental impact over
Suburb Y; meet the Target Level of Safety.
Design Objectives: Create new Terminal arrival and departure routes to
accommodate a new parallel runway.
(ICAO ATC Objectives: Prevention of collision; maintaining a safe and orderly flow of
air traffic i.e. creating a design that will be conducive to these objectives)7.
Safety Criteria: the route spacing of 8NM between parallel Terminal Routes is
required to meet a target level of safety of 5 x 10-9.
Performance criteria: The Terminal Airspace design will be considered a success if,
for example:
(quantitative) Approach West Sector demonstrates a capacity increase of

20% demonstrated; and
(quantitative) no increase in noise pollution is experienced by the

residence of Suburb Y between 22:00 and 05:00 UTC;
(quantitative) track mileage flown by arriving aircraft is not extended by

more than 5%;
(qualitative) A crossing SID and STAR have been designed in accordance

with PANS-OPS criteria complete with profiles. Inadvertently, the profile of
both the SID and STAR requires aircraft to be at FL70 at the crossing
point. This error would be detected during the qualitative assessment
(which is almost an on-going subconscious process for most designers).
As such, this error would be identified and the profiles redesigned so that
the SID and STAR profiles are separated by at least 1000 feet at the
crossing point.
inserted for completeness.

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5.3
Assumptions, Constraints & Enablers
This chapter discusses Assumptions, Enablers and Constraints which constitute the
second phase of the design concept.
DESIGN:
ROUTES & HOLDS
Compare

CRITERIA
ASSUMPTIONS,
DESIGN:
AIRSPACE & SECTORS
As suggested in previous chapters, the performance criteria, assumptions, enablers and

constraints are established before the Terminal Airspace is designed conceptually or any
other design phase is undertaken. Moreover, it is important to note that assumptions,
constraints and enablers underpin all phases of the design process and therefore remain
constant throughout the design process is to test an assumption (or enabler, or
constraint)). This requirement for consistency is illustrated below.
R
N
TS
ENABLERS
ENABLERS
CO
NS
T
AI
CO
NS
TR
ENABLERS
TS
IN
DESIGN
METHODOLOGY
TS
N
AI
CO
ENABLERS
TS
N
AI
CO
NS
TR
ASSESSMENT & VALIDATION

IMPLEMENTATION & REVIEW
NS
TR
ASSUMPTIONS
ATM
Airborne
Functions
ATS
FIS
Ground-based
Functions
Airspace
Management
CNS
Communication
E.g. Datalink;
Navigation
E.g. RNAV
Surveillance
E.g. SSR
Air Traffic
Flow Management
ALR Advisory ATC

Service Service Service
Area
Control
Service
Approach Aerodrome
Control
Control
Service
Service

Version 1.6
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5.3.1 Assumptions
Assumptions refer to elements of ATM/CNS which are assumed to be true for purposes
of the design. Assumptions may also have to be made concerning factors beyond direct
ATM/CNS e.g. certain weather phenomena.
The incorrect identification of assumptions can be the undoing of a Terminal Airspace
design. It is therefore better to err on the side of caution when selecting assumptions.
This can be illustrated by way of an example:
Example: Suppose that it is not possible to establish whether an ATS route will be
available for traffic from X to Y, and that the absence/presence of the new route is the
key to reducing the workload in a particular sector. In this case, it would be better not
include the new ATS route as an assumption in the traffic sample. This said, however, it
may be worthwhile to have a two-phase design plan where the first excludes the new
ATS route and the second includes the ATS route, so that the true value of the new route
can be quantified.
The identification and selection of assumptions is likely to provide the greatest challenge
to the designer in the case of futuristic design projects e.g. creating a Terminal Airspace
model for the year 2025 for a new airport site with eight parallel runways. As most
designers can vouch, the closer the implementation date the easier the assumptions are
to select. In the case of futuristic projects, the designer may be left no choice but to use
educated guesswork - and ensuring that the final report properly reflects this.
Traffic Assumptions
Assumptions made concerning the traffic demand in the Terminal Airspace and those
made concerning the predominant and secondary runway(s) in use are of crucial
importance to the design of a Terminal Airspace. Traffic demand and runway(s) in use
are important because the notion of Terminal Airspace includes the resultant airspace
created to protect IFR flight paths to and from the runway(s) in use. For this reason, it is
imperative that the designer:
properly analyses the traffic demand; and
the predominant and secondary runway(s) in use, their mode of operation

and any conditions attached thereto are established.
In context, traffic demand refers to a traffic sample which the design team considers
representative of the traffic servicing the airport(s) within the Terminal Airspace. Thus the
representative traffic sample chosen by the design team is the assumption and it is this
assumption that requires thorough analysis prior to commencing the design process.
Whilst traffic demand inevitably refers to a traffic sample, a traffic sample may need to be
created to cater for futuristic Terminal Airspace design projects e.g. a concept design for
the year 2025. In such a case future market analyses are undertaken and a traffic sample
created for airspace design purposes.
Runway in use
Similarly, identifying the predominant and secondary runway(s) in use requires
assumptions to be made as to which runway orientation is used for the greater part of the
day (e.g. RWY20 is used 70% of the time as opposed to RWY02). This important
relationship between runway in use and traffic flows explains why the addition of a new
runway within a Terminal Airspace invariably results in the need for some modifications
being made to the Terminal Airspace design.

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5.3.2 Constraints
Constraints stand in contrast to assumptions in that they suggest the absence of certain
elements of ATM/CNS or limitations created by extraneous factors. Typical constraints
include high terrain, adverse weather patterns, the requirement to satisfy environmental
needs (which dictate, for example, the noise-preferential runway to be used at night time)
or the absence of rapid-exit-taxiways which may limit the landing rate and therefore
influence route placement. In general terms, constraints can be said to have a negative
impact upon the ATC operational requirements of a Terminal Airspace design. At best, it
may be possible to mitigate the constraints using enablers. At worst, constraints have to
be accepted because there is no alternative solution.
5.3.3 Enablers
Enablers refer to any aspects of ATM/CNS that may be used to mitigate the constraints
identified and/or any factors which may be relied upon to enable ATC operations in the
airspace designed. Importantly, the identification of enablers may take the form of
functional requirements (which are then translated into technical requirements) which
require follow up work on the part of the ANSP and may be outside the scope of the
design project.
CONSTRAINT
DESIGN
CONCEPT
NEW
CONSTRAINT?
MITIGATION
Normally beyond
Design Project
Scope
ENABLER
FUNCTIONAL
REQUIREMENT
CONSTRAINTS
MITIGATION
TECHNICAL
REQUIREMENT
ENABLERS
High Terrain on final approach RWY X
Increase ILS angle by 1?
Specification change for ILS
Multiple airports within close proximity

with poor co-ordination agreement
Letter of Agrrement
EUROCONTROL DOC The Cross-Border Common Format

Letter of Agreement
Aircraft Performance Mix limits capacity
Design different SIDs for high and low

performance aircraft.
Airspace Design
Aircraft Navigation Performance Mix

limits capacity by increasing ATC
workload
ATC system modification to allow FDPS/RDPS

Software Application Change
to show aircraft navigation capability
Inadequate Navigation infrastructure
New DME at Location A
Enhance NAV infrastructure
SEGREGATED VFR/IFR ROUTES
Airspace Design
Separated routes based on aircraft category
Airspace design
Airspace sharing arrangements
Flexible Use of Airspace Concept and EUROCONTROL DOC

The Cross-Border Common Format Letter of Agreement
Improve Surveillance capability
Enhance Radar infrastructure
Improve Radio Coverage
Enhance communications infrastructure
High mix of IFR-VFR movements limits

capacity
Fixed-wing/Rotor craft mix increases
approach workload and complexity
TSA which adversely affects traffic
patterns
Poor Radar Coverage prevents route
placement in part of the Terminal
Airspace
Poor Radio Coverage adversely affects
route placement in part of the Terminal
Airspace
Severe weather disrupts traffic,
especially at peak times
No flights permitted over Village X
Flights over City Y not permitted below
10,000 feet
Create 'contingency' routes for poor weather

operations; re-locate holding patterns
Diverge departure routes as soon as possible
after take-off
Continuous Descent Approach
Airspace design
Airspace design
Airspace design and Level constraints in procedures

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5.3.4 Similarities and Differences

Whilst (design) assumptions can be viewed as uncertainties which have been elevated
to facts to be used as a basis for the design, the role of enablers is to mitigate against
constraints which have been identified. An example can be used to illustrate this
difference: Suppose that a designer wishes to design RNAV routes up to the final
approach fix in a Terminal Airspace. Because Terminal RNAV Routes with waypoints
having a level restriction below MSA or MRVA may only be designed for use by aircraft
which are certified for P-RNAV operations, an assumption can be created that aircraft
operating within the Terminal Airspace are appropriately certified. In seeking to design
the route based upon this assumption, the designer identifies a constraint viz. that the
navigation infrastructure is inadequate and therefore does not allow the design of a
necessary STAR route. This constraint could be mitigated against by the installation of a
new DME pair in the Terminal Airspace and the enabler would be an enhancement of the
navigation infrastructure. In view of the costs which enablers sometimes incur, a Cost
Benefit Analysis (CBA) may be required to determine whether the benefits provided by
the enablers outweigh the costs. If this is not the case, it may be necessary to identify
alternative mitigation.
5.3.5 Selecting Assumptions, Constraints and Enablers

In order to identify and select assumptions, constraints and enablers, a comprehensive
inventory of ATM/CNS elements is needed as well as expert input from, for example,
meteorologists and pilots.
Example: A Terminal Airspace contains four DME stations. A fifth, located in an adjoining
State, is assumed to be within the range of most aircraft departing from RWY23 at the
only airport within the Terminal Airspace. Based on this belief the designers include the
availability of this cross-border DME in their assumptions when designing a SID
(intended to be flown by P-RNAV equipped aircraft) from RWY 23. What the designers
have not realised, however, is that the co-ordinates of this fifth DME are not WGS84
compliant (which is pre-requisite for SIDs designed for use by P-RNAV equipped aircraft).
(Data collection obtained from an official source such as the AIP of the neighbouring
State would reveal this shortfall.). Thus the assumptions has turned out to be a
constraint requiring mitigation.
Example: Having tested various sectorisation options, designers decided upon a
combined functional/geographic sectorisation option because (a) it was the most efficient
and (b) it did not require extra working positions and allowed them to make use of the
existing three. When seeking to implement these new sectors, however, they were
informed by ATC system specialists that the current ATC system was incapable of
functional sectorisation and that it was no longer possible to modify the system software.
(In this instance, the input of an ATC systems expert during the design phase would have
prevented this option being chosen).
CHOOSING A TRAFFIC SAMPLE
Selection of a traffic sample that is most representative of the traffic within a Terminal
Airspace is best achieved by combining statistical analysis with ATC experience and by
looking beyond the information available. Two elements of the traffic sample are to be
distinguished, which for convenience, will be described as Traffic Distribution over Time
and Geographic Distribution of traffic. An appreciation of both elements is crucial to
choosing a representative traffic sample.

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Traffic distribution over Time

As regards Time, a feasible starting point is a snapshot analysis of the number of
movements through the Terminal Airspace by month so as to determine the regularity of
the resultant graph.
Using the sample graphs below (of three fictitious Terminal Airspaces) the following
information can be drawn: Where Terminal A has a graph that is characteristic of large
Terminal Airspaces in the core area, Terminal B is typically representative of summer
holiday resorts and Terminal C typical of winter holiday (ski) resorts.
"A" TERMINAL AIRSPACE MOVEMENTS
"B" TERMINAL AIRSPACE MOVEMENTS

700
800
600
Y2002
400
Y2001
200
0
FLIGHTS PER DAY
FLIGHTS PER DAY
1000
600
500
400
Y2002
300
Y2001
200
100
0
JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC
MONTH
MONTH
"C" TERMINAL AIRSPACE MOVEMENTS

FLIGHTS PER DAY
300
250
200
Y2002
150
Y2001
100
50
0
MONTH
Whilst in the case of Terminal A it is obvious that one days traffic (the traffic sample)
should be selected from one of the busier months, airspace design planners for
Terminals B and C may wonder whether selecting one day during the busiest month
truly constitutes a representative traffic sample. Because two busy months of the year
may not be representative, airspace designers from these two Terminal Airspaces would
do well to select two traffic samples i.e. one day from the busy months and one day from
the quieter period.
The advantages reasons for this are two fold:
to enhance the potential to apply the Flexible Use of Airspace concept;
if the geographic spread of the traffic is significantly different during the

quiet and busy months, it may be necessary to create two sets of Terminal
Routes.
Comment: Is it viable to create two (or more) sets of Terminal Routes to accommodate
significant changes in traffic density and/or distribution? Opinions diverge as to how
significant changes in the operating environment should be accommodated. Whilst one
view holds that an unstable or changeable airspace structure is to be avoided, the
opposing view contends that it is not only possible but desirable to use airspace in a
flexible manner. Whatever the philosophy followed, designers should ensure that the
design fully supports safe and orderly air traffic management.
Geographic distribution of traffic
Having selected a one-day traffic sample from a Time perspective, it is necessary to
determine the geographic distribution of this traffic with a view to identifying the
predominant and secondary traffic flow(s). To this end, the traffic sample needs to be
analysed using, for example, a spreadsheet.
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Because traffic data files contain information on each flight, flights can be sorted in
several ways, e.g.
Terminal Area entry point (in the case of arrivals) and Terminal area exit
point (for departures).
origin (in the case of arrivals) and destination in the case of departures;
25%
35%
35%
D
A
25%
30%
15%
3%
25%
67%
15%
25%
Sorting the geographic traffic distribution by origin and destination so as to identify the
raw demand is only necessary when (i) doubt exists that the current En-Route ATS route
network is not sufficiently refined thus making it lightly that some aircraft are not on the
most direct route or, (ii) in the case of futuristic design projects for new airports where
part of the exercise is trying to develop an entire airspace organisation on a clean sheet.
The diagrammatic representation of raw demand is not nearly as clean as that of
entry/exit point.
Given that the thicker lines in the above diagram represent routes of heavier (raw)
demand, it is possible to ascertain - by comparing the location of existing Terminal
entry/exit point [black circles above] in relation to these lines -whether these points have
been placed effectively.
In those instances where En-route airspace designers alter their route network within the
greater EUR ARN so as to minimise the differences between the raw demand tracks
and actual traffic routeings, it is not necessary for Terminal Airspace design planners to
undertake the raw demand exercise - providing that En-Route or Terminal Airspace
design is undertaken collaboratively as a matter of course.

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5.3.6 Determining the Predominant & Secondary Runway(s) In Use

By and large, the predominant and secondary runway(s) in use are usually easier to
identify (e.g. either because environmental requirements or weather phenomena dictate
runway use). Whilst predominant runway in use is a relative term (as is major traffic
flow), a predominant runway is one that is used most of the time. Usually stated as a
percentage e.g. 80% (which equals 292 days a year), it may be said that RWY20 is used
80% of the time, and RWY02 20% of the time. At multiple-runway airports, this
predominance may be distributed among several runways e.g. e.g. RWY20 is used 80%
of the time by arriving aircraft, and RWY18 is used 90% of the time by departing aircraft.
5.3.7 When to Identify Assumptions, Constraints & Enablers
Assumptions
identified new/re- Design of
Routes & Holds and
Structures and Sectors
and confirmed at various
stages of design process
CH4
CH3
ATM/CNS
ASSUMPTIONS
(Current/Future)
CH5
TRAFFIC
ASSUMPTIONS
DESIGN
MODIFY
RUNWAY IN USE
Primary/Secondary
IDEAL
ROUTES & HOLDS
1 & 2 RUNWAY
.
ROUTES & HOLDS
PANS-OPS CONSTRAINTS
FEASIBILITY ENABLERS
Flight
Simulation
SURVEILLANCE
ASSUMPTIONS
CONSTRAINTS & ENABLERS

identified during Critical
Review of Reference
Scenario
Constraints & Enablers

identified new/re- Design of
Routes & Holds and
Structures and Sectors
MET.
ASSUMPTIONS
COMMUNICATIONS
ASSUMPTIONS
CH2
ROUTES
& HOLDS
NAVIGATION
ASSUMPTIONS
POTENTIAL
ROUTES & HOLDS
1 & 2 RUNWAY
ATC SYSTEM
ASSUMPTIONS
CH6
DESIGN
MODIFY
TERMINAL AIRSPACE STRUCTURE

& SECTORS
AIRSPACE MODELLING
STRUCTURES
& SECTORS
As shown in the above diagram, Assumptions, Enablers and Constraints are identified at
different stages of the design process. Constraints and Enablers enter the design
process during the critical review of the Reference Scenario where the constraints and
enablers refer to the Reference Scenario. The Assumptions are identified prior to
commencing the conceptual design - and these are verified at different stages of the
process. During the design process i.e. the conceptual design of Routes, Holds,
Structures and Sectors, constraints, mitigation and enablers are identified. In some
cases, a Cost-Benefit analysis may be required.
5.3.8 Area Navigation as an Enabler

Whilst communication, surveillance and navigation are all vital elements to be considered
in the design of a Terminal Airspace, the importance of navigation into the design
equation has increased through the application of area navigation (RNAV) in Terminal
Airspace.
In order to design RNAV Terminal Routes (e.g. SIDs/STARs for use by RNAV-equipped
aircraft in Terminal Airspace), coherency is required between:
the availability of a navigation infrastructure that supports the standard of

RNAV to be employed. (NAVAIDs can be ground- or space-based or selfcontained on-board the aircraft); and
Design of the procedure in accordance with PANS-OPS design criteria

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stipulations of the PANS-OPS Design Criteria used; and
the aircrafts on board RNAV system being certified (or the navigation
function included in a flight management system (FMS)) being certified to the
RNAV standard required by the Terminal area procedure and/or SID/STAR
(and the flight crew having the appropriate operational approval);
NAVIGATION
INFRASTRUCTURE
TERMINAL ROUTES
COHERENCY OF
NAV. ELEMENTS
PANS-OPS
DESIGN CRITERIA
CERTIFICATION
STANDARD OF AIRCRAFT
RNAV SYSTEM
For both B-RNAV and P-RNAV, this coherency referred to previously between the
navigation infrastructure, PANS-OPS design criteria and the certification standard of the
aircrafts RNAV system is required. Thus different obstacle clearance criteria (PANSOPS) apply for B-RNAV compared to P-RNAV, different certification standards exist for
B-RNAV and P-RNAV, and the navigation sensors (which relate to the navigation
infrastructure) that can be used for B-RNAV and P-RNAV are not necessarily the same
though similar). The main differences between any RNAV type and another concerns:
RNAV Systems Description
(E.g. a database needed; positioning sensors to be used etc.)

o
Airworthiness Certification Objectives:
Described in terms of accuracy, Integrity & Continuity of service
Functional Criteria:
(Required; Recommended)
(Area of application: where it can be usedand how)
The differences for RNAV System Descriptions are identified in the following table:
B-RNAV
P-RNAV
RNP (x) RNAV*
Accuracy
5 NM Lateral
1 NM Lateral
(x) NM Lateral
and
Longitudinal
Integrity
Low
Medium
High
Loss = Remote
Loss
Extremely
Remote
Continuity
Function
of
* According to MASPS DO236-B

The increasing level of sophistication of the RNAV System (B-RNAV < P-RNAV < RNP(x)
RNAV) results in a proportional increase on the Requirements for respectively the RNAV
Systems, Accuracy/Integrity/Continuity and Required Functionalities.
The main differences in what is required and what is recommended for Functional Criteria
between any RNAV type and another are identified in the following table:
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Required
B-RNAV
P-RNAV
RNP (x) RNAV*
4 Way point
storage
(manual data
entry; Display
of
distance/bearin
g to Way-point)
NAV
Data
Base;
Data
Integrity;
leg
types (e.g. TF;
CF; FA)
NAV
Data
Base; Integrity
(RNP alerting);
leg types (e.g.
RF; FRT)// Offset
Recommended
// Off-set
* According to MASPS DO236-B

Where and how different RNAV types can be used i.e. the Area of Application is
described in the following tables:
Area
Application
of
B-RNAV
P-RNAV
RNP* (x) RNAV
ENR
ENR
ENR
Above
MSA/MRVA
TERMINAL
AIRSPACE up
to Final App
WPT
TERMINAL
AIRSPACE
depends
on
Functional
Requirements
Below
MSA/MRVA
* According to MASPS DO236-A
Depending on the RNP accuracy the following distinction can be made:

RNP1 RNAV
RNP3 RNAV
ENR
ENR
TA up to FA WPT
TA inside FA WPT
Below MSA/MRVA
Below MSA/MRVA
Functionalities
specified
by
JAA
(EASE)
determine
area of application

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5.3.9 ATC System

Designers attention is drawn to the fact that the need to understand the technical
capabilities and limitations of the ATC system should not be under-estimated. The same
can be said of the requirement to ensure that a proposed Terminal Airspace design can
be supported by the ATC system. As a basic rule, it may be stated that the more complex
the design of a Terminal Airspace, the greater the demands made on the technical
capabilities of the ATC system.
GENERAL TECHNICAL DESCRIPTION OF THE ATC SYSTEM
In simple terms, it may be stated that the basic aim of the technical ATC system is to get
the data related to a flight to relevant controllers in a timely and complete manner.
In a technical ATC system, the main data carrier is called a flight plan. It is often referred
to as a System Flight Plan or a Current Flight Plan and FPL, SFPL or CPL are commonly
used abbreviations. In general terms, it can be stated that the technical ATC system
generally consists of three main components:
Flight Data Processing (FDP)
Surveillance/Radar Data Processing (RDP)
Display System or Human Machine Interface (HMI)
From a Terminal Airspace Design perspective, the following sub-components of the

system are also relevant:
Environment Data Processing (ENV)
Flight Plan Distribution (DIS)
(Flexible) Sectorisation (SEC)
The following diagram provides an overview of the relations between main components
and sub-components of the technical ATC system.
MAIN SYSTEMS
FDP
RDP
DIS
ENV
HMI
SEC
SUB SYSTEMS
5.3.10
Spacing
Route Spacing
When designing ATS routes, there is a strong connection between aircraft-to-aircraft
separation and navigation specification. That translates into route spacing requirements
defined in the ICAO documentation. For route spacing below ICAO specifications, a
safety case shall be required for individual projects.

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5.4
Arrival & Departure Routes
This chapter presents Design Guidelines for Routes. They are intended to support
creation of the design concept for Routes for a specific Terminal Airspace. This concept
would be based on certain assumptions.
Whilst the generic ICAO definition of ATS Route is broad, ATS routes within Terminal
Airspace are usually arrival and departure routes.
ATS Routes
'Terminal Routes'
Airway
Advisory
Route
Un/Controlled
Route
Designated IFR
Arrival/Departure Routes
e.g. SIDs & STARs
VFR Routes/
VFR Corridors
Key:
Terminal (Arrival/Departure)
Routes discussed in Ch.5
Other Routes mentioned
in Chapter 5.
Note: Tactical Routeing relevant

to Chapter 6.
Arrival Departure
Route
Route
Tactical Routeing
- Direct-to way-point
- Radar Vectoring
(which may replace IAP/DP

or SID/STAR)
Strategically-designed, RNAV-based instrument

approach or departure procedure (IAP/DP);
these may be part of SID/STAR
and/or a substitute for Radar Vectoring
DESIGN:
ROUTES & HOLDS
DESIGN:
AIRSPACE & SECTORS
ROUTES & HOLDS

AIRSPACE & SECTORS
These arrival and departure routes may be:
designated, as is the case with IFR departure and arrival routes which are
usually published as SIDs/STARs (based upon RNAV or conventional
navigation means), designated VFR routes (promulgated, for example, by
visual reporting points) or VFR corridors; and/or
those which are not designated, as is the case with tactical routeing
created by ATC in the form of Radar Vectors or instructions to proceed
direct to an RNAV way-point.
RNAV has been increasingly used as a basis for the design of RNAV-based instrument
approach or departure procedures. Usually, the RNAV-based instrument approach
procedure does not include the final approach and/or missed approach segment. In many
cases, the tracks depicting these procedures are designed to replicate radar vectoring
patterns because these procedures are used as a substitute for radar vectoring by ATC.
Note: Whilst instrument approach procedures based upon conventional navigation are
sometimes used as a substitute for Radar Vectoring, this is less common.

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Although Radar Vectoring has been used by ATC for traffic separation and sequencing
for several decades, the increased use RNAV in Terminal Airspace has resulted in ATC
being able to provide tactical instructions to a way-point. Unlike Radar Vectors,
instructions to a way point result in aircraft flying a particular track (as opposed to
heading). Whilst Radar Vectors and instructions to proceed direct to a way-point are not
considered to be ATS Routes (in the traditional sense), they have been included in the
figure above because Terminal Airspace designers are required to consider all routes
when designing an airspace, whether these are created in a strategic or tactical
manner.
In light of this variety, the generic expression Terminal (Arrival/Departure) Routes is used
to describe the sub-set of ATS routes comprised of arrival and departure routes,
SIDs/STARs and RNAV-based instrument approach or departure procedures. Naturally,
the designer is also required to consider tactical routes shown in the green box in this
figure.
Note: When used specifically, expressions such as ATS routes, Arrival or Departure
routes, SIDs/STARs and Instrument Approach Procedure (or parts thereof) are to be
ascribed their ICAO meaning.
STARs & INSTRUMENT APPROACH PROCEDURES IN AN RNAV ENVIRONMENT
STARs and instrument approach procedures are defined in ICAO Doc 8168 and
explanatory material is provided by ICAO in the ATS Planning Manual, Doc 9426. The
identification of STARs (and SIDs) is provided for in Annex 11, Appendix 3.
Over the years, States implemented two quite distinct models of STARs in Terminal
Airspaces. Whilst in the first the STARs provides the connection between the En-route
ATS Route system and the Terminal Airspace, in the second, STARs commence closer
to the landing runway. Thus in the first case, the STAR begins in the En-route system
and ends (usually) inside the Terminal Airspace, often at a holding fix, whilst in the
second, the STARs tends to begin at - approximately - the Terminal Airspace boundary
(or the Approach Control Unit area of responsibility).
Model 2
Model 1
(En-Route) ATS Route
(En-Route) ATS Route
AR
ST
STAR
RV
S
AT
ute
Ro
RV
STAR links En Route ATS Route to Terminal Airspace
STAR begins closer to runway
RNAV is being used in Terminal airspace, not only as the basis for the design of STARs
but also to design RNAV-based instrument approach procedures.
As far as Model 1 is concerned, the introduction of RNAV as the basis for Terminal
Route design envisages replacing or replicating Radar Vectoring patterns with RNAVbased instrument approach procedures (or RNAV STARs, in some cases).
5.4.1 Closed STARs

Closed procedures provide track guidance right up to the final approach track whereupon
the aircraft usually intercepts the ILS. The Closed procedure provides the pilot with a
defined distance to touch down thus supporting the area navigations systems execution
of the vertical profile. Where multiple arrival routes are operated onto a single runway, the
closed procedure can result in a safety hazard should ATC not be able to intervene to
prevent the automatic turn onto final approach towards other traffic. Significantly,
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however, Closed procedures can be designed and published in a manner that anticipates
alternative routeing to be given by ATC on a tactical basis. These tactical changes may
be facilitated by the provision of additional waypoints allowing ATC to provide path
stretching or reduction by the use of instructions direct to a way-point. However, these
tactical changes, needed to maximise runway capacity, do impact on the vertical profile
planned by the area navigation system.
5.4.2 Open STARs

Open procedures provide track guidance (usually) to a downwind track position from
which the aircraft is tactically guided by ATC to intercept the final approach track. An
Open procedure will require tactical routeing instructions to align the aircraft with the final
approach track. This results in the area navigation system to being able to descend only
to the final point on the procedure and, where path stretching is applied by ATC, will
impact the ability of the area navigation system to ensure a continuous descent profile.
Alternatively, the procedure terminates at the entry of a TMA sector or at the merge point
of two flows. Being further away from the runway, ATC has more freedom to vector
aircraft. This can prove beneficial in cases where the runway configuration changes
frequently. Situational awareness is more critical for ATC. It is difficult to provide
Continuous Descent profiles under these conditions as pilots are not exactly aware of the
expected trajectory.
5.4.3 Trombones
The principle of Open STARs on downwind can be transformed in a more strict
procedure by publishing the downwind leg as part of the STAR and extending it. The final
approach leg is also extended, with waypoints at fixed intervals. This allows ATC to
sequence aircraft by turning them from downwind to final, using a DCT clearance to the
desired waypoint.

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The principle of using DCT clearances to shorten the published procedure can be
extended by adding another leg, parallel to downwind. The shape of this procedure now
resembles that of a trombone. Every point in the procedure can be used to in a DCT
clearance to achieve the desired sequencing of incoming traffic.
These procedures provide ATC with a clear traffic picture, thus achieving relatively high
capacity in the TMA sectors. The length of the procedure may present disadvantages in
terms of flight efficiency.
5.4.4 Point Merge

The point merge system is an operating method to integrate high density arrival flows.
Traffic integration is performed by merging inbound flows to a single point. This system
enhances situational awareness and reduces workload of flight crews and air traffic
controllers.
Before the merge point, a sequencing leg is created as a buffer. While an aircraft is on
the sequencing leg, it can be instructed to fly Direct To the merge point at any
appropriate time. This allows the controller to stretch the trajectory by keeping an aircraft
on the leg for a certain amount of time. Alternatively, the controller can send the aircraft
Direct To the merge point very early as to shorten the trajectory.
A sequencing leg should have approximately the same distance from the merge point
over the entire length. This means the sequencing leg will resemble an arc with the
merge point at the centre of the arc.

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When multiple sequencing legs are created, the distance from the merge point should be
approximately equal. An exact overlap should however be avoided. The leg closest to the
merge point should be assigned the highest altitude. The leg that is slightly further away
should be assigned a lower altitude. This assures vertical separation between aircraft
leaving the outer leg to turn to the merge point and aircraft that are over flying on the
inner leg.
Additional lines on the radar scope should be created to assist the controller to determine
if two consecutive aircraft have established the required separation for sequencing. As
one aircraft passes first line on its way towards the merge point, separation is established
with all other aircraft that are still on the sequencing leg(s). This means that the next
aircraft can be turned Direct To the merge point. Part of the procedure is to lock the
aircraft on speed. By doing so, longitudinal separation is maintained even after the merge
point.
The process of monitoring the aircraft as they pass the iso-distant lines and turning the
next aircraft in towards the merge point is constantly repeated. By these means, high
density traffic can be safely and efficiently managed. After this merge point, aircraft are
established on a common route until the exit of the point merge system. In this phase,
separation is maintained by speed control.
5.4.5 CDO
Continuous Descent Operations focus on the vertical profile of incoming traffic. The
intention is to allow aircraft to descent without interruption from their cruising or
intermediate FL all the way to final approach, intercepting the glide path as required. This
can only work if an exact distance to touchdown can be given, either by adhering to a
fixed STAR or by receiving this information from ATC.

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The benefits are mainly environmental: fuel saving and less noise. Some ANSPs refer to
CDO as CDA (Continuous Descent Approach) or Green Approach.
5.4.6 CCO
The principle of Continuous Climb Operations is straight forward: in this case, an aircraft
should not be required to level off the climb at any stage. The aircraft can climb from
take-off to cruising level without any restriction. Preliminary studies comparing CDO and
CCO in terms of fuel saving show equal effects of CDO and CCO.
Both CCD and CCO should be regarded as the vertical extensions of a published SID or
STAR procedures. It is possible to combine these principles with the other principles
above. Taking into account the normal climb and descent profiles, it is possible to put
crossing points of SIDs and STARs at a location where the natural profiles will not
interact anyway. By doing so, ATC still has to monitor the crossing points, but an
obligatory level off is no longer required.
5.4.7 Striking the Balance

The diagram below draws attention to the fact that designing Terminal Airspace is rapidly
becoming a major challenge due to constraints related to national boundaries,
environmental needs and competing user requirements. Frequently, the most appropriate
placement of a route for ATC does not necessarily meet the requirements of an adjacent
Terminal Airspace and/or environmental or user needs. Thus a trade off is required.
Mindful that sustaining capacity is already a challenge in some Terminal Airspaces, it is
impossible to over-state the need for a collaborative approach between adjacent
Terminal Airspaces and between users, ATC and Airport Operators and/or other
environmental interest groups when designing terminal routes. Terminal Airspace
designers require clear directions as to whether, and to what extent, Environmental and
User requirements are to be taken into account and when this consultation should occur.

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ST
R
CO
N
A
ENABLERS
CO
NS
TR
ASSUMPTIONS
ENVIRONMENTAL OBJECTIVES OF
AIRPORT OPERATOR:
Noise Preferential Runway use
Environmentally Preferred Arrival Routes
Environmentally Preferred Depart.Routes
Environmentally Preferred Holding
The above suggests needs for
consultation as regards - Noise abatement procedures
- Noise impact and mitigation
schemes
N
AI
TR
ENABLER S
TS
N
CO
NS
TS
IN
AI
TS
ENABLERS
S
NT
I
A
ST
R
ENABLERS
CO
N
NG ARE
LDI
AS
HO
ENABLERS
Uninterrupted Climb
Minimum Delay
Simplicity of
Operation
VFR Access
ENVIRONMENTAL
REQUIREMENTS
CO
NS
TR
CDA
Minimum Delay
Simplicity of
Operation
VFR Access
DEPARTURE
ROUTES
ENABLERS
ARRIVAL
ROUTES
ATC OPERATIONAL
REQUIREMENTS
USER
OBJECTIVES
S
TE
USER OBJ: SAFETY,

EFFICIENCY & PAX. COMFORT
TS
TU
VAL ROUTES
PAR RE RO
RI
DE
U
AR
Merge flows
Segregate flows
Limit merging close
Spread traffic load
to landing runway Limit X-ings
Connectivity
Spread traffic load
X naturally
Connectivity
Segregate Compatibility
Usablity
Compatibility
G
N ARE
LDI
N A
HO here e d ot ab S
w
g
e
r
p
t
e
artu ove
No es m
res
ut
ro
Align Hold with
Terminal ARR route
Spread traffic load
CO
Terminal Routes & NSTR

Holding Areas: Objectives
NT
ATC OPERATIONAL REQUIREMENTS

Objectives: SAFETY, CAPACITY & EFFICIENCY
NT
AI
Terminal Routes & CON

ST
Holding Areas: Objectives
R
N
AI
S
NT
AI
AI
C
O
NS
TR
ASSUMPTIONS
In view of the above, it is stressed again that a collaborative approach to design is

required. Once the routes and holds have been created and are available for use - as
agreed collaboratively between all parties - they should be used in accordance with the
conditions agreed by all parties.
Mandatory Consultation Process: In some countries where a mandatory
consultation process exists, Terminal Airspace development can be discontinued
because of a failure to comply with this consultation process.
5.4.8 Guidelines
In this section, Design Guidelines for terminal routes and Holding Areas are described
with a view to creating a conceptual design based on certain assumptions, enablers and
constraints.
Guidelines related to terminal routes are preceded by an R and those to concerning
Holding Areas, by an H. They are not prioritised.
Whilst, for the most part, the Guidelines for the Design of terminal routes and Holding
Areas concentrate upon IFR flights, many of the notions contained in these design
guidelines apply equally to terminal routes promulgated for use by VFR flights. This said
however, special mention is made of route planning for VFR use where appropriate.
These Design Guidelines are based on three assumptions:
Assumption 1: An air traffic control service is provided and Radar Surveillance is
available within the Terminal Airspace;
Assumption 2: Within the context of needing to strike a balance between competing
interests referred to above, these Design Guidelines aim primarily for efficient design
of Routes and Holds with a view to enhancing safety and maximising ATM capacity.
Assumption 3: Strategic and Design Objectives as well as assumptions have been
identified by the design team.
Within the context of Striking the Balance and Assumption 2 (above), policy may
dictate that the optimisation of Terminal Route design is weighted in favour of
environmental mitigation. In such instances, designers may be required to design
longer routes and/or, minimise the likelihood of tactical routeing by radar vectors
over noise-sensitive areas.
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5.4.9 Phased Design Approach
CH4
ATM/CNS
ASSUMPTIONS
ATM/CNS
ASSUMPTIONS )
(Current/Future
(Current/Future)
Step 2
Previous
Step
CH5
TRAFFIC SAMPLE
e.g. IFPS 23.7.2003
DESIGN
RUNWAY IN USE
Primary/Secondary
IDEAL
ROUTES & HOLDS
1 & 2 RUNWAY
Step 1
MODIFY
.
ROUTES & HOLDS
ROUTES
& HOLDS
MET.
e.g. LVPs
(no. Days p/year)
COMMUNICATIONS
e.g. Voice/data link
Step 3
SURVEILLANCE
e.g. MSSR
NAVIGATION
e.g. P-RNAV
Flight
Simulation

identified: Refine new/reDesign of Routes & Holds
e.g.
*Terrain
* ILS CAT
Lack of RET
* Enrivonmental e.g.
- Noise sensitive areas
- Minimum levels (holds/over-flight)
- Visual Intrusion
e.g.
* LoAs
* ATC System Mods.
* New DME at X
* FUA arrangements
* TMA boundary change
* Director Sector required?
POTENTIAL
ROUTES & HOLDS
1 & 2 RUNWAY
ATC SYSTEM
e.g. 3 sectors max.
Next
DESIGN
MODIFY
Step
& SECTORS
AIRSPACE MODELLING
The figure above, suggests a phased approach to the design of routes and identification
of constraints and enablers.
Step 1: using assumptions only, create a conceptual design either of (ideal) routes
and holds or modify existing routes/holds; then
Step 2: refine the output of Step 1 by adding-in PANS-OPS feasibility. Constraints
and enablers are identified at this stage and the routes modified accordingly.
Step 3: may be used if it is necessary to establish the flyability of the terminal routes.
Note 1: Usually, holding patterns are designed along routes and the routes are therefore
designed first. Where required, however, it may become necessary to identify the
airspace available for holding and design the relevant terminal routes as a function the
placement of the holding areas.
Note 2: Throughout the design process, a qualitative analysis should be undertaken - see
Part C, Chapter 3 and iterations of the Routes after the design of the Holds are required
to stream-line the conceptual design of Routes and Holds.
Note 3: Designers attention is drawn to the importance of the ATC System as an enabler
(or constraint) in the context of designing Routes and Holds.
Comment: When should designers design an ideal system as opposed to modifying the
existing system? In most instances, a major change to the operating conditions of the
Terminal Airspace would be a good time to attempt a clean start by designing an ideal
route/hold system. Such major changes may include (i) the addition/closure of a runway
at a major airport; (ii) the creation/closure of an airport within a Terminal Airspace; (iii)
addition/removal of Terminal Area Radar; (iv) addition/removal of critical navigation or
landing aids; (v) significant change to traffic distribution (e.g. as brought about by political
events). Designers find it a useful exercise to periodically design an ideal system and use
it as a benchmark against which to measure actual design.

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5.4.10
Terminal Routes
R1. TERMINAL ROUTES SHOULD BE SEGREGATED AS MUCH AS POSSIBLE

R1 Full Description: TO THE EXTENT POSSIBLE FROM AN ATM OPERATIONAL
PERSPECTIVE, TERMINAL ROUTES SHOULD BE SEGREGATED FROM EACH
OTHER BOTH LATERALLY AND VERTICALLY SO AS TO ENHANCE SAFETY AND
TO MINIMISE THE CONSTRAINING EFFECT OF THESE ROUTES UPON EACH
OTHER.
This Guideline contains three elements, all of which aim to ensure that Terminal (arrival
and departure) routes are kept apart as much as possible. Whilst Guideline R1.1 and
R1.2 are alternative ways of resolving the SID/STAR interaction (though R1.1 is
preferred, see below) Guideline R1.3 is an add-on which may be viewed as
complementary to R1.1 and R1.2.
R1.1: to the extent possible, terminal arrival and departure routes should be
laterally segregated from each other;
Can the type of route shown in Figure below be designed for B-RNAV
certified aircraft? Given that B-RNAV certification has no requirement for a
database (the RNAV system is only required to accept manual entry of four
way points) and that the turn anticipation is in the region of 22NM, B-RNAV.
Terminal routes requiring precise turns cannot be designed for aircraft having
only B-RNAV certification.
Can the type of route shown in Figure below be designed using P-RNAV?
Yes. The requirement for a database is one of the fundamental differences
between B-RNAV and P-RNAV. This said, whilst P-RNAV certified aircraft are
capable of more precise turns, consistent track keeping is not guaranteed.
For this, RNP RNAV with its Radius to Fix capability is required.
Does RNAV change how close the down-wind can be designed to the landing
runway? It does not. The minimum distance between the downwind and the
landing runway is a function of aircraft performance e.g. the slower the
aircraft the closer the downwind can be placed. This said, inertia of
(particularly) large aircraft on the turn makes it impracticable to place the
downwind closer than 5NM. (Placing the down-wind closer than this
increases the risk of aircraft over-shooting the final approach track when
turning to final.
Space Permitting, it is recommended that terminal routes are not designed
through areas of known and/or frequent turbulent weather phenomena.
To the extent possible, designated VFR routes should be segregated from

IFR arrival and departure routes. To this end, visual reporting points should
be carefully selected.
R1.1
R1.1

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R1.2: to the extent possible, terminal arrival and departure routes should be
vertically segregated from each other as a function of aircraft performance:
where arrival and departure routes are required to cross each other, the
crossing point should be chosen so that the optimum vertical profiles of
climbing and descending have a minimum constraining effect on each other.
Fulfilment of this Guideline requires an understanding and appreciation of aircraft
performance. Aircraft performance information could be obtained from pilots on the
design team. Of special interest would be optimum aircraft performance i.e. not
constrained by ATC or environmental requirements. The aircraft performance in question
concerns primarily the aircrafts speed and rate of climb and descent in a temperature
band common to the operating environment. Given that a Terminal Airspace usually
caters to a wide range of different aircraft, account will need to be taken of this
performance range. Designers should be aware that the same aircraft type may operate
quite differently with different payloads or during different seasons. Seeing as some
Terminal Airspaces are subjected to seasonal traffic peaks, the overall design plan
should strive, as far as practicable, design routes in a manner that satisfies those
(seasonal) peaks. However, the final result is likely to be a compromise.
The figure for R.1.1 and the figure below can serve to illustrate the application of this
Guideline. The left hand sketch of the figure below shows that the departing aircraft has
flown 7NM from take-off when the arrival is 30NM from touchdown. By referring to the
graph below, this crossing can be considered feasible because a departure at 7NM
after take-off is likely to be at approximately 3500 feet AMSL (and accelerating to 250kts,
for example) when arriving aircraft at 30NM from touchdown are likely to be between
7500 and 10,000 feet (dependent on the Rate of Descent). Thus the minimal vertical
distance likely to exist between arriving aircraft and departing aircraft on optimum
profiles at this crossing point is 4000 feet.
Using the right hand sketch of the figure below together with the graph, a different
situation emerges, between the two arrival slopes and two departure gradients at 7% and
10% respectively. At the point marked CP, the right hand sketch of the figure below
shows that the departing aircraft has flown 22NM from take-off when it crosses the
arrival which is 32NM from touchdown. This is an unsuitable crossing because
departures at 22 NM after take-off on a 7% or 10% gradient are likely to be between
7600 feet and 11,000 feet respectively when the arriving aircraft at 32 NM from touch
down are likely to be 7930 feet and 10,225 feet respectively. Given that it is desirable to
ensure that the optimum profiles facilitate naturally the minimum vertical separation
minima of 1000 feet, this crossing point is unsatisfactory.
The above does not suggest that aircraft climb performance is the only factor to be
considered in determining the vertical distance between the aircraft at the crossing point.
Neither should it suggest that 1000 feet is the minimum vertical separation to be applied
at all crossing points. On the contrary, designers and planners should take various other
factors into account in the determination of the vertical distance between the aircraft at
the crossing point. These include:
History of level busts: where applicable. (Mitigation might include publishing level
restrictions which ensure 2000 feet between the climbing and departing aircraft at
the crossing point);
Nuisance ACAS alerts: an appreciation of how ACAS Traffic and Resolution

Advisories may be triggered by route geometry. (For information on ACAS
hotspots and ACAS safety information, see ACAS Safety Bulletin 18 of July
2002;
Low Transition Altitude: Experience has shown that requiring climbing aircraft to
http://www.eurocontrol.int/acas/LatestNews.html

Version 1.6
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5-30
stop their climb at or in the vicinity of a low Transition Altitude may increase the
likelihood of level busts. The same may be true of arriving aircraft as regards the
Transition level.
Arrival
30NM from Touchdown
Departure
7NM from Take-Off
R1.2 (Graph 5-1)
R1.2 (Graph 5-1)
RNAV is all about point-to-point navigation; why is it necessary to design the

downwind leg of RNAV STARs close to the runway. R1.2 concerns finding
the most suitable crossing point between an arrival and departure route so as
to restrict, to the minimum, the vertical profile of the crossing aircraft. The
application of RNAV does not change the desirability of applying R1.2.
Although users sometimes react adversely to the realisation that RNAV has
not served to reduce track mileage in this instance, they usually react
positively to the freer aircraft profiles.
What are the alternatives to designing a downwind as per R1.2.? This
question arises where the downwind as shown cannot be designed either
because of noise sensitive areas close to the airport or where the richness of
terrain makes such design impossible.
Fortunately, alternatives do exist especially if a robust &detailed equivalent of
the graphs above is custom made for a Terminal Airspace. If this graph is
developed with the assistance of pilots, it should provide a greater spread of
descent/climb profiles which may provide alternative which include
RE-locating the SID/STAR crossing points whilst respecting R1.2, if

possible (e.g the SID could continue on runway heading for a greater
distance);
raising the climb/descent level restrictions at the crossing point;
permitting only quieter aircraft to fly on the SID/STAR shown in

figure above (these aircraft would be identified as a combined
function of the graph below and data collected from noise monitoring
points in the vicinity of the airport)

Version 1.6
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SAMPLE ARRIVAL/DEPARTURE PROFILES

(Aerodrome Elevation at M.S.L)
DISTANCE TO TOUCHDOWN IN NM
60
57
54
51
48
45
42
39
36
33
30
27
24
21
18
15
12
T/D
T/0
12
15
18
21
24
27
30
33
36
39
42
45
48
51
54
57
60
36000
34000
32000
30000
28000
26000
ALTITUDE ABOVE MSL
24000
22000
20000
18000
16000
14000
12000
10000
8000
6000
4000
2000
0
DISTANCE FROM TAKE-OFF IN NM
Max ARR Slope
DEP 3% Gradient
DEP 7% Gradient
Optimum descent
DEP 10% Gradient

Version 1.6
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R1.3: to the extent possible, terminal [departure] routes should be laterally

segregated as soon as possible after departure, subject to guidelines R1.1 and
R.1.2
This Guideline may be considered the converse of Guideline R3 (which requires arrival
routes to be merged progressively as they approach the entry point of a Terminal
Airspace).
Whilst this Guideline seeks to laterally segregate Terminal Departure Routes as soon as
possible after departure, it should only be used within the limits of Guideline R1.2.
The differences between the designs, shown in the two right-hand diagrams in the figure
below, concern the arrangement of the departure routes. Whereas the departure routes
fan-out in the top-right sketch, the departure tracks in the bottom right hand sketch are
parallel after the first turn and likely to be spaced by a distance exceeding the Radar
Separation minima. This configuration would probably make it easier to manage a
relatively complex crossing of the downwind.
If 3NM is the Radar separation used in a Terminal Airspace, will the aircraft
operating on parallel RNAV terminal routes spaced at 5NM be procedurally
separated? No. In order for aircraft to be procedurally separated in such
instances, the parallel RNAV terminal routes should be spaced at a distance
detailed in ICAO Annex 11 Attachment B.
If 3NM is the Radar separation used in a Terminal Airspace, is it possible to
design parallel RNAV terminal routes at 5NM? Yes - but the aircraft operating
on the centrelines of these routes are not automatically separated and it is
incumbent upon the Radar Controller to ensure that the 3NM Radar
Separation is not infringed. This technique of route design is sometimes used
in high-density Terminal Airspace; the publication of such parallel RNAV
terminal routes reduces the amount of Radar Vectoring that the controller has
to do, though the Radar monitoring workload may be high.
Aircraft performance and RNAV permitting, would be possible to build an
altitude restriction into the right-turn departure tracks so that they can be
hopped over the arrival downwind track? Extreme caution should be
exercised if an operational requirement is identified for a SID to climb above
a STAR, as opposed to the failsafe option of the departure being constrained
below an arrival route. This is because the existing PANS-ATM criteria
related to the Area of Conflict (see PANS-ATM Chapter 5), are not generally
considered useful in European Terminal Airspace. (This is because the
PANS-ATM provisions do not provide distances from the crossing point which
are considered practicable for European Terminal Airspace operations, most
of which are conducted in a Radar environment. Furthermore, PANS-OPS
obstacle clearance criteria cannot be used to determine track separation.
When the traffic mix is populated by a high-number of low performance
aircraft, it may be useful to design separate Terminal Departure or Arrival
Routes to accommodate these aircraft. This can be particularly advantageous
as regards noise. Examples include the design of SIDs with early turnouts
for less noisy aircraft, or the design of Terminal (Arrival) Routes for lower
performance aircraft (which may also simplify sequencing for ATC_.
Whenever possible, VFR (departure) routes should be designed so as to
clear the initial departure area used by IFR routes, as soon as possible

Version 1.6
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High
Complexity
XXX X X
25
07
07
25
R1.1
R1.2: (Graph 5-1)
R1.3
R1.1
R1.2: (Graph 5-1)
R1.3
Managed
Complexity
07
25
07
25
R1.1
R1.1
R1.2: (Graph 5-1)
R1.2: met (Graph 5-1)
R1.3
R1.3
R1.4 to the extent possible, missed approach tracks should be segregated from
each other and from the initial departure track of terminal departure routes so
as to extract the maximum benefits of operating independent runways and/or
converging runways.
Requirements for the design of departure and missed approach procedures from parallel
(or near parallel) runways are detailed in PANS-ATM (Doc 4444) and PANS-OPS (Doc
8168). See also the ICAO SOIR Manual, Doc 9643, 1st Edition 2004.
R2. TERMINAL ROUTES TO BE CONNECTED AND COMPATIBLE
R2 FULL Description: TO THE EXTENT POSSIBLE, TERMINAL ROUTES SHOULD
BE CONSISTENTLY CONNECTED WITH THE EN-ROUTE ATS ROUTE NETWORK
AND BE COMPATIBLE WITH TERMINAL ROUTES IN ADJACENT (TERMINAL)
AIRSPACES., IRRESPECTIVE OF THE RUNWAY IN USE.
Closely related to Guidelines R1.1, this guideline establishes that Terminal Routes be
integrated into the greater Route Network of ATS routes.
R2.1: to the extent possible, terminal routes should consistently be connected
with the en-route ATS route network irrespective of runway in use.
The points at which the en-route ATS routes and terminal routes connect should remain
constant. There is no automatic requirement for terminal routes to fit in with the
existing ATS route network. Adjustments to both the En-route and terminal routes should
be accommodated so as to obtain the best overall result as regards the design and
strategic objectives.
RWY27
25
R2.1
07
25
07
R2.1
RWY09

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R2.2: to the extent possible, irrespective of runway in use, terminal routes

should be compatible with routes in adjacent terminal airspaces (whether the
terminal airspace is remote or immediately adjacent).
This Guideline seeks to ensure the same consistency between terminal routes of
adjacent Terminal Airspaces as is required in R2.1. Significantly, this Guideline draws
attention to the fact that this compatibility be sought even with terminal routes in more
remote Terminal Airspace - even those located in a different sovereign airspace
R2.3: to the extent possible, change to the runway in use should create
minimum operational complexity to the terminal routes structure.
Whilst this Guideline effectively repeats the ideas embodied in R2.1 and R2.2, it is stated
specifically with a view to drawing attention to the terminal routes inside the Terminal
Airspace. As such, this Guideline suggests that the terminal route structure for one
runway configuration should seek to mirror that of the inverse runway configuration so as
to minimise operational complexity. Naturally, neither R2.1 nor R2.2 should be
compromised, as far as practicable.
The difficulty inherent in this guideline occurs particularly in those instances when the
geographic distribution of traffic is unequal - as is often the case with Terminal Airspaces
located on the geographic periphery of Europe.
In Figure below, the crossing point marked with an X may appear to contradict R1.2
Whenever possible, this guideline should be applied in particular to VFR

routes so as to minimise the likelihood of adding to complex operations when
a change is made to the runway in use.
R3. TERMINAL ROUTES SHOULD BE MERGED PROGRESSIVELY AS THEY

APPROACH THE TERMINAL AIRSPACE
R3 Full Description: TO THE EXTENT POSSIBLE, PUBLISHED TERMINAL ROUTES
SHOULD BE PROGRESSIVELY MERGED AS THEY APPROACH THE TERMINAL
AIRSPACE SO AS TO LIMIT THE NUMBER OF ARRIVAL GATES INTO THE
TERMINAL AIRSPACE TO A MAXIMUM OF FOUR.
This guideline aims to simplify the route structure within Terminal Airspaces by ensuring
that the complex task of traffic merging is done outside the Terminal Airspace.
Whilst the merging of arrival traffic flows should (ideally) be accomplished outside the
Terminal Airspace, this does not suggest that the Terminal Airspace should only have
four entry points. Indeed, there are two well known instances where it is desirable not to
merge the arrival flows towards a common point. These are
where the aircraft performance mix is such that there is a marked speed
difference in a large percentage of the traffic; or (/and)
where the Terminal Airspace contains several major airports.

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In either of the above cases, it is usually better to merge the arrival flows towards what
might be called entry gates, each of which may contain arrival flows which are
segregated either for different performance or for different airport destinations. In
exceptional circumstances, it may even be necessary to split a common arrival flow into
segregated routes inside the Terminal Airspace, especially to segregate different aircraft
(speed) performance.
X
A
R3
R3
ENTRY GATE
R3

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5.5
Holding Areas
H1 HOLDING AREAS SHOULD BE LOCATED WHERE THEY WILL CREATE

MINIMUM OPERATIONAL COMPLEXITY.
H1 Full Description: TO THE EXTENT POSSIBLE, PUBLISHED HOLDING AREAS
SHOULD BE LOCATED SO AS TO ENSURE MINIMUM OPERATIONAL
COMPLEXITY BETWEEN EN-ROUTE AND TERMINAL AIRSPACE (AND ADJACENT
TERMINAL AIRSPACE).
Two methods are commonly employed to meter aircraft bound for congested Terminal
Airspaces: one uses departure delay mechanisms (to avoid aircraft holding on entering
the Terminal Airspace), and the other uses holding patterns to stack aircraft for
sequencing into the Terminal Airspace.
Comment:
Whilst the choice of either method can be argued convincingly and applied efficiently, it is
opportune to mention the reason commonly cited by proponents of the holding pattern
method for this choice of option. The placement of holding patterns at strategic points
prior to Terminal Airspace entry is based upon the idea that by keeping constant
pressure on the Terminal Airspace, less airspace is likely to be wasted because the
metering of traffic is done closer to landing. Thus where holding patterns are used, the
metering and sequencing is likely to be tactical and respond in real time to the actual
traffic situation (as opposed to the longer range/strategic mechanism that the departure
delay method involves).
Because VFR flights usually hold over a visual reference point and the
airspace required for VFR holding is generally much smaller than that
required for IFR flights.
This Guideline H1 has two elements, both of which are integral parts of the whole - and
related to Guideline R3.
H1.1: to the extent possible, holding patterns serving a terminal airspace
should ideally be located either at an entry point OR GATE or outside the
terminal area.
The reason for this is the same as that given for R3. This Guideline implies that holding
patterns should not be located at Terminal Airspace exit points/gates or at the crossing
point of Terminal Departure and Arrival Routes. (See Guidelines for Routes).
In contrast what this guideline suggests for IFR holding patterns, many
designers find it useful to locate the VFR holding areas relatively close to the
airport so as to facilitate the sequencing of VFR flights with IFR arrivals.
H1.2: to the extent possible, the location of holding patterns should be such as
to create minimum operational complexity for both en-route and terminal
airspace and for adjacent terminal airspaces.
Ideally, the location of holding patterns should strive to create minimum overall
complexity for the entire air traffic system. This implies the need for a collaborative
approach (between En-route and Terminal and between Terminal Airspaces) and making
the necessary trade-offs when seeking to locate holding patterns.
H1.3: to the extent possible, the location of holding patterns should remain
constant, irrespective of the runway in use.
This guideline supplements R3. The location of the holding patterns should not be
affected by change to the runway in use.

Version 1.6
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This guideline is of particular importance as regards VFR holding areas, and

should be applied to the extent possible.
H.1
R1.2 (Graph 5-1)
As far as practicable, Terminal Holding Areas should not be located in areas of

known and/or frequent turbulent weather phenomena, so that they can be used
when airport operations have been suspended due to adverse weather..
When the traffic mix is populated by a high-number of low performance aircraft,
it may be useful to design separate Terminal Holding Areas to accommodate
these aircraft. This can be advantageous as regards noise and simplify
sequencing for ATC.
H2 THE INBOUND TRACK OF A HOLDING PATTERN SHOULD BE CLOSELY

ALIGNED WITH THE SUBSEQUENT TERMINAL ARRIVAL ROUTE.
H2 Full Description: TO THE EXTENT POSSIBLE, THE INBOUND TRACK OF
PUBLISHED HOLDING PATTERN SHOULD BE ALIGNED WITHIN 30 OF THE
SUBSEQUENT TERMINAL ARRIVAL ROUTE.
This guideline aims to enhance the efficiency of the holding pattern by assuring that
aircraft are not required to make excessive turn manoeuvres when leaving the holding
pattern and thus risk over-shooting the turn. If such excessive turn manoeuvres are
inevitable, a speed restriction could be included into the procedure to reduce the risk of
overshooting the turn.
H2
H2

Version 1.6
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5.6
Flight Procedures
Terrain and Obstacle Clearance

The design principles addressed in this document refer to the conceptual design of the
Airspace structures (routes, holds, ATC sectorisation etc.). PANS-OPS addresses the
final stage of this design process by assuring the desired structures are clear of obstacles
considering the criteria in ICAO Doc 8168.
The details of Flight Procedure design in accordance with obstacle clearance criteria are
outside the scope of this document. For details on the safe design of procedures with
respect to terrain and obstacle clearance, refer to ICAO Doc 8168 and consult a qualified
PANS-OPS designer.
In logical steps, PANS-OPS design is done after the conceptual design, assessment of
the design concept, assessment of the design validation and the implementation
planning. However, it can be useful to involve a PANS-OPS designer from the beginning
of the project.

Version 1.6
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5.7
Navigation Specification
5.7.1 RNAV Routes & Holds

Differences and Similarities between Conventional and RNAV Routes
Route Placement
The most obvious difference between RNAV and conventional routes concerns the
freedom the designer has as regards route placement. In contrast to conventional
terminal routes, RNAV routes need not be designed so as to pass directly over or be
aligned directly with a ground-based navigation aid. This means that although RNAVbased routes rely on the navigation infrastructure (including GNSS which is not used to
design conventional Routes), greater flexibility is provided as regards where the routes
can be placed.
Way-points
Another significant difference between RNAV and conventional routes is that RNAV
routes are defined by way-points as opposed to conventional fixes. (Note, however, that
a conventional fix may also be defined as an RNAV way-point). Unlike conventional
routes which are usually defined by tracks between fixes, an RNAV route is defined by
tracks between way-points.
Route Information
A third noteworthy difference between RNAV and Conventional terminal routes is the way
in which route information is provided to the operator. Whilst route information for both
conventional and RNAV routes is provided to operators in original AIP format consisting
of charts and explanatory text, RNAV route information needs to translated into a format
that can be stored in a navigation database before it can be used by the aircraft
navigation system.
This transformation of aeronautical data from State published format into usable data for
the operator occurs in a series of steps. Using State-originated aeronautical information,
data base suppliers collect and code this information in a standard data format known as
ARINC424 (Navigation System Database Specification). This data format, which is
usable by navigation system databases, is then packed by the original equipment
manufacturer (OEM9) for use in the database of a particular operator (the end user).
This transformation of route information into ARINC 424 format is made possible by the
use of Path and Terminators developed by ARINC. Path Terminators can be described
as industry standard for describing route information. These Path Terminators are twoletter codes: the first describes the type of flight path (e.g. a track between two waypoints) and the second the route termination point (e.g. a fix). Thus, for example, track to
a fix (TF) path terminator would be used to code a route between two way-points.
Turns
From an airspace designers perspective, it is useful to understand that the design of
turns on RNAV routes by PANS-OPS designers is different to conventional routes. As
with straight segments of routes, turns also have to be coded into the route information
using the Path and Terminator system. Turns can be coded in one of four ways:
Original Equipment Manufacturer of the RNAV system.

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Fly-By
Transitions
Fly-Over
Transitions
Fixed-Radius
Transitions
Conditional
Transitions
The
navigation
system
anticipates
the
turn
onto
the
next leg. In
en-route
mode (see
below) turn
anticipation
can start as
much
as
20NM
before the
(turning)
way-point.
The
aircraft
over-flies
the
way-point
before starting
the turn onto
the next leg.
In this instance, the

aircraft
flies
a
specific turn with a
defined radius. This
type
of
turn
provides
where
the
RNAV system
initiates
a
transition
This type of turn

is exclusive to
Terminal
Airspace, and
then only when
it is not possible
to use a fly-by
or fixed-radius
transition e.g. to
define
an
extended centre
line.
the most accurate,

predictable
and
repeatable
turn
performance by all
aircraft
and
is,
generally, the
preferred method
for transitions with
large track angle
changes.
Most
current
RNAV
systems
cannot
accommodate this
coding at present.
once a specific
altitude
has
been reached.
Conditional
transitions that
involve a turn
are defined by
the preceding
leg,
the
subsequent leg
and
an
altitude
restriction.
Note: From the designers perspective - particularly that of the PANS-OPS specialist - it is
useful to be aware that the way in which the RNAV system executes the turn is
determined by whether the RNAV system (or FMS) is operating in en-route or Terminal
mode. Generally, it may be said that when in en-route mode, the turn anticipation for flyby transitions will be considerably greater in Terminal mode. The designer should be
aware that the all RNAV systems (and FMS) do not define en-route and Terminal mode
the same way. Being aware of these aspects, the PANS-OPS procedure designer
designs routes so that its coding ensures the greatest track predictability for ATC.
RNAV Holds
With the existing RNAV standards currently used in Europe - particularly P-RNAV in
Terminal Airspace - it is possible to design RNAV holding patterns. Given the absence of
fixed radius turn capability in such standards, however, the holding areas of current
RNAV holding patterns is of similar shape and dimension to those whose designs are
based on conventional navigation. Should the design of holding patterns become based
upon RNP RNAV in the future, it should become possible to make significant reductions
to size of the holding area (MASPS DO236()). On some occasions, this may allow for
holding patterns to be placed where it is currently not possible so to do, or for three
holding patterns to be placed in an space currently limited to two holding patterns.
RNAV - future prospects
Airspace designers and developers of ATM/CNS standards are becoming interested in
the potential benefits that may accrue to ATM thanks to the potential availability of
containment integrity inherent in the RNP RNAV MASPs10. It is hoped that it will become
possible to reduce the spacing between parallel RNAV routes and enhance or develop or
extend the use of RNAV-based separation standards.
10
In the MASPS (DO-236()), containment integrity is defined as .. A measure of confidence in the estimated position,
expressed as the probability that the system will detect and annunciate the condition where TSE is greater than the cross
track containment limit. Containment integrity is specified by the maximum allowable probability for the event that TSE is
greater than the containment limit and the condition has not been detected. That is, P(E2) = Pr(TSE>containment limit and no
warning is given)

Version 1.6
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5.8
Terminal Airspace Structures
This chapter presents Design Guidelines for Structures and Sectors. They are intended
to support creation of the design concept for a specific Terminal Airspace. The design of
Structures and Sectors follows the design of Routes and Holds (previous chapter). Given
the phased approach described in this document, constraints and enablers for Structure
and Sectors are identified in a phased manner as described below. As with Routes and
Holds, the structures and sectors need to be subjected to a qualitative assessment
against the selected safety and performance criteria as well as the Reference Scenario, if
appropriate.
DESIGN:
AIRSPACE & SECTORS
DESIGN:
ROUTES & HOLDS
ROUTES & HOLDS

AIRSPACE & SECTORS
STRIKING THE BALANCE

A diagram oriented towards airspace structures and sectors 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.
STRUCTURES &
SECTORS: Objectives
ATC REQUIREMENTS
SAFETY, CAPACITY & EFFICIENCY
SUFFICIENT AIRSPACE TO
ACCOMMODATE
ROUTES (TACTICAL
AND PUBLISHED)
HOLDING PATTERNS
TRAFFIC
SEQUENCING
TECHNIQUES
USER REQUIREMENTS
Unhindered airspace
access
ENVIRONMENTAL
REQUIREMENTS
Airspace
STRUCTURES &
SECTORS: Objectives
ATC REQUIREMENTS
SAFETY, CAPACITY & EFFICIENCY
SUFFICIENT AIRSPACE TO
ACCOMMODATE ROUTES (TACTICAL
AND PUBLISHED)
HOLDING PATTERNS
TRAFFIC SEQUENCING
TECHNIQUES
USER REQUIREMENTS
Unhindered airspace
access
ENVIRONMENTAL
REQUIREMENTS
Airspace Prohibitions
over cities, natural
parks, residential areas

Version 1.6
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GUIDELINES
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 a 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
Assumption 2: Within the context of needing to strike a balance between competing
interests, 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
previous chapters.
5.8.1 Phased Design Approach

ATM/CNS
ASSUMPTIONS
(Current/Future)
TRAFFIC
ASSUMPTIONS
DESIGN
MODIFY
RUNWAY IN USE
Primary/Secondary
IDEAL
ROUTES & HOLDS
1 & 2 RUNWAY
.
ROUTES & HOLDS
Step 2

identified: new/redesign of
Structure
Previous
Steps
MET.
ASSUMPTIONS
COMMUNICATIONS
ASSUMPTIONS
Flight
Simulation
SURVEILLANCE
ASSUMPTIONS
POTENTIAL
ROUTES & HOLDS
1 & 2 RUNWAY
NAVIGATION
ASSUMPTIONS
* ATC system (Does ATC system

permit quick alterations to electronic
maps? ?)
* FUA arrangements (can ATC
system accommodate airspaces
which are switched on and off?)
Next
Step
ATC SYSTEM
ASSUMPTIONS
CH6
DESIGN
Step 1
MODIFY
Step 3
& SECTORS
Step 5
AIRSPACE MODELLING
STRUCTURES
& SECTORS
Step 4
(Output = POSSIBLE
ROUTES, HOLDS &
AIRSPACE, SECTORS
1 & 2 RUNWAY)
Part D
Part E
IMPLEMENTATION
& REVIEW

identified: Refine new/re
Design of Sectors.
e.g.
*Can ATC system support sectorisation?
* Time required to make system changes?
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.
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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
5.8.2 Terminal Airspace Structures

ST1: TERMINAL ROUTES, HOLDING PATTERNS AND THEIR ASSOCIATED
PROTECTED AIRSPACES ARE TO BE CONTAINED WITHIN CONTROLLED
AIRSPACE
ST1 FULL DESCRIPTION: TO THE EXTENT POSSIBLE, WHERE THE TERMINAL
AIRSPACE IS SURROUNDED BY UNCONTROLLED AIRSPACE, THE PROTECTED
AIRSPACE OF DESIGNATED TERMINAL ROUTES AND HOLDING AREAS ARE TO
BE CONTAINED WITHIN THE TERMINAL AIRSPACE IN BOTH THE LATERAL AND
VERTICAL PLANE.
Uncontrolled
Airspace
Uncontrolled
Airspace
St1
St1
Uncontrolled
Airspace
Uncontrolled
Airspace
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.
St1.1
St1.1
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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ST2: TO THE EXTENT POSSIBLE,. A TERMINAL AIRSPACE SHOULD BE

COMPATIBLE WITH THE ROUTES AND HOLDS TO BE CONTAINED WITHIN IT.
Because the shape and design of a Terminal Airspace depends upon the Terminal routes
and holds to be contained within it, and that Terminal routes/holds are based on certain
assumptions, it follows that the shape of each Terminal Airspace will be unique
St2
St2
St2
Being three dimensional, Terminal Airspace structures have width, length and
height/depth with defined lateral and vertical limits. That these limits need not be uniform
is a natural result of this Guideline. Indeed, the structures lower limits are frequently
stepped as may be the case with the upper limit.
Note 1:
If tactical vectoring is to be used by ATC, the Terminal Airspace dimensions
should ensure that sufficient space if provided for sequencing and separation of traffic.

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ST2.1: to the extent possible, both vertical and lateral dimensions of a terminal
airspace structure should be compatible with aircraft flight profiles, having
taken obstacle clearance criteria into account.
16000
16000
12000
12000
W
8000
8000
ARRIVALS
DEPARTURES
4000
4000
RWY
DEP 3%
DEP 7%
DEP 10%
ARR MAX
ARR 3
Controlled Airspace
W
Whilst the above diagrams suggest that the Terminal Airspace structure is a function only
of the aircraft performance, obstacle clearance must be accounted for as well. As such,
they illustrate how to arrive at compatibility between the structure and the routes and
holds protected by the structure. The diagrams show how the vertical limits and
horizontal limits of the Terminal Airspace may be arrived at with sample climb and
descent profiles. Tactical vectoring routes should also be accounted for when deciding
the structures dimensions. The conclusion that may be drawn from these diagrams is
that there is a relationship between the width/height of a TMA and aircraft profiles.
Importantly. the lower limit of the airspace must not be lower than a minimum height
described by ICAO - excluding the part of the structure that is to serve as a CTR (which
by definition, starts at the surface).
Compatibility needs also to be assured as regards non-designated Terminal routes e.g.
Radar Vectoring. The Terminal Airspace should allow for sufficient space for Radar
Vectoring to occur.
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ST3: TO THE EXTENT POSSIBLE, ONLY THE AIRSPACE NECESSARY TO

CONTAIN THE TERMINAL ROUTES SHOULD BE DESIGNATED AS TERMINAL
AIRSPACE SO AS NOT TO CONSTRAIN THE OPERATION OF NONPARTICIPATING (USUALLY VFR) FLIGHTS.
St3
St3
Designers should keep in mind that VFR pilots usually navigate by visual reference points
and as such, the boundary of the Terminal Airspace should be easy for VFR pilots to
detect.
To this end, two sub-guidelines are provided.
ST3.1: TO THE EXTENT POSSIBLE, in order to avoid unauthorised penetrations
of the terminal airspace, the determination of its lateral limits should take into
consideration the ability of non-participating VFR flights to identify visual
reference points denoting the controlled airspace boundary
Although it is tempting to design a complex structure to avoid airspace wastage, if the
limits of the structure are difficult for VFR pilots to detect, the structure could be
instrumental in reducing the safety of operations by increasing the likelihood of
unauthorised airspace penetrations. :
ST3.2 TO THE EXTENT POSSIBLE, in order to avoid unauthorised penetrations
of the terminal airspace, the determination of its lower limits should take into
consideration the needs of non-participating (usually) VFR traffic to operate
freely beneath the terminal AIRSPACE (1).
Examples of Terminal Airspace whose lower limit is not the surface of the earth include
TMAs and CTAs.
St3.2
St3.2

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ST4: WHEN NECESSITATED BY OPERATIONAL REQUIREMENTS DESIRABLE,

ADJACENT TERMINAL AIRSPACES SHOULD BE FUSED INTO ONE TERMINAL
BLOCK SO AS TO REDUCE OPERATIONAL COMPLEXITY.
ST4 Full Description: WHERE ADJACENT TERMINAL AIRSPACES WHICH ARE IN
CLOSE PROXIMITY TO ONE ANOTHER AND HAVE INTER-DEPENDENT TERMINAL
ROUTEING SCHEMES, CONSIDERATION SHOULD BE GIVEN TO NEGOTIATING
WITH THE APPROPRIATE AIRSPACE AUTHORITY TO FUSE THE TERMINAL
AIRSPACES INTO ONE TERMINAL AIRSPACE BLOCK WITH A VIEW TO
INCREASING THE ATM EFFICIENCY IN THE TOTALITY OF THE SINGLE BLOCK.
St4
Boundary
Limits of 'fused'
Terminal Bloc.
Boundary
St4
The circle in the upper diagram of denotes both interacting traffic flows and a potential
problem area in terms of crossing routes close to the Terminal Airspace limits, the
problem is created by the fact that the boundary has been forced to coincide with
another e.g. a national boundary. The lower diagram shows that by creating one
Terminal Airspace Bloc, ATM can be rendered more efficient by increasing the
sectorisation options in the total airspace.
ST5:
WHEN
NECESSITATED
BY
OPERATIONAL
REQUIREMENTS,
CONSIDERATION SHOULD BE GIVEN AS TO WHETHER AND TO WHAT EXTENT,
CERTAIN PARTS OF THE AIRSPACE ARE TO BE SWITCHED ON OR OFF IN
ACCORDANCE WITH THE FLEXIBLE USE OF AIRSPACE CONCEPT.
To accommodate such needs, a portion of the TMA can be published with its own
identifier e.g. TMA II having its own dimensions, so airspace users and controllers can
easily identify that portion of the airspace which is subjected to FUA.
ST5.1: Where airspace restrictions or reservations are established above or
below Terminal Airspace, it is essential that, depending on the activity
conducted, adequate buffers be established above/below these airspaces
restrictions or reservations, in order to ensure that ATS can provide adequate
safety margins.

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5.9
SECTORS
From a design perspective, the sectorisation of a Terminal Airspace is one of the most
common ways in which to distribute workload between controllers so as to ensure the
safe and efficient management of air traffic within the airspace volume. Whether
Sectorisation is necessary is decided - almost exclusively - on the basis of ATC workload
which may impact upon safety. Because the frequency and number of air traffic
movements constitutes one of the main factors affecting ATC workload, the importance of
the selection of a realistic traffic sample and identification of the predominant runway in
use cannot be over-stressed. Once it has been properly analysed (as regards time and
geographic distribution), it is assigned to the modified or new Terminal routes which have
been designed. Qualitative assessment of the traffic sample supported by Airspace
Modelling is a common method used to identify the need for Sectorisation.
In order to appreciate the complexity of determining capacity of a TMA volume (or
sector), it is worth mentioning the variety of factors which affect the number of aircraft that
can be handled by a single controller in a given time period. None of these factors can be
viewed in isolation. Each factor is a variable in the overall capacity equation.
Design of Terminal routes. The more segregated the routes both vertically and
laterally, the less the active the workload of the controller;
Use of designated arrival and departure routes such as SIDs/STARs. Generally, the
greater the number of published routes, the less RTF required (Note, however, that
an excessive number of SIDs/STARs can create a high pilot workload or introduce
errors).
The accuracy of the navigation performance of aircraft operating on designated

routes. The greater the accuracy, the less the need for controller intervention.
Phase of flight. Generally, arrivals are more labour intensive than departing flights
especially if extensive use is made of tactical routeing as opposed to designated
routes such as STARs.
The complexity of the instrument approach procedure : especially in terrain rich areas
or for reasons of environmental mitigation, the Radar monitoring workload can be
high with respect to complex manoeuvres.
The altitude of the airport, ambient temperature and airport infrastructure affect
runway occupancy and in-trail spacing interval. At hot and high airports, holding may
be required to compensate for any of these factors - which is work intensive.
High mix of aircraft performance and/or aircraft navigation performance: Generally,

the greater the mixes, the higher the workload as speed differences and navigation
performance differences have to be catered for by the controller.
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.
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 the appropriate qualifications, the availability of working positions and the
capabilities of the ATM system. 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 European Route Network Improvement Plan - Part 1
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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
Functional Sectorisation where divisions of the Terminal Airspace volume is

determined as a function of the aircrafts 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.
Upper ACC Sectors
Upper ACC Sectors
ACC S1
ACC S1
ACC S2
ACC S2
ACC S3
Approach Upper
Approach E
Approach W
TRANSFER OF
CONTROL POSITION
DIVISION OF
RESPONSIBILITY
ACC / APP
FAD
Upper ACC Sectors
ACC S1
ACC S2
Upper ACC Sectors
ACC S3
ACC S1
ACC S2
ACC Lower
Approach E
Approach W
FAD
GEOGRAPHIC
FUNCTIONAL
Several points are worth noting concerning sectorisation methods:
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.
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.
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.
5.9.1 Geographic Sectorisation

Advantages
Disadvantages
Controller can fully exploit the space

available in sector to manipulate best
levels for inbounds/outbounds and
expedite climb and descent without
need for co-ordination.
Controller handles mixed traffic i.e.

arrival, departure and transit traffic.
Easier to balance workload between
In instances where the sector division

runs along the runway centre-line,
departing
aircraft
departing
in
different directions may be controlled

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sectors.
by different controllers after take-off.

(Effective mitigation can be provided
by putting appropriate procedures in
place).
Can be less demanding in terms of

the Radar Display and ATC system
Relatively
easily
to
operational instructions
areas of responsibility.
describe
for ATC
In cases where an aircraft is required

to transit more than one geographic
sector in the Terminal Airspace, this
can add to complexity by requiring
additional co-ordination.
5.9.2 Functional Sectorisation

Advantages
Disadvantages
Controller handles one traffic type i.e.

either departures or arrivals because
sector defined as a function of task.
Vertical/Lateral limits of sector can

prove overly restrictive as one
(vertical) band is unlikely to cater for
all aircraft performance types.
Usually, all Departing aircraft are on

the same frequency after take-off.
Difficult to balance workload between

sectors especially where departure
and arrival peaks do not coincide.
In some configurations, can prove

more flexible to operate.
Can be demanding in terms of the

Radar Display and ATC System
Operating instructions for ATC can be
difficult to formulate with respect to
areas of responsibility;
Comment: What is the difference between division of responsibility and areas of

responsibility in the context of ATC Sectorisation? Usually, the former refers to division of
responsibility between the different ATC Units i.e. between the Area Control Unit,
Approach Control Unit and Aerodrome Control Unit. In contrast, the latter refers to
dividing the workload of any one unit i.e. dividing the workload of the Approach Control
Unit into two sectors such as Approach East and Approach West. In those cases where
one Area Control sector is responsible for the entire FIR and one Approach Control
sector is responsible for the entire Terminal Airspace, the division of responsibility is the
same as the sectorisation.
SE1: TO THE EXTENT POSSIBLE, LATERAL AND VERTICAL DIMENSIONS OF

SECTORS SHOULD BE DESIGNED SO AS TO AVOID A REQUIREMENT TO ISSUE
STEPPED LEVEL CLEARANCES, ESPECIALLY OVER SHORT DISTANCES.
SF
SF
SC
SC
SA
SA
Se1
Se1

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SE2: THE PROTECTED AIRSPACE AROUND A HOLDING PATTERN SHOULD BE

INCLUDED IN A SINGLE GEOGRAPHICALLY DEFINED SECTOR.
SC
SC
SA
SA
SB
SB
SD
Se2
SD
Se2
SE3: THE PROTECTED AIRSPACE OF A PUBLISHED TERMINAL ROUTE SHOULD

BE CONTAINED WITHIN A SINGLE GEOGRAPHICALLY DEFINED SECTOR.
SE3 Full Description: WITH A VIEW TO PREVENTING UNAUTHORISED SECTOR
PENETRATIONS, THE PROTECTED AIRSPACE OF PUBLISHED TERMINAL
ROUTES SHOULD BE CONTAINED WITHIN A SINGLE GEOGRAPHICALLY
DEFINED SECTOR WHERE A ROUTE CENTRE IS PARALLEL TO A SECTOR
BOUNDARY, OR IT IS INTENDED THAT AIRCRAFT REMAIN WITHIN THE ORIGINAL
SC
SC
SA
SA
SB
SD
Se3
SECTOR AFTER COMPLETING A TURN.
SB
Se3
SD
In those instances where extensive tactical vectoring is expected within a particular

sector, it is advisable to place the sector boundary in such a manner so as to minimise
the need for co-ordination between sectors.
SE4: WITH A VIEW TO ENSURING MINIMUM OPERATIONAL COMPLEXITY, A
SECTOR SHOULD NOT BE DESIGNED IN ISOLATION FROM SURROUNDING
SECTORS.
This guideline is complementary to SE1. It is amplified by several sub-guidelines.
SE4.1: to the extent possible. crossing points of terminal and/or other routes
should not be placed too close to a boundary of a geographically defined
sector so as to allow the receiving controller sufficient anticipation time to
resolve the conflict.

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SC
SC
SA
SA
SB
SB
Se4.1
SD
SD
Se4.1
SE4.2: the vertical limits of a geographically defined sector need not be uniform
i.e. fixed at one upper level or one lower level, nor need these vertical limits
coincide with the vertical limits of (horizontally) adjoining sectors.
Frequency changes?
Crossing at boundary?
SB
SA
SB
SA
Se4.2
Se4.2
SE4.3: where airspace restrictions or reservations are established above or

below terminal airspace sectors, it is essential that, dependent on the activity
conducted therein, adequate buffers be established above/below these
airspaces restrictions or reservations, in order to ensure that ATS can provide
an adequate margin of safety.
This is the equivalent of Guideline St.5.1
SE5: POTENTIAL SECTOR COMBINATIONS SHOULD BE TAKEN INTO ACCOUNT
WHEN DETERMINING SECTOR CONFIGURATION.
SE 5 Full Description: POTENTIAL
COMBINATONS SHOULD BE TAKEN
SECTOR CONFIGURATIONS WITHIN A
REALISTICALLY TO CHANGES IN
COMBINATION SHOULD ENSURE THAT
A MINIMUM.
VERTICAL AND HORIZONTAL SECTOR

INTO ACCOUNT WHEN DETERMINING
TERMINAL SO AS TO RESPOND MORE
TRAFFIC DEMAND. ANY SECTOR
OPERATIONAL COMPLEXITY IS KEPT TO
SE6: GEOGRAPHICALLY DEFINED PRE-SEQUENCING SECTORS SHOULD BE

DESIGNED TO ENCOMPASS THE MAIN ARRIVAL FLOWS WITH A VIEW TO
MERGING ARRIVAL FLOWS AS PER GUIDELINE R3 .
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SE7
TO
THE
EXTENT
POSSIBLE,
THE
CONFIGURATION
OF
GEOGRAPHICALLY DEFINED SECTORS SHOULD REMAIN CONSTANT
IRRESPECTIVE OF THE RUNWAY IN USE. (geog only)
SC
SC
SA
SA
SB
SB
SD
Se7
SD
Se7
SC
SA
SC
SA
SF
SF
SB
Se7
SB
SD
Se7
SD
This guideline is aimed at avoiding unnecessary co-ordination between upstream or

downstream sectors and avoiding complex changes to the FDPS and RDPS which may
not be capable of accommodating such changes.
Naturally, if a Final Approach director sector exists, this sector would have to be changed
when a change is made to the runway in use.
SE8: WHEN NECESSITATED BY OPERATIONAL REQUIREMENTS, THE UPPER
LIMIT OF A SECTOR SHOULD COINCIDE WITH THE LOWER LIMIT OF
SUPERIMPOSED SECTORS IN ORDER TO PROVIDE PROTECTION TO IFR
FLIGHTS.
This guideline is the sector equivalent to Guideline ST1.1.

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6 En-Route Design Methodology

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6.1
Reference Scenario
6.1.1 Introduction
The establishment of a Reference Scenario constitutes the first step in the design
process undertaken before embarking upon the development of a new airspace design.
Each airspace structure has characteristics and evolves at a different rate. The
development of an airspace organisation is affected by a range of parameters that may
vary, subject to local considerations. These factors underline the importance of the
Reference Scenario and a Critical Review (Qualitative Analysis) with the following role:
it provides a benchmark against which the design concept can be compared;
it is an efficient way of refining the design objectives and ensuring that operational
requirements are being addressed given that a design project is usually undertaken
as a means of improving upon the existing design;
it may help to refine the scope of the existing project;
it prevents design weaknesses identified in the Reference Scenario being repeated.
Although the process of describing current Airspace operations is sometimes considered

a tiresome exercise, one of its additional advantages is that it provides the opportunity to
discover and correct inconsistencies related to the existing airspace design. Examples of
these discoveries may include
published ATS routes - that are not used;
missing links/ connections;
unnecessary airspace restrictions;
out-dated procedures;
publication errors in the AIP;
non-optimal use of reserved airspace;
what works well or does not work well.
6.1.2 What is the Reference Scenario?

In general terms, the Reference Scenario is a description of the current Airspace
structure/operations. The Reference Scenario describes the current layout of ATS routes
(en-route, SIDs/STARs), Airspace structures, Airspace reservations (TRAs/TSAs/Danger
areas), ATC sectorisation and how the traffic is managed within the airspace and in
relation to surrounding airspace. The main purpose of the Reference Scenario is to
provide a benchmark against which the new/ modified design is compared.
6.1.3 What is the Pseudo Reference Scenario?

The Reference scenario usually reflects the current airspace structure, though in some
instances, use may be made of a Pseudo current Reference Scenario. There are cases
when the current Airspace structure is not used as the Reference Scenario. This occurs
when, for example, previously validated modifications to any aspect of the Airspace (i.e.
ATS routes, structure or sectorisation) are to be implemented in the short-term, before
the implementation of the project that is to be assessed. In this case the design objective
of such a study is not to identify the existing design weakness but to compare the new
options against each other in order to identify the promising elements for further
evaluation. As a means of establishing a benchmark for this comparison, the scenario
incorporating most of the potential improvements will be chosen as the Reference
Scenario.
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In this context we are talking about a Pseudo current Scenario in which the yet-to-beimplemented change would thus be used as a Pseudo Reference against which new
changes are measured. This Pseudo Reference could equally be based upon a new
route network, a new airspace structure and/or the sectorisation.
6.1.4 Creating the Reference (Pseudo Reference) Scenario

The creation of the Reference Scenario is mainly a paper exercise. Even so, the detail
and quality of the information contained in the Reference Scenario should be such that
someone unfamiliar with the Airspace structure and its operating practices would be able
to form a comprehensive picture of the airspace. The Reference Scenario is created
from various sources. Ideally, all these sources should be used so as to build the most
complete picture about the current or pseudo current Airspace operations.
Below, a condensed list is provided showing selected items needed in the statement of
the Reference Scenario.
Information
How to obtain
Current Traffic Demand and its

geographic and time distribution (major
traffic flows).
Traffic samples can be obtained from

STATFOR/ DDR or local ATC centre.
Analysis of the Traffic sample and the

nature of traffic (e.g. overflying traffic,
evolving traffic, Aircraft performance mix,
flight level distribution etc.
Traffic sample obtained above. Statistical

analysis of existing data over the last few
years.
Route Network (AIRAC Number, VST,

VX, AAS).
AIP and traffic sample.
Airspace dimensions
AIP and Operational controllers/ ATCOs.
Sectorisation (Terminal Airspace, Lower

and Upper ACC sectors, adjacent
Airspace)
Operational Controllers/ ATCOs.
Traffic Management, i.e. co-ordination

agreements between TMA and ACC,
sectors, adjacent ACC units, civil/ military
etc.
Local ATC Instructions and Letters of

Agreement/ LOAs.
Existing constraints (e.g. city-pair level

capping, route restrictions/limits, flight
profile restrictions, etc.).
AIP/ RAD / LOAs.
Airspace Management (FUA).
Operational controllers/ Local ATC

Instructions and Letters of Agreement/
LOAs.
Existing ATM/CNS enablers.
Operational controllers/ Experts
In detail the Reference Scenario contains different baseline parameters. The following
elements should be considered in order to create the Reference Scenario:
Traffic Sample:
Day/Month/Year;
Current traffic distribution, Traffic Demand, Assigned Current, Forecast

Assigned.

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ATS route network:
AIRAC Number;
VST, VX, AAS;
Free Route Airspace.
CDRs.
Assignment Parameters:
Rules (General);
Rules (RAD);
Penalisation;
SID and STAR points;
Airports;
Elementary sectors;
Configurations:
Opening Schemes;
TMAs.
Flight Level constraints/ FLC;
Sectors:
Profile:
Military Areas:
TSAs, TRAs, CBAs, R, D, P.
Having identified those parameters relevant for the project, a model of the airspace is
build using an airspace modelling tool (e.g. SAAM11). When the Reference Scenario (or
Pseudo Reference) has reached a certain stage of maturity it has to be critically
reviewed by the project team and local experts. This qualitative exercise serves to show
that when the design stage is reached, a continuous cross-checking process is required
to ensure that performance criteria are met and that the assumptions, constraints and
enablers are consistent with the design.
6.1.5 Critical Review of the Reference Scenario (Qualitative Analysis)

Once the Reference (or Pseudo Reference) Scenario has been described, it should be
critically reviewed. This critical review is also known as qualitative analysis12 which
involves operational experts closely analysing the existing Airspace operations, i.e. each
element of the airspace organisation and how effectively and safely it works with a view
to identifying operational problem areas (hotspots) before deciding on a solution.
This is the stage at which existing constraints, the potential improvements and enablers
are identified. Additionally a comprehensive inventory of ATM/CNS elements is needed
as well as expert input in order to identify realistic assumptions, realistic enablers and
realistic constraints that form the basis of the Reference Scenario.
11
SAAM stands for System for traffic Assignment and Analysis at a Macroscopic level. It may be viewed as a multi-functional
tool for route network and airspace optimisation, seeking to bridge the gap between the design phase of airspace planning
and the simulation of those ideas (either in fast/ FTS- or real-time simulation/ RTS).
12
The expression Qualitative Analysis is significant in that it implies that expert judgement is required in order
to make a meaningful analysis.
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Assumptions have to be identified and selected with care. One of the most important
assumptions is a representative traffic sample/traffic demand. The closer the
implementation date the easier the assumptions are to select. Some assumptions are
based upon factors/elements (e.g. route network) whereas other assumptions are likely
to be no more than educated guesses built on experience and statistics (future traffic
sample). The final report must properly reflect both.
elements of ATM/CNS or limitations. Typical constraints include city-pair level capping/
level constraints, route availability constraints, the requirement to satisfy environmental
needs, etc. At best, it may be possible to mitigate constraints using enablers. At worst,
constraints have to be accepted because there is no alternative solution.
Enablers refer to any aspects of ATM/CNS that may be used to mitigate the constraints
identified and/or any factors which may be relied upon to enable ATC operations in the
airspace designed (e.g. equipment, systems, navigation infrastructure, procedures,
airspace design). In view of the costs that enablers sometimes incur, a Cost Benefit
Analysis (CBA) may be required to determine whether the benefits provided by the
enablers outweigh the costs. If this is not the case, it may be necessary to identify
alternative mitigation.
The Critical Review is concerned with establishing What is wrong? or What factors limit
the Reference Scenario? for possible later resolution as well as identifying aspects that
work well so that these benefits are not lost. The main objective of the critical review is to
obtain a model of the traffic flows and airspace structure that reflect reality and thus
obtaining a realistic Reference Scenario.
In this context, several Workshops should be organised between the project team and
operational experts in order to describe the major traffic flows, identify hotspots as well as
high density/ conflict areas and to analyse the problems identified.
Making intensive use of a modelling tool (like SAAM or CAPAN) supporting
documentation could be obtained in form of maps visualising major traffic flows, segment
loads, traffic density, conflicts as well as statistical data for sector traffic loadings,
workload and capacity.
These performance output/ data could serve at a later stage to compare the relevant
parameters of the Reference Scenario against potential losses/ benefits of the new or
modified design (Scenarios).
Success criteria to judge the reference scenario:
Acceptance by the team
Other
6.1.6 Comparing Scenarios

The Reference (or Pseudo Reference) Scenario serves, at a later stage, as the yardstick against which the success of the new or modified design is measured.
It is significant not to change too many parameters from one Scenario to another to be
able to assess the impact of the modifications made. Additionally, it is essential to be
well aware of the assumptions made in order to have later on not only a good
understanding but also confidence in the results presented.
6.1.7 Refining Design Objective(s)

One of the outputs of the Critical Review process is that current design weaknesses or
shortcomings in the current operation may be added to the list of design objectives or
used to refine the design objectives.
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6.1.8 Conclusion
The establishment of the Reference Scenario is the first step of the Design Process and
is undertaken prior to embarking upon the Design Concept. The Reference Scenario
usually reflects the current Airspace structure, though in some instances, use may be
made of a Pseudo current Reference Scenario.
The Reference Scenario is subjected to qualitative analysis known as a Critical
Reviewing in order to refine the design objectives and to help identify existing design
weaknesses. This ensures the creation of a useful benchmark for comparison with the
Design Concept.

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6.2
Safety & Performance Criteria
This chapter describes the formulation of the Safety and Performance Criteria:
specify minimum safety and performance requirements of the airspace concerned;
provide the metrics against which the safety and performance of the proposed design
can be measured;
can be translated into project and/or design objectives;
must respond to requirements set in the Single European Sky Performance Scheme.
The significance of safety and performance criteria has increased as a result of the
Single European Sky II legislation, but also since the introduction of mandatory ICAO and
European requirements for States to undertake a safety assessment when making
changes to their airspace design.
Safety Criteria are not discussed in isolation but rather described within the greater
context of safety case development. The latter is a generally accepted way of
undertaking safety assessments.
It is important to note that the local airspace design team bears the responsibility for
complying with the safety policy prescribed by the national regulator, and that none of the
material contained in this chapter should be construed as relieving the airspace design
team of this obligation.
6.2.1 Qualitative and Quantitative Assessment

The need to assess the safety or other performance of an Airspace design is one reason
for establishing safety and performance criteria. Assessment is an ongoing process:
qualitative assessment begins at conceptualisation and continues through
implementation and provides the foundation for quantitative assessment.
Qualitative assessment is achieved by expert (air traffic control/operational) judgement
being used to assess the design, using ICAO standards, recommended practices and
procedures as a benchmark. Qualitative Assessment is an on-going process: as well as
providing the basis for the design concept, this expert judgement is also used to
qualitatively assess all phases of the design methodology, and it is integral to quantitative
assessment and to safety measurement - even when the emphasis appears to be on
measurement against an absolute threshold.
Quantitative assessment is concerned with quantified results produced in the form of
numerical data. e.g. capacity increased by 20%.
It is perhaps because quantitative assessment appears to provide tangible values that
these results are perceived as being preferable to those of a qualitative nature. But this
perception is inaccurate - for at least two reasons:
(i)
Qualitative assessment made by expert ATC judgement is the primary way to

safe-guard ICAO SARPs and procedures during the design process; and if total
reliance is placed upon quantitative results without qualitative analysis (i.e. using
expert judgement to interpret the results), the value of the quantitative
assessment is likely to be less.
(ii)
Due to the complex and highly variable nature of airspace and air traffic
operations, quantitative safety assessment models tend to limit the number of
operational elements to those having the greatest effect, which can return
inaccurate results. For this reason, quantitative assessment needs to be
balanced by qualitative assessment, i.e. operational judgment and experience for
the complex interactions, conditions, dependencies and mitigations for which
quantitative assessment cannot provide a meaningful measure.

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6.2.2 Evaluating Safety

SAFETY SHALL BE ENHANCED OR AT LEAST MAINTAINED BY THE DESIGN OF
(OR ALTERATION TO) AIRSPACE.
This overriding principle includes a recommendation to:
Comply with ICAO standards, recommended practices and procedures
Subject any airspace design (or change) to a safety assessment.
Analyse, evaluate and validate any design (or change) to airspace.
ICAO Annex 11 and PANS-ATM includes requirements for a Safety Assessment to be

undertaken when making certain modifications to the Air Traffic Management System.
Significantly, ICAO has detailed those instances in which a Safety Assessment is
required. Because airspace designers must ensure and demonstrate that an airspace
design is safe (i.e. provide evidence of safety through a safety assessment process), this
section provides a broad overview of how safety can be evaluated. Two methods are
commonly used to evaluate safety: one is comparative (or relative), the other absolute.
The use of one method does not exclude the other and they are combined.
WHAT
(Steps)
EVALUATING
SAFETY
Two methods:
* Comparative (Relative)
* Absolute
EXISTING SYSTEM
(Reference Scenario)
Evaluate System
Risk against
a threshold
How to choose
one of two methods
PROPOSED SYSTEM
(Scenarios Developed)
i.e. Use Absolute

Method
Is suitable Reference
System available?
IDENTIFY
SAFETY ASSESSMENT
METHOD*
Is Reference sufficiently
similar to Proposed System?
EVALUATE RISK
[FHA]
ARE SAFETY
CRITERIA
SATISFIED?
HOW
[Local Safety
Case (by State)]
DETERMINE
CHANGES TO
PROPOSED
SYSTEM
IMPLEMENTATION
& REVIEW
Is Trade off
between system
parameters possible?
Proposed System
is safe
Evaluate system
on basis of
trade-off

Method

Method
(Derived from Doc. 9689 pp. 7 & 18)
Airspace designers are familiar with the comparative (or relative) method because it is
the most frequently used. When safety is evaluated using this method, the safety of the
proposed Airspace design is compared to an existing design (called a Reference
Scenario) with results indicating an increase/decrease or maintenance of safety.
In contrast, the absolute method involves evaluating safety against an absolute
threshold. An example of such an absolute threshold could be: that the risk of collision is
not to exceed 5 fatal accidents per 1 000 000 000 flight hours. (This would more
commonly be expressed as a requirement to meet a target level of safety (TLS) of 5x109). A collision risk analysis using a collision risk model is the usual way in which a
determination is made as to whether a TLS is met.
It should be noted that the safety of an airspace design is not only dependent upon the
correct application of design criteria when designing routes, holding areas, and airspace
structures designed in accordance with the design rules and procedures contained, inter
alia, in ICAO Annex 11 and Doc 8168 (especially Vol. II).
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Safety factors are considered before and during this design phase, by, for example:
developing a feasible airspace design concept prior to the application of the PANSOPS design criteria; and
ensuring the accuracy of critical aircraft and operational assumptions which are used
to form the basis of the PANS-OPS design;
In the greater context, the design is also required to satisfy the safety objectives that are
included in, but not limited to, the generic ATC objectives and whether these are met is
usually determined by qualitative assessment. Thus whilst Annex 11 and Doc 8168
provide rules relating to airspace dimensions and obstacle clearance criteria respectively,
qualitative assessment criteria are included in, but not limited to, PANS-ATM and various
ICAO Annexes.
Comment:
How does the designer know when safety should be evaluated using the absolute
method? Typically, the absolute method is to be used when required by ICAO. This
usually involves instances when the change envisaged is radical and untried elsewhere.
For example:
- reduction of the vertical separation minima (RVSM);
- determination of new spacing between parallel ATS routes for which lateral navigation
accuracy is specified with a view to applying the separation minima in PANS-ATM
Chapter 5, as a basis for route spacing in Terminal Airspace.
As most airspace redesign relies on existing ICAO provisions and does not involve
radical changes such as those introduced with the RVSM example, the
comparative/relative method is the most frequently used.
6.2.3 The Safety Case Approach

The pre-implementation process involves the development of a safety case comprising a
reasoned safety argument based on a Functional Hazard Assessment (FHA) and
Preliminary System Safety Assessment (PSSA). After implementation, the safety case is
revised as well as a System Safety Assessment (SSA) - (See diagram below).
Safety Policy
Safety Policy Statements
Safety Policy High-Level Objectives
Safety
Criteria
Safety Policy Quantitative and Qualitative Targets
Safety Plan
Safety Argument
Safety Case
FHA
Safety Argument +
PSSA
Evidence resulting from Safety

Assessment Process
Post-Implementation Safety Case

+ System Safety Assessment (SSA)

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6.2.4 Other Performance Criteria

Performance criteria relate to the way in which the success of an airspace design is
measured. Whilst safe performance may be viewed as the first measurement of
success, it is not enough for airspace to be safe if it does not deliver the performance
expected in terms of capacity and environment, amongst others.
As with the safety criteria, Performance criteria are closely linked to the Design
Objectives (and, of necessity, the generic set of ATC Objectives described by ICAO in
Annex 11). The Performance criteria to be selected become evident when answering the
question What determines the success of the airspace design? Differently put, How
can one confirm that the objectives have been met?.
Examples of performance criteria in en-route airspace:
The average en-route ATFM annual delay per flight for an ACC is in line with
the reference value provided by NM;
Distance, time and emissions savings can be demonstrated at European

ATM network level;
Reduced workload;
Increased sector capacity.
Having decided upon the performance criteria (usually embodied in the strategic and
design objectives), it is necessary for the Airspace design team to select the appropriate
tool so as to correctly measure these criteria.
6.2.5 Evaluating Capacity and Environmental Impact

Although the comparative and absolute methods are commonly used in a safety context
(above), other performance criteria can also be evaluated in either a comparative or
absolute manner. See examples below.
1a. The average en-route ATFM annual delay for X ACC has reduced by
at least 0.5 minutes per flight compared to last year.
1b. Distance, time and emissions savings at network level can be
demonstrated compared to the reference scenario.
Comparative
2a. Sector capacities have increased.
2b. Workload has reduced.
2c. Track mileage flown by arriving aircraft is not extended by more than
5%.
Examples of Absolute measurement being required, are illustrated by changing the wording
of the above criteria to new wording below.
1a. The average en-route ATFM delay per flight for an X ACC is 0.3
minutes, in line with the reference value provided by NM.
1b. The city pair X-Y demonstrates a total weekly distance saving of at
least 3000NM, along with the associated time and emissions savings.
Absolute
2a. Sector capacities are now at 48 - 50 movements/hour.
2b. Workload has reduced by 10%.
2c. Track mileage flown by arriving aircraft does not exceed xx NM for a
certain flow.
ATC simulators such as fast- or real-time may not be suitable for measurements relative
to noise (e.g. 2a or 2b, above) and noise modelling tools would be required.
Developments are underway to combine fast time simulation with noise modelling
software.
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6.2.6 Safety, Performance and Project Planning

Strategic Objectives: Increase existing capacity; reduce environmental impact; meet the
Target Level of Safety.
Design Objectives: Create new airspace structures to increase capacity and flight
efficiency
(ICAO ATC Objectives: Prevention of collision; maintaining a safe and orderly flow of air
traffic i.e. creating a design that will be conducive to these objectives)13.
Safety Criteria: the route spacing between parallel Terminal Routes is required to meet a
target level of safety of 5 x 10-9.
Performance criteria: The airspace design will be considered a success if, for example:
13
West Sector demonstrates a capacity increase of 20%; and
(quantitative) reduction in route extension from 6.235 to 4.14% for a

particular flow
(qualitative) A better de-confliction of a particular crossing point.
inserted for completeness.

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6.3
Assumptions, Constraints & Enablers
6.3.1 Background
The design methodology process is applied to ensure that flight performance
improvements goals and targets are met through the enhancements in the areas
concerned.
The prime beneficiaries from the airspace design process are the airspace users, civil
and military. The benefits are expected to be reflected by allowing for more route options,
possibly identical to their preferred trajectories, minimal en-route extensions, reduced fuel
consumptions, improved flight economy and more reliable fleet planning.
The secondary beneficiary group is the ANSPs, civil and military, belonging to the
European network operational stakeholders whose contribution to the overall
performance of the network is significant.
The benefits for the ANSPs are seen in the areas of improved efficiency, reductions of
the controller work load, and increased contributions to improved safety levels.
The benefits are closely linked with the performance targets, which can be achieved if,
inter alia, en-route design methodology is adhered to.
The main objectives of the design methodology, which complements

processes in function of capacity gains, are:
to offer route options that are closer or identical to the users preferred
trajectories by reducing route extensions by 2 km yearly;
to allow possibility for multi-option routings;
to simplify the usage of ATS route network in both, en-route and terminal
areas;
to support further expansion of the Free Route Airspace;
to provide for more efficient civil / military coordination;
to provide for more efficient ATFCM.
6.3.2 Introduction
The performance criteria together with the assumptions, enablers and constraints are
established before an airspace is designed conceptually or any other design phase is
undertaken. Moreover, it is important to note that assumptions, constraints and enablers
underpin all phases of the design process and therefore remain constant throughout the
design process unless one of the aims of a validation phase is to test an assumption or
enabler, or constraint. This requirement for consistency is illustrated below.
DESIGN
METHODOLOGY

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Compare

CRITERIA
ASSUMPTIONS,
DESIGN:
ROUTES & HOLDS
DESIGN:
AIRSPACE & SECTORS
R
N
TS
ENABLERS
ENABLERS
CO
NS
T
AI
CO
NS
TR
ENABLERS
TS
IN
DESIGN
METHODOLOGY
TS
N
AI
ENABLERS
CO
TS
N
AI
CO
NS
TR
ASSESSMENT & VALIDATION

IMPLEMENTATION & REVIEW
NS
TR
ASSUMPTIONS
6.3.3 Assumptions
It is important to specify the assumptions applied when establishing the published limits
of any airspace structures. Any such assumptions, particularly with regards to
contingencies, should also form part of the safety assessment. Assumptions refer to
elements of ATM/CNS which are assumed to be true for purposes of airspace design.
ATM/CNS covers a wide variety of fields which often requires most designers to consider
factors beyond the limits of their own expertise. Assumptions may also have to be made
concerning factors beyond direct ATM/CNS e.g. certain weather phenomena.
All elements of ATM/CNS should be taken into account when identifying assumptions.
The list of assumption given below is not exhaustive:
Traffic demand - refers to a traffic sample which is considered representative

of the traffic to use the airspace/route network which is object of redesign.
Traffic distribution by traffic flows and city pairs should also be considered.
The traffic sample is obtained from STATFOR medium-term forecast.
Fleet assumptions (for GAT) - prevailing aircraft types, overall aircraft

performance, including aircraft navigation capabilities.
Military operations - OAT flights, size and anticipated occupancy of reserved

airspaces, and military requirements.
ASM/ATFCM - refers to the tools and procedures applied in the integrated

functions of ASM and ATFCM. Considerations should be given to the use of
Airspace Data Repository (ADR) and Demand Data Repository (DDR).
Utilisation of routes based on real-time knowledge of available airspace

(updated in the ADR).

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ATC Tools - conflict detection tools (MTCD and tactical support), monitoring
aids (MONA), and system supported coordination (SYSCO). In addition,
availability of AMAN (arrival manager tool) and in particular Extended Arrival
(AMAN in en-route) should be looked at as an area of assumption
identification. These are elements that support proactive planning aiming to
achieve conflict-free trajectories over an appreciable time horizon, thereby
increasing the sector team efficiency, and capacity. The assumption should
refer to the ATC support tools capabilities of an ACC responsible for the
airspace which is object of a design project.
Communication - level of implementation of data link, availability of sufficient

frequency channels to accommodate required sectorisation.
Navigation - navigational aspects of network performance enhancements

could be referred to as navigation specification suitable to support operations
of aircraft fleet expected to use the airspace in question and the respective
route network. Namely, identified navigation assumptions should respond to
the operational requirements of specific airspace concepts.
In case of aiming at capacity gains in the interface between ARN and TMA
and within TMA, the applicability of Advanced-RNP 1 should be considered
especially where CDAs are conducted
Surveillance - assumptions should make reference to Mode S ELS, ADS-B,

and WAM capabilities
Standards Rules and Procedures - the applicability of standards, rules and

procedures that constitute the legal framework for the proposed airspace
solutions and improvements. Standards refer to various ICAO documents
prescribing the design procedures, e.g. 9613, 9905, 7030, etc. Rules and
procedures refer to the set of EU Regulations, EUROCONTROL
Specifications and Guidelines, governing processes of ATM.
6.3.4 Constraints
elements of ATM/CNS or limitations created by external factors, e.g. lack of supporting
institutional arrangements. In general terms, constraints can be said to have a negative
impact upon the ATC operational requirements of an Airspace design. At best, it may be
possible to mitigate constraints using enablers. At worst, constraints have to be accepted
because there is no alternative solution.
Constraints should be identified against the elements listed above.
6.3.5 Enablers
Enablers refer to any aspects of ATM/CNS that may be used to mitigate constraints
identified and/or any factors that may be used to enable operations in the airspace
designed. Importantly, the identification of enablers may take the form of functional
requirements (which are then translated into technical requirements or specifications)
requiring follow up work on the part of ANSP and may be outside the scope of the design
project.
In case of enablers taking form of a state or international agreements, a follow up work
on the part of the states institutions may be required.
There are three enabling groups: the improvement of Air Traffic Management, CNS Technical Requirements, and Institutional processes:

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Air Traffic Management
FUA upgrading, with more pro-active co-ordination between AMCs, FMPs and the
Network Manager Operations Centre (NMOC), supported by a common real time
environment data base is necessary for better use of the airspace. These are some
examples of enablers belonging to the ASM area: Airspace Data Repository (ADR,
AUP, UUP and e-AMI to accommodate changes to the ATC FPL up to and beyond
estimated off block time. Extended functionality of the ADR will also be needed to
notify airspace users of changes to the dimensions of the terminal airspace or
TRAs/TSA in the lower airspace.
Procedures for re-routing in accordance with IFPS development plans.
Adapted airspace organisations and airspace management.
CNS and ATC Systems - Technical Requirements

CNS Enablers can be clustered into two groups: ground and airborne. Despite their
different roles, it is clear that many airborne and ground enablers need to be integrated if
the benefits of Airspace Configurations are to be realised. The interdependence of these
enablers necessitates synchronised implementation of certain enablers if the desired
benefits are to be achieved.
In order to take advantage of the multi-option routings an inter-active link between

IFPS and FDPS (ATM system) is an essential prerequisite.
The enhanced responsiveness of the flight planning system and its connection with
the airspace environment data base, AOs, ATC and ATFM is of utmost importance.
The capability to navigate to B-RNAV standards as a minimum.
Offset capabilities are essential for improvements at the interface with TMAs where
airspace is limited.
Institutional Processes
Institutional enablers include guidance material, standards and rules. In the context of
achieving a proposed airspace design, it would be an infrequent situation that requires
the commencement of a new rule making process. It is anticipated that amendments to
some of the current rules, governing ATM processes, may be required.
In addition, some airspace design solutions may require enablers as listed below:
National/International agreements describing cross border sectorisation or other

cross border activities;
Proposals for amendments of various ICAO documents, i.e. European ANP, Doc
7030, etc.;
EUROCONTROL specifications;
Procedures for various ATM processes;
ATS procedures for an airspace where RNAV or RNP applications are utilized;
Letters of Agreement defining operational and technical aspects of cross border

processes;
State approval process for RNAV and RNP operations.

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6.4
Route Network Design
6.4.1 Route design

This chapter describes the ATS Route Network Design phase where new scenarios are
developed.
To develop an optimum European airspace structure the cooperative decision making
processes go through a top down European ATM network approach. It begins with the
identification of known problems and uses forecast traffic demand to formulate route
proposals for the major traffic flows, taking into account all civil and military requirements.
6.4.2 Methodology for airspace structure development

Basic Structure
A network of ATS routes should form the basis for the determination of the airspace
organisation and the required air traffic services and facilities. It should be so established
as to enable a majority of flights to operate along, or as near as possible to, the direct
route from point of departure to destination. European ATS route structures should be
set up along broad alignments joining major origin/destination areas. These alignments
must be structured in an operationally viable way.
The restructuring of the ATS route network should be performed in an evolutionary
manner. As the restructuring of entire portions of the airspace, e.g. a major traffic axis, is
agreed, implementation should not be delayed whilst waiting for the plans for
restructuring of additional portions to be completed. States may need to ensure, where
they cannot accept proposals being made, that they present an alternative.

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International Planning
The process should provide an internationally agreed broad and basic concept of the
European airspace and associated ATS route structure serving as a basis for national or
regional planning. Major changes of airspace and ATS Route structure affecting the
basic ATS route network should be made with prior co-ordination and exchange of
information with the largest possible number of international parties concerned. This
should be carried out well in advance and preferably in multilateral fora.
Relationship between Network and Sectorisation
There is a close two-way relationship between the networks structure and sectorisation.
Consequently, from the planning phase onwards, it is necessary to ensure that a
sectorisation scheme, including possible delegation of ATS, is feasible and viable in
relation to the planned network. In particular, the definition of the directions in use on unidirectional routes, as well as the final alignment of these routes may have to be adapted
to account for sectorisation efficiency. This should be validated through simulations.
Civil/Military Interface
Civil and military concerned parties should cooperate in accordance with FUA concept
principles to ensure a more efficient and flexible use of airspace
Extension of the FUA concept
Extension of the FUA concept to additional direct routings should be made available
under pre-defined civil/civil conditions (Staffing/sectorisation/traffic density). Against
current practice, i.e. direct routeing is applied inside one sector, this would mean allowing
ATC to use direct routings within larger airspaces (groups of sectors/ACCs). The
automated reprocessing of flight plans would facilitate the further application of this
concept.
Network Architecture
The definition of major traffic flows should include heavily loaded intra-European routes
and/or segments that should be integrated in the overall structure at an early stage of the
planning. The architecture of the network should normally be developed from the core
area towards the periphery.
Efforts to eliminate specific traffic bottlenecks should include, as a first step, an in-depth
analysis of the factors causing the congestion. In this regard, particular care should be
taken to avoid worsening the situation in one area by attempting to improve it in another.
In the context of complex multiple crossing points, Roundabout means the grouping of
uni-directional routes of the same series of flight levels (odd and even) on to two different
points (areas), thus separated one from the other, in order to allow the establishment of
two different sectors and thereby achieving a spread of the workload.
Roundabout network structures should be conceived to fit with specific sectorisation
and to allow the splitting of multiple crossings into different sectors.

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S1
S1
S2
Direct routeings :
Square shaped crossing points (even levels) and
diamond shaped crossing points (odd levels) are
complex and may result in an overloaded sector
which cannot be split. (limited maximum capacity)
Structured routeings with Roundabouts :

The resulting location of the actual crossing points
makes it possible to split the former sector into two
sectors and enhance the maximum capacity.
The number of ATS routes should be kept to a minimum but should be in line with the
traffic demand in respect of ATM capacity and most direct routing.
Although it is accepted that a large number of ATS routes can improve route capacity, it
is also recognised that a large number of crossing points, especially in congested areas,
can reduce sector capacity. Planners should optimise capacity by introducing new routes
with as few crossing points as possible and these crossing points should be well clear of
congested areas.
Whenever in the planning phase and based on forecast demand, an ATS route has been
planned to accommodate a specific flow of traffic, its subsequent implementation should if the traffic demand by that time is no longer met - be reconsidered. Redundant ATS
routes should be deleted.
Use of uni-directional routes should be extended, particularly in areas where the
interaction of climbing and/or descending traffic is a limiting factor, with the expectation of
achieving higher ACC sector capacities due to an improved traffic structure.
Planning of Routes
Planning should ensure that where dualised routes are used uni-directionally for opposite
traffic flows, cross-overs are avoided as far as possible.
Current situation
Airport A
Airport B
Possible solution
Airport A
Airport B

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Current situation
Possible solution
Direct routeing
A
Origin/Dest
Origin/Dest
Route deviation to avoid climb / descent lanes
Crossing areas should not conflict with climb or descent lanes of major airports.
The extension of crossing areas between ATS routes should be kept to a minimum
(crossing at right angles).
Possible solution
Current situation
Area of non-separation
The two routes are considered

as a single route in the area of
non- separation.
Conflicts are solved rapidly with

no consideration of longitudinal
separation or overtaking
FL change may be necessary if

longitudinal separation is not
sufficient.
Currently, two different applications of the ICAO table of cruising levels coexist in the
EUR Region. This leads to a requirement for aircraft transiting the boundary between the
two application areas to change flight levels. Consideration should be given to the
possible increase of system capacity which would result from a less rigid application of
the present method of segregation of eastbound and westbound flight levels. This is
already practised in some one-way ATS routes.
Current situation
Europe NORTHEAST
Possible solution
situation
ODD
Europe NORTHEAST
ODD
EVEN
EVEN
ODD
EVEN
EVEN
ODD
Europe SOUTHWEST
Europe SOUTHWEST
It should be recognised that the definition of a given flight level allocation scheme will
have a direct impact upon the way in which major crossing points will have to be
organised.

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all ODD
Current situation
FL avbl
Possible solution
all EVEN
FL330
FL avbl
FL270
reduced longitudinal sep
FL350
FL280
FL310
FL260
all EVEN
FL avbl
all ODD
FL330
FL270
FL avbl
FL370
FL290
all EVEN
all ODD
FL avbl
FL avbl
6 potential conflict points (3+3) makes this
crossing area organisation difficult to monitor.
FL310
FL260
reduced longitudinal sep
Only 2 potential conflict points permit such crossing

area organisation. The freezing of FLs are compensated by reduced longitudinal separation.
Short haul Routes and Levels

Specific routing and/or flight level allocation for short haul city pairs may be established.
Connecting Routes
The traffic in Europe is predominantly short/medium haul traffic with nearly half of the
flight distance spent in climb and descent phases. From the first stage of the network
planning, it is therefore necessary to consistently integrate major connecting routes in the
whole structure and to ensure TMA-Network interfaces compatibility (see Solution A
below). This is valid for the major origin/destination areas.
Fixed routes systems based on RNAV should, if necessary, be applied at airports with
high traffic density to specialise arrival and departure routes. Such route systems
(specialised routes) should be designed to enable arriving, departing and overflying traffic
to be separated systematically, while seeking to permit economical flight paths (see
Solution B below). In order to optimise the use of airspace and aerodrome capacity route
systems should be designed, where possible, to take account of different aircraft
performance capabilities.
Solution A
overflights
overflights
Solution B
overflights
Incompability between
(compatibility
(full special-
TMA structure and en-
en-route/TMA)
isation)
route network.
SDEP
SARR
SDEP
Origin /
SARR
Origin / Dest
SDEP
SARR
Origin /
Dest
Dest
overflights
Current situation
overflights
overflights
6.4.3 En-Route Spacing

Route Spacing
When designing ATS routes, there is a strong connection between aircraft-to-aircraft
separation and navigation specification. That translates into route spacing requirements
defined in the ICAO documentation. For route spacing below ICAO specifications, a
safety case shall be required for individual projects.

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6.5
Free Route Airspace (FRA) Design
6.5.1 FRA concept

Definition
A specified airspace within which users may freely plan a route between a defined entry
point and a defined exit point, with the possibility to route via intermediate (published or
unpublished) way points, without reference to the ATS route network, subject to airspace
availability. Within this airspace, flights remain subject to air traffic control.
Scope
The overall scope of the Free Route Airspace (FRA) Concept is to provide an enabling
framework for the harmonised implementation of FRA in Europe whenever a
State/FAB/ANSP, a group of States/FABs/ANSPs decides to proceed with such
implementation.
The FRA Concept forms the basis for a common understanding for all ATM partners
involved in FRA implementation. The FRA Concept encompasses various FRA
implementation scenarios that will:
Meet the Safety Objectives;
Be compatible with existing operations;
Be sustainable through further development;
Be capable of expansion/connectivity to/with adjacent airspace;
Be capable of being exported to other regions.
Enablers
The enablers are:
Appropriate System Support - enhancement for the purposes of Flight

Planning and ATFCM;
Procedures - enhanced procedures where necessary for operations within

FRA and at its interfaces;
Adaptations to airspace structures;
Adaptations to airspace management procedures;
No additional equipment requirements or flight planning procedures changes

are foreseen for aircraft operators. Nevertheless, modifications to flight
planning systems may be required to ensure that full benefit of the FRA can
be realised.
Airspace Classification
FRA will, in principle be classified as Class C airspace, with certain agreed exemptions
(e.g. above FL460, within the NOTA).
Flight Level Orientation
The Flight Level Orientation Scheme (FLOS) applicable within FRA shall be promulgated
through the relevant national AIS publications.
(This does not constitute a change to the current system of 2 FLOS in Europe).

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Limited Applicability of FRA

Time Limited
Even though the goal is to implement FRA on a permanent basis, a limited
implementation during defined periods could facilitate early implementation. Procedures
for transitioning between FRA and fixed ATS route operations shall be set.
Structurally Limited
In complex airspace, the full implementation of FRA could potentially have a detrimental
effect on capacity. In such airspace, States/FABs/ANSPs may decide to implement FRA
on a structurally limited basis, for example by restricting the available FRA Horizontal
entry/exit points for certain traffic flows, which could increase predictability and reduce
the number of potential conflicts.
Airspace Organisation
General
FRA forms an integral part of the overall European ATM network, interfacing vertically or
laterally with adjoining fixed ATS route operations airspace.
Airspace reservations will remain, and as all airspace users will have equal access to
FRA, harmonised application of the FUA Concept and Civil/Military Coordination are
taken into account in order to ensure harmonised procedures and service provision for
the benefit of all the airspace users.
Applicable Airspace
The FRA Concept is applicable to any area where FRA is implemented within the
European airspace network.
Vertical Limits of FRA and Their Publication
This FRA Concept is aimed at facilitating the harmonised implementation of FRA
wherever and whenever a State/FAB/ANSP decides to do so. In this context, there is no
specific recommendation on the minimum FL of such implementation.
The vertical limits of the FRA shall be published in national AIS Publications.
The setting of the lower limit of FRA shall not adversely impact adjacent areas where
FRA is not yet implemented or where only limited application of FRA is in place.
Nevertheless, with goal being a harmonised airspace structure across the European
network, the following recommendations are made:
The lower vertical limit shall be coordinated at European network level to ensure
interconnectivity with adjoining airspace and this could vary in different areas or at
different times within a particular FRA.
The minimum level should be the lowest feasible, taking into account the
complexity of the airspace and the demand.
Horizontal Limits of FRA and Their Publication

The horizontal limits of the FRA shall be published in national AIS Publications. In order
to gain full benefits from its applicability, the horizontal limits should be preferably based
on operational requirements, not necessarily on FIR/UIR or ATC unit boundaries.
FRA Horizontal entry/exit points into/out of the FRA shall be published in national AIS
publications with a clear reference to the FRA and to the nature of the point (entry, exit or
entry/exit point).

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In areas where the shape of the lateral boundaries of an FIR/UIR or ATC unit are such
that direct routings could lead to exiting for a short time into adjacent airspace, all efforts
shall be made to ensure that applicability of FRA is organised based on operational
requirements and appropriate arrangements are made with the adjacent ATC
units/States. If such situations are unavoidable, the appropriate publication of FRA
Horizontal entry/exit points shall be ensured.
If FRA is implemented in adjacent FIRs/UIRs, the publication of the FRA shall clearly
reflect this cross-border application. The publication of FRA Horizontal entry/exit points
on the common FIR/UIR boundary is not necessary from an operational perspective.
FRA Horizontal entry/exit points into/out of FRA shall take into account adjacent airspace
where FRA is not implemented. FRA Horizontal entry/exit points will be defined to allow
for a structured transition between the two operational environments, this may not
necessarily be at the FIR or ATC unit boundary.
In order to ensure overall European airspace structure interconnectivity, the FRA
Horizontal entry/exit points from/into adjacent non FRA shall ensure interconnectivity with
the fixed ATS route network.
Vertical Connection between FRA and the underlying Fixed ATS Route Network
The vertical connection between FRA and the underlying fixed ATS route network shall
take into account the various climbing and descending profiles. The interconnectivity
between FRA and the underlying fixed ATS route network shall be ensured through the
availability of a set of waypoints reflecting the typical climbing/descending profiles. The
publication of extended SIDs/STARs or published connecting ATS routes are also
operationally recommended options.
Maximising Efficiency of FRA
To maximise the efficiency of FRA and to ensure safe and efficient transfer of flight, all
efforts need to be made to ensure any required realignment of the fixed ATS route
network in adjacent airspace not applying FRA. Wherever a fixed ATS route network will
remain in operation below the FRA, this underlying ATS route network shall be refined
and coordinated at network level to take into account the needs of free route operations
in the airspace above.
Access To/From Terminal Airspace
Access to/from Terminal Airspace will need to be considered and appropriate refinements
to TMA structures initiated, including the definition of additional SIDs/STARs to permit
more flexibility. This could have implications for the management of Terminal airspace.
Notes:
1. In case of implementation of FRA down to the upper limit of Terminal Airspace, the entry/exit
points into/out of FRA should preferably be the last point of the SID and the first point of the
STAR. In some cases a redesign of the SID/STAR will be required and, depending on
airspace complexity, extensions may need to be investigated to ensure appropriate traffic
segregation.
2. If for some airports no suitable SID/STAR is available, flight planning through the use of DCT
should be facilitated.
Publication of a Contingency ATS Route Network

There is no over-arching requirement for a European contingency fixed ATS route
network.
Maintenance of a Fixed ATS Route Network within FRA
Wherever a fixed ATS route network is maintained within FRA, details shall be published
in AIS publications.

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Airspace Reservations
In the context of FRA Concept, airspace reservation refers to airspace of defined
dimensions for the exclusive use of specific users, including TRA, TSA, CBAs, D, R, P,
Areas and any specially activated areas. These are special designed areas within which
both civil and military activities could take place.
Airspace reservations are permanently active (such as prohibited areas) while others are
active for varying periods of time and at varying levels. (e.g. TSA and similar exercise
areas). Active airspace reservations are crossed or avoided depending on the degree of
coordination (including civil/military coordination) and the status of the activity in the area.
This will remain the case in FRA.
There is the potential for airspace reservations to be reconfigured to meet different task
needs.
In areas where coordination procedures (including civil/military coordination procedures)
and airspace conditions permit, the airspace users are permitted to flight plan routeings
through airspace reservations.
In some cases, tactical rerouting will be given if airspace is not available for crossing.
The expected maximum additional length of a tactical rerouting shall be promulgated
through national AIS publications.
In other cases, when such airspace is not available for crossing, FRA intermediate points
will be defined to facilitate flight planning clear of the airspace reservation and ensure
sufficient separation from the activity. The promulgation of these FRA intermediate
points shall be ensured through national AIS Publication. If these points are to be used
only for avoidance of airspace reservations, specific conditions for the use of these points
for flight planning shall be published in the RAD. An overall standardisation of the
separation from airspace reservations will be required, in the longer term, especially for
cross-border operations.
Publication of activation time of airspace reservations should be considered.
Note: The possibility of using geographical coordinates should be considered.
Procedures shall be developed between the Network Manager Operations Centre

(NMOC) and all interested parties to ensure a harmonised application of procedures for
the avoidance of airspace reservations.
Route Availability
The role, format and applicability of the Route Availability Document (RAD) have been
adapted to accommodate FRA requirements.
Sectorisation
The present sectorisation scheme may need to be restructured to accommodate traffic
flows both within FRA and according to the underlying fixed ATS route network. Instead
of having regularised flows of traffic along the ATS route network crossing at recognised
points, the traffic will potentially be spread across the whole of a sector.
Sector design will need to respond to this change and may need to be more flexible as
traffic demand varies.
The Free Route Airspace sectors should be:
Unconstrained by FIR/UIR or State boundaries.

Capable of being reconfigured to meet demand. A structured methodology
where sectors are taken from a library of designs already known to the
internal and external systems is likely in areas where there are significant
fluctuations of traffic flow orientation. Changes to sector definition will need
to be notified to the Network Manager Operations Centre (NMOC) and
should be transparent to adjacent units.

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Sector Design Criteria should, at least, take into account:
the principle traffic flows and orientation;
minimising short transits through sectors;
minimising sector and ACC re-entry;
positions of airspace reservations;
coherency with adjoining fixed ATS route network sectors and connecting
ATS routes to SIDs/STARs;
civil/military coordination aspects.
Sectors shall be aligned as far as possible so that the number of flights with short transit
times is reduced to a minimum. If this is not feasible such traffic should be exempted
from Network Manager traffic counts. Appropriate rules shall be set in this context.
More flexibility in defining a larger number of elementary sectors/airspace volumes and
sector configurations will need to be explored. Sectors will need to be designed to
minimise short transits and to avoid sector/ATC unit re-entry of flights. Operationally
designed, cross-border sectors may be needed where FRA is implemented in adjacent
areas.
A more extensive application of cross-border sectors is likely to be required to reflect
better variations of traffic patterns. Local FMPs will have to take a more proactive role in
the selection of optimum sector configurations. Active sector configurations shall be
dynamically communicated to the Network Manager Operations Centre (NMOC).
Sector and Traffic Volumes Capacities/Monitoring Values
Sector capacities shall take into account the more dynamic variations of traffic patterns.
Definition of traffic volume capacities/monitoring values shall take into account a
minimum transit time. Appropriate procedures shall be put in place by the Network
Manager Operations Centre (NMOC) to exempt such flows from sector traffic counts.
ATS Delegation
In areas where operational boundaries do not coincide with FIR/UIR boundaries, and
delegation of ATS is effective the operational boundaries of FRA shall be published in the
national AIS publications of both States. The Letters of Agreement between the
concerned ATS units shall be amended accordingly to reflect any changes to the
applicable procedures in the airspace where ATS is delegated.
Airspace Management
General
ASM in FRA will differ from that of the fixed ATS route network in that AOs will no longer
be given information on which routes are available, but will need to know which airspace
is available/not available. For the transit period of a given flight through FRA, the
airspace users will need to know the activity of all pertinent airspace reservations areas
to enable the selection of a flight path that will avoid them.
ATC units, corresponding military authorities, airspace users and the Network Manager
will need to know and share the same updated information with regard to activity of
airspace reservations.
Applicable procedures are available in the European Route Network Improvement Plan Part 3 - ASM Handbook - Guidelines for Airspace Management.
OAT Handling
OAT en-route shall benefit in a similar way from the implementation of FRA. There is no
identified need for maintaining an OAT route structure within FRA.
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Letters of Agreement and Coordination Procedures

Letters of Agreement shall be adapted to reflect the specificities of FRA in regard to
transfer points, flexible changes in sectorisation, links with the fixed ATS route network,
high fluctuations in traffic flows, possibility to leave/enter the airspace at random points,
etc.
Appropriate mentioning of ATS delegation in areas involving FRA shall be fully
considered.
The automatic exchange of flight data between ACCs/UACs will need to consider the
possibility of transfer at random points.
Transfer procedures and restrictions currently stipulated in the existing Letters of
Agreement may no longer be applicable in Free Route Airspace. Appropriate procedures
shall be defined to reflect these new provisions.
Flight Planning
General
Within FRA, flight planning procedures are needed that are understandable and easy to
use and that are coherent with procedures for the fixed ATS route network.
Principles are outlined for GAT and OAT flight-planning, dealing primarily with GAT but
will specifically mention OAT requirements where necessary.
Except in FRA where it is published that tactical rerouting will be given, the onus is on the
originator of a FPL to submit a routeing through Free Route Airspace that avoids active
airspace reservations.
ATC, AOs and the Network Manager Operations Centre (NMOC) should have the same
information regarding the intended profile and routing of a flight, regarding both the initial
flight plan and any subsequent revisions to that information. The development of
appropriate tools will indicate real time and future activity status of airspace reservations
to all users.
Within the FRA there will be no limitations on the use of DCT, other than those
recommended by ICAO.
Changes to airspace users flight planning systems may be required to enable all
airspace users to take full benefit of the FRA.
The IFPS will be modified to enable flight plan processing and checking in the context of
variable lower levels of FRA in various parts of the European airspace. Similarly, the
IFPS shall enable appropriate flight plan processing and checking for the transition from
FRA to fixed ATS route network airspace whenever FRA will be implemented for limited
time periods, e.g. during night time only.
Flight Plan Format
No change is envisaged to the ICAO flight-plan format in respect of FRA. OAT flight
plans shall continue to comply with national regulations.
Use of Unpublished Intermediate Points for Flight Planning
In order to benefit from the best operating conditions, airspace users may be allowed to
use any intermediate unpublished points for flight planning defined by geographical
coordinates or by bearing and distance. Such possibility shall be clearly promulgated in
national AIS publications. Where such utilisation is not possible, publication of FRA
Intermediate points shall be ensured.
Flight Planning Routeings Through Airspace Reservations
For the transit period of a given flight through FRA, the AO will need to know the activity
of all pertinent airspace reservations areas to enable the selection of a route that will
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avoid them, except where none are published and tactical re-routeing is provided. The
requirement for hard checking of such flight plans needs to be considered.
The selection of the route shall be based on the FRA Intermediate points published to
this effect.
In areas where civil/military coordination procedures and airspace conditions permit, the
airspace users can be allowed to flight plan through airspace reservations. Tactical reroutings could be expected in case of areas not being available for civil operations.
Route Description
FRA published significant points or unpublished points defined by geographical
coordinates or by bearing and distance shall be described using the standard ICAO
format. Route portions between all these FRA points shall be indicated by means of DCT
in accordance with ICAO Doc 4444.
Flight Planning Facilitation Through the Use of DCTs
The use of published FRA Horizontal entry points with associated FRA Horizontal exit
points might be required in certain cases to facilitate flight planning in FRA. This is
especially valid in cases where only limited combinations of entry/exit points are
permitted within FRA. Similarly, a number of DCTs might not be allowed for use by the
airspace users. The publication of such DCTs will be ensured at network level, through
the RAD. This approach shall ensure the respect of the status of airspace within various
FIRs (e.g. min/max FLs, avoiding penetration of uncontrolled airspace, availability period,
etc.).
Cruising FL Change
The airspace users may use any published significant point or unpublished point, defined
by geographical coordinates or by bearing and distance for indicating changes to the
cruising FL. The airspace users shall observe the Flight Level Orientation Scheme
applicable within the respective FRA.
Flight Plan Submission
GAT flight-plans will be submitted to IFPS within the appropriate time-parameter. RPLs
may continue to be submitted for flights that will transit FRA, but they might not have the
full benefit of optimum route selection derived from precise information on airspace
availability. They will continue to be checked by IFPS following normal procedures for
proposing alternative routes when necessary.
Flight plan filing limitations shall be promulgated for areas where FRA is structurally
limited - i.e. only limited combinations of entry/exit points are permitted.
Flight Plan Checking and Correction
In addition to the normal flight plan validation rules within IFPS, the flight-planned route
through FRA airspace shall be considered invalid if it:
Fails to comply with published FRA Horizontal entry/exit, FRA Departure/Arrival

Connecting Points and any other airspace utilisation requirements;
Infringes an airspace reservation;
The flight plan shall also follow the published FLOS for the corresponding airspace.
In proposing alternative routes, IFPS will not be able to consider all the varying AO
criteria for route selection. IFPS will propose routes on the basis of shortest distance
and/or alternative FL above or below airspace reservations.
In case of time-limited application of FRA, IFPS shall check the flight plan to ensure that it
complies with the time parameters of the FRA.

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Flight Plan Distribution

Real time updates to airspace availability should lead to a recalculation of the submitted
flight profile by IFPS before the FPL is distributed. To ensure that subsequent route
corrections can be offered for affected flights, an appropriate distribution time parameter
will need to be set. Once this parameter has passed and FPLs are distributed, further
route updates will not be processed.
Flight Plans shall be distributed to appropriate ATS providers, relevant military
organisations and other authorised parties decided by National Authorities. The IFPS
shall ensure the appropriate calculation of the flight profile to enable a correct distribution
of the flight plan to all interested parties.
For large scale applications of free route airspace, the flight plan distribution will need to
be ensured to the appropriate ATC units and sectors, hence the importance of having
updated information on active sector configurations. In addition, the ATC units, the
airspace users and NMOC will need access to exactly the same information, both for the
initial flight plan and subsequent updates. The importance of completely up-to-date
information on the status of airspace reservations is to be again underlined.
DCT Limits
Existing limitations on the DCTs (in distance and for cross border DCTs) will need to be
reviewed.
The current DCT limits are applicable to an administrative airspace (FIR/UIR) which does
not always coincide with the operational airspace boundaries. In case of ATS delegation,
this prevents the creation of a DCT covering the complete operational airspace.
The possibility of flight planning DCT across two or more FIR/UIR boundaries shall be
made available. This will require IFPS to compute and communicate to all ACCs
entry/exit positions for their area of responsibility.
If the DCT limits are different in the airspace below the FRA, the IFPS calculation could
raise errors for traffic flying in both airspaces. This is the case for the traffic
climbing/descending between the FRA and the fixed ATS route network.
Air Traffic Flow and Capacity Management
General
Airspace users shall comply with normal ATFCM procedures both within and outside
FRA.
Large scale applications of free route airspace or implementation of free route operations
in adjacent ATC units will generate a large variation of trajectories. Real-time updates of
the airspace situation with respect to both sector configurations and airspace
reservations will be required in order to offer the most updated ATFCM situation at
network/local levels.
Sector Configuration Management
In areas where adjacent airspace is FRA, the volatility of the traffic flows will be higher
than today. This will require a larger number of elementary sectors, a larger number of
sector configurations and a more flexible and dynamic adaptation of the sector
configuration to the traffic demand/pattern.
Changes to sector configurations will need to be notified in real time to the Network
Manager Operations Centre (NMOC) to enable optimum network management actions.
Appropriate procedures and system support to enable this flexibility shall be required.
System support shall be in place to better predict trajectories in an environment where
trajectories will be more volatile than in a fixed ATS route network.
In addition, procedures need to be defined to allow the Network Manager Operations
Centre (NMOC), through collaborative decision making processes, to propose the most
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optimum configurations, taking into account the expected traffic pattern at network level.
Variable sector monitoring values, communicated in real time to the Network Manager
Operations Centre (NMOC), will be required to reflect the changing traffic complexity.
Sector and Traffic Volumes Capacities/Monitoring Values
The use of traffic volumes and exclusions will need to be considered, as large variations
in traffic patterns could appear in the context of large scale applications of free route
airspace or even when two adjacent ATC units allow free route operations.
Letters of Agreement Restrictions
A number of restrictions currently stipulated in the existing Letters of Agreement and
implemented by the Network Manager Operations Centre (NMOC) for flight planning or
ATFCM purposes may no longer be applicable in free route airspace. Such provisions
will need to be reviewed.
Re-Routeing Proposals
The possibility for IFPS to propose routes to airspace users, taking into account the best
operating conditions in free route airspace, shall be considered. New procedures will be
required to define rerouting within free route airspace. System support will be required to
facilitate this task. The provision of a time window for the period the FPL/RPL will be
suspended or invalid should be considered (FLS/REJ).
ATFCM/IFPS Tool Support
The management of FRA is different to that of the fixed ATS route network and the
Network Manager Operations Centre (NMOC) will need additional system support and
new procedures in certain areas such as:
Taking into account routing schemes outside FRA;
The expected increase in RPL updates;
Tools for ATFCM planning within FRA;
Tools for re-routeing;
Tool to calculate and manage traffic loads at a local level (FMP) and central level.
6.5.2 FRA - AIP Publication

Terminology in GEN 2.2 Abbreviations used in AIS publications
Common terminology and relevant terms/abbreviations for FRA operations will be used
and published in the AIP, GEN 2.2.
A general Glossary of FRA Terms/Abbreviations is available in the paragraph 6.5.4. This
may not be an exhaustive list and as such does not prevent States to insert additional
FRA terms/abbreviations if required.
The FRA relevant terms/abbreviations that are not defined in ICAO Doc 8400, will be
marked with an asterisk to indicate non-ICAO status - in accordance with ICAO SARPs.
It is important that, for those non-ICAO terms/abbreviations, the harmonised
terminology presented in paragraph 6.5.4 is used.
In accordance with ICAO Annex 15, a list of alphabetically arranged definitions/glossary
of terms can also be added in GEN 2.2.
FRA General Procedures in ENR 1.3 Instrument Flight Rules
Procedures related to the FRA, including explanation and definitions of applied FRA
relevant points, will be described in a dedicated AIP section.

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As the FRA procedures are seen as supplementary to the general IFR procedures, they
will be described in the AIP section ENR 1.3 Instrument Flight Rules.
To adhere to the ICAO AIP template structure to the maximum extent, a new (additional)
sub-section - ENR 1.3.4 Free Route Airspace - general procedures will be created (see
paragraph 6.5.5 for detailed content).
In case of cross-border FRA implementation, the involved FIRs/UIRs or CTAs/UTAs shall
be indicated in ENR 1.3.
Notes:
1. FRA procedures specifically related to flight planning and submission of a correct flight plan
shall be published in AIP section ENR 1.10 Flight planning.
2. Definitions of applied FRA relevant points are appropriate in ENR 1.3 together with
information on FRA general procedures, recognising that publication of a list of definitions
in GEN 2.2 is not mandatory.
Flight planning in ENR 1.10

Within FRA, flight planning procedures need to be understandable, easy to use and
coherent with procedures for the fixed ATS route network. National AIPs should provide
clear procedures and principles for FRA flight planning; such procedures must be
harmonised to the largest possible extent.
ENR 1.10 (ref. ICAO Annex 15, Appendix 1) is the placeholder for information relevant for
FRA flight planning for eligible flights, enabling of correct flight planning and submission
of a flight plan. This relates to e.g. usage of significant points for flight planning purposes
and/or instructions of mandatory items and/or format of the information, enabling the
completion of the flight plan.
Any special cases, e.g. rules on availability and/or, restrictions for flight planning shall be
considered to be published in the framework of utilisation through the Route Availability
Document (RAD). In this case, the RAD promulgation in AIP shall be made in
accordance with ERNIP Part 1, Annex 3.
Instructions regarding DCT which could be filed in the flight plan in accordance with ICAO
Doc 4444, Appendix 2, FLIGHT PLAN, ITEM 15, (c) Route (including changes of speed,
level and/or flight rules), could be inserted in a dedicated subsection of AIP ENR 1.10.
Example: Instruction on DCT limitations/usage in the flight plan could be placed under
AIP ENR sub-section1.10.5:
ENR 1.10.5 Use of DCT in flight plan, Item 15, (c) Route (including changes of
speed, level and/or flight rules).
Free Route Airspace structures in ENR 2.1 and ENR 2.2 - General rule
The FRA structures, including sectors, will be published in:
ENR 2.1 FIR, UIR, TMA and CTA - if based on FIR/UIR or ATC unit boundaries:
o If the FRA structure coincides entirely with the published lateral/vertical limits
of the FIR/UIR or the area of responsibility of the ATC unit, only a reference to
FRA operations to the respective airspace needs to be published in the
Remarks column.
o If the FRA structure coincides entirely with the lateral limits of the published
FIR/UIR or the area of responsibility of the ATC unit, but applies other vertical
limits, insert the applicable FRA vertical limits in the Remarks column to the
respective airspace.
or:
ENR 2.2 Other regulated airspace - if the FRA lateral limits do not coincide with
FIR/UIR or ATS unit boundaries.

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Cross-border application of FRA in ENR 2.2 Other regulated airspace

If FRA is implemented cross-border between adjacent FIRs/UIRs or CTAs/UTAs, the
publication of the FRA information shall clearly reflect this cross-border application.
In addition to inserting in ENR 1.3 information on the involved FIRs/UIRs or CTAs/UTAs,
the ENR 2.2 is the adequate placeholder for description of the cross-border FRA
structure.
Cross-border sectors (e.g. applicable ATC sectors, portions of CTA/UTA) may be defined
where FRA is implemented in adjacent FIRs/UIRs or CTAs/UTAs. ENR 2.2 is the
adequate placeholder for publication of these sectors (as the sector borders do not
coincide with FIR/UIR boundaries, see general rule).
Note: The publication of FIR/UIR crossing points (5LNC in ENR 4.4) on the common boundary
is not necessary, unless required for operational reasons. In that case, a reference to the
other State(s) AIP(s) is made for common crossing points in ENR 4.4.
It is recommended to only publish in AIP ENR 2.2 the States FRA area up to the border
of the FIR/UIR (geographical coordinates, vertical limits, FRA name/ID, information on
involved FIR/UIR, ATC unit providing the service and any other relevant information)
instead of the total FRA area, and refer to the other involved States AIPs for continuing
information.
Note: This practice allows adhering to current ICAO provisions on publication and allows from
a data management perspective constructing the overall FRA volume in accordance with
involved Data Providers respective EAD area of responsibility.
The boundary of the total area for the involved (cross-border) FIR/UIRs may be described
in ENR 2.2 if the same vertical limits apply, with the FRA name/ID, geographical
coordinates, vertical limits, and information on involved FIR/UIR.
Delegation of the responsibility for provision of ATS in ENR 2.2 Other regulated
airspace
Appropriate AIP publication of areas where the responsibility for provision of ATS is
delegated shall be assured, in order to facilitate the publication of the FRA applicability in
these areas.
The following AIP placeholders are available in the ICAO AIP Specimen (Doc 8126) for
publication of delegation of the responsibility for provision of ATS:
GEN 3.3 - Air Traffic Services

o GEN 3.3.2 Area of Responsibility
Brief description of area of responsibility for which air traffic services are
provided
ENR 2.2 Other regulated airspace
o ENR 2.2.2 The area involved in the transfer of ATS responsibility
Details on the description of the areas within another bordering FIR
where ATS is provided under delegated authority as part of the area of
responsibility, and the provided services (ATC unit).
While publication of ATS responsibility in GEN 3.3 does not need to be re-assessed,
appropriate publishing of ATS delegation in areas involving FRA shall be fully considered.
In line with the FRA Concept, FRA should preferably apply in the entire Area of
Responsibility (AoR) of an ATC unit providing the service, including the areas where the
ATS responsibility is delegated.
In case of ATS delegation, FRA boundaries shall be either published in both State AIPs
or a reference to the other State(s) AIP(s) is made.
In the case where delegation of ATS is effective and where the ATC unit providing the
service has implemented FRA in its AoR, but by agreement between the
States/FABs/ANSPs concerned it is decided that FRA shall not apply in one (or more)
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delegated area(s), the operational boundaries of FRA shall be published in the AIPs of
both States in ENR 2.2 (ref. section 6.5.1).
FRA Connecting Routes to/from terminal airspace and aerodromes
In the context of the FRA concept, access to/from terminal airspace and connection
to/from aerodromes need to be considered. This may require definition of FRA
connecting routes to facilitate flight planning, providing e.g. the route from FRA
departure/arrival points to a published SID/STAR points at an aerodrome, or from/to an
aerodrome within the TMA which does not have SID/STAR.
For the publication of defined FRA connecting ATS routes, the AIP placeholder ENR 3.5
may be used, with a dedicated section named FRA Connecting Routes. This
placeholder is appropriate for publishing the complete connecting route package for a
terminal area.
The description of established connecting routes shall be coherent with published FRA
general procedures in ENR 1.3 and flight planning instructions for FRA published in ENR
1.10.
Alternatively, the description of the FRA connecting routes can also be published
together with details on flight procedures (AD 2.21 Flight procedures) for the aerodrome
concern, if appropriate.
FRA Significant Points in ENR 4.1 and ENR 4.4
FRA significant points will be published in national AIPs with a clear reference to the Free
Route Airspace and to indicate the FRA relevance of the point.
As NAVAIDs can be used as a FRA significant point, the publication of appropriate FRA
relevance shall be considered for publication also for en-route navigation aids.
Publication of FRA relevance on 5LNC and navigation aids - en-route falls under:
ENR 4.1 Radio navigation aids - en-route; and

ENR 4.4 Name-code designators for significant points.
For information on FRA (ref. Annex 15, Appendix 1), the Remarks column in ENR 4.1
and ENR 4.4 tables shall be used to specify specific information with respect to FRA
usage, if needed.
Note: Specific conditions of utilization e.g. use for arrivals/departures to/from specific
aerodromes shall be described in the RAD.
or, by an extension to the ENR 4.1 and 4.4 tables, by adding one column.
The FRA relevance of the significant points shall be indicated by the following letters and
published within brackets:
(E), for FRA Horizontal Entry Point
(X), for FRA Horizontal Exit Point
(I), for FRA Intermediate Point
(A), for FRA Arrival Connecting Point
(D), for FRA Departure Connecting Point
Combinations of letters can be published in accordance with this matrix:

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The fictitious AIP publication examples below are based on the ICAO Annex 15,
Appendix 1 on required information for ENR 4.1 and 4.4, and include adapted tables with
the option to an additional column for information of FRA relevance.
The explanation of the letters may be published in textual format in conjunction to the
ENR 4.1 and ENR 4.4 table (see examples below).
Examples:
ENR 4.1 Radio navigation aids - en-route
Legend for FRA relevance: (E) =Horizontal Entry point, (X) =Horizontal Exit point, (I) =
Intermediate point, (A) = Arrival Connecting point, (D) =Departure Connection point.
Name of
station (VAR) (VOR:
Declination)
ID
FREQ (CH)
Hours of
operations
Coordinates
ELEV DME
antenna (ft)
AALBORG
VOR
(1E 2008)
AAL
116.700MHZ
H24
570613N
0095944E
KORSA
VOR/DME
(1E 2008)
KOR
112.800MHZ
CH75Y
H24
552622N
0113754N
Remarks
7
DOC FL 500/100 NM
FRA (I)
To plan when D370 is
activated
DOC FL 500/80NM
FRA (A)
STAR EKCH and EKRK
136.2
Option of additional column for the FRA relevance information

Name of
station (VAR)
(VOR:
Declination)
1
AALBORG
VOR
(1E 2008)
KORSA
VOR/DME
(1E 2008)
ID
FREQ (CH)
Hours of
operations
Coordinates
ELEV DME
antenna (ft)
FRA
relevance
Remarks
AAL
116.700MHZ
H24
570613N
0095944E
KOR
112.800MHZ
CH75Y
H24
552622N
0113754N
136.2
(I)
DOC FL 500/100 NM
(A)
DOC FL 500/80NM
STAR EKCH and EKRK

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ENR 4.4 Name-code designator for significant points

Legend for FRA relevance: (E) =Horizontal Entry point, (X) =Horizontal Exit point, (I) =
Intermediate point, (A) = Arrival Connecting point, (D) =Departure Connection point.
Name-code designator
1
LIMAK
LOGNA
NEGVA
Coordinates
2
585036N 0272804E
575035N 0213937E
690920N 0144854E
ATS route or other route

3
Remarks/Usage
4
FIR BDRY, FRA (E)
FIR BDRY, FRA (I)
FIR BDRY, FRA (EX)
N/A
M611, P31, Q33, Q141
N3
Additional column added for FRA relevant information

Name-code
designator
1
LIMAK
LOGNA
NEGVA
Coordinates
2
585036N 0272804E
575035N 0213937E
690920N 0144854E
ATS route or other route

3
N/A
M611, P31, Q33, Q141
N3
FRA relevance
4
(E)
(I)
(EX)
Remarks/Usage
5
FIR BDRY
FIR BDRY
FIR BDRY
In case the ENR 4.4 significant point is dedicated to FRA only and not part of a specific
ATS route, the corresponding information in column 3 should state N/A (Not
Applicable).
The States have to ensure their publication of the FRA relevance on significant points on
all appropriate maps AIP charts (see section 6.5.3).
Airspace reservations in ENR 5
The following AIP sections are used for publication of information of Special Areas (SA):
ENR 1.9 Air Traffic Flow Management/Airspace Management - to include general

information on CDR and TSA/TRA.
ENR 5.1 Prohibited, Restricted and Danger Areas (P, R and D).
ENR 5.2 Military Exercise and Training Areas and Air Defence Identification Zone
(ADIZ) shall be used for any special use airspace (CIV/MIL) including TSA/TRA
specific information.
There is the potential for airspace reservations to be reconfigured to meet different task
needs and this will require updates to ENR 5.1 and ENR 5.2.
AIP publication of 5LNC for Special Area for FRA purposes:
When airspace reservations are not available for crossing, 5LNC will be defined to
facilitate flight planning clear of the airspace reservation and ensure sufficient separation
from the activity. The publication of these 5LNC shall be ensured in ENR 4.4 and
utilisation rules shall be described in the RAD.
If these points are to be used only for avoidance of airspace reservations, such flight
planning limitations shall be clearly published in the RAD.
Notes:
1. Publication of the Special Areas (SA) and their availability times should be made
available, in addition to national AIP publications, to EUROCONTROL/NMD to ensure
accurate information on their availability.
2. Information on airspace activations is published in AUP/UUP or by NOTAM (as a standard
AIS procedure for AIS dynamic data publication, see ERNIP Part 3 - ASM Handbook) and
handled through the Network Manager.

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6.5.3 FRA - Charts Publication

The chart types that can be affected by FRA implementation are En-route Charts and
Aerodrome Charts as specified below.
ENR 6 En-route Charts
Two alternatives are available:
o
To embed the relevant information into the existing En-route charts. In case FRA
vertical limit coincides with the LOWER/UPPER limits, States may recognise no
need to publish a separate chart.
or
o If the FRA vertical limit does not coincide with the LOW/UPP limit - a new FRA
dedicated En-route chart may need to be developed and published in the AIP as a
new sub-section of ENR 6. EN-ROUTE CHARTS (ENR 6.x);
o This FRA chart will accompany the LOW/UPP En-route Chart(s).
If the cross-border FRA implementation is encompassing multiple states, a new FRA
dedicated En-route chart may be published as a new sub-section of ENR 6. ENROUTE
CHARTS (ENR 6.x)
o
This chart will encompass the total FRA boundary (perimeter) of the involved
States.
The chart may exclude involved States FRA related significant points, to avoid
clutter in the chart. For information on related significant points within, a
reference to each individual States AIP is sufficient.
Aerodrome Charts (SID/STAR and Area Charts)

In the context of the FRA Concept, the access to/from terminal airspace needs to be
considered and appropriate refinements to TMA structures initiated, including the
definition of additional SIDs/STARs to permit more flexibility.
Updates and changes to Aerodrome Charts (ref. Annex 15 Appendix 1, AD 2.24) may be
needed if SIDs/STARs are extended, or for publishing connecting ATS routes. Therefore,
FRA implementation may affect also the Area Chart - ICAO, if published by States.
o
Charts supporting FRA implementation in mountainous terrain - To be developed
FRA Chart symbols

The examples are available in the Example 1 below.
a) FRA boundary in coincidence with FIR with on-request entry/exit point;
b) Independent FRA boundary with compulsory entry/exit point.
Example 1
BUMAB
(EX)
The FRA relevance of a significant point shall be indicated by the following letters and
published within brackets:
(E), for FRA Horizontal Entry Point;
(X), for FRA Horizontal Exit Point;
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(I), for FRA Intermediate Point;

(A), for FRA Arrival Connecting Point;
(D), for FRA Departure Connecting Point.
Combinations of letters can be published, in accordance with the matrix provided in
section AIP publication of FRA relevant points in ENR 4.1 and 4.4.
Examples:
(EX) - Horizontal entry/exit point.
(XD) - Horizontal exit/departure connecting point.
Letter(s) in the charting symbol are not viable options as might be unreadable on the
charts. Suggestion is made to add FRA related information in the label like in the
example above.
Based on the best practice applied by EUROCONTROL ERC/ERN Charts and in
cooperation with charting experts, green colour is suggested.
These proposals have been developed to comply with ICAO Annex 4, Appendix 2:
o
Conformity with ICAO symbols 121 (Annex 4, Appendix 2-18); and green colour
suggested for FRA related points;
Conformity with ICAO airspace classifications 126 (Annex 4, Appendix 2-19); and
green colour for FRA related boundary.
6.5.4 FRA Glossary of terms

Aeronautical data (ICAO Annex 15 Aeronautical Information Services)
A representation of aeronautical facts, concepts or instructions in a formalized
manner suitable for communication, interpretation or processing.
Aeronautical information (ICAO Annex 15 Aeronautical Information Services)
Information resulting from the assembly, analysis and formatting of aeronautical data.
Aeronautical Information Publication (AIP) (ICAO Annex 15 Aeronautical
Information Services)
A publication issued by or with the authority of a State and containing aeronautical
information of a lasting character essential to air navigation.
Area navigation route (ICAO Annex 11, Doc 4444 - ATM (PANS-ATM)).
An ATS route established for the use of aircraft capable of employing area navigation.
ATS route (ICAO Annex 2, Annex 11, Doc 4444 - ATM (PANS-ATM))
A specified route designed for channelling the flow of traffic as necessary for the
provision of air traffic services.
Note 1.- The term ATS route is used to mean variously, airway, advisory route, controlled or
uncontrolled route, arrival or departure route, etc.
Note 2.- An ATS route is defined by route specifications which include an ATS route designator, the
track to or from significant points (waypoints), distance between significant points, reporting
requirements and, as determined by the appropriate ATS authority, the lowest safe altitude.
DCT (Doc 8400, ICAO Abbreviations and Codes (PANS-ABC)

Direct (in relation to flight plan clearances and type of approach)
Decoded abbreviation/indicator DCT (Direct) or Encoded abbreviation/indicator Direct
(DCT) should be used only:
for flight planning purposes when submitting FPL;

when executing specified type of approach.
Free Route Airspace (FRA)

A specified airspace within which users may freely plan a route between a defined
entry point and a defined exit point, with the possibility to route via intermediate
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(published or unpublished) way points, without reference to the ATS route network,
subject to airspace availability. Within this airspace, flights remain subject to air traffic
control.
FRA Arrival Connecting Point (A)
A published Significant Point to which FRA operations are allowed for arriving traffic
to specific aerodromes. The FRA relevance of such points shall be included in ENR
4.1/4.4 columns as (A). Indications on their use for arrivals to specific aerodromes
shall be notified via the RAD.
FRA Departure Connecting Point (D)
A published Significant Point from which FRA operations are allowed for departing
traffic from specific aerodromes. The FRA relevance of such points shall be included
in ENR 4.1/4.4 columns as (D). Indications on their use for departures from specific
aerodromes shall be notified via the RAD.
FRA Horizontal Entry Point (E)
A published Significant Point on the horizontal boundary of the Free Route Airspace
from which FRA operations are allowed. The FRA relevance of such points shall be
included in ENR 4.1/4.4 columns as (E). If this point has specific conditions of
utilization, this shall be described in the RAD.
FRA Horizontal Exit Point (X)
A published Significant Point on the horizontal boundary of the Free Route Airspace
to which FRA operations are allowed. The FRA relevance of such points shall be
included in ENR 4.1/4.4 columns as (X). If this point has specific conditions of
utilization, this shall be described in the RAD.
FRA Intermediate Point (I)
A published Significant Point or unpublished point, defined by geographical
coordinates or by bearing and distance via which FRA operations are allowed. If
published, the FRA relevance of such points shall be included in ENR 4.1/4.4
columns as (I). If this point has specific conditions of utilization, this shall be
described in the RAD.
Route Availability Document (RAD)
A common reference document containing the policies, procedures and description
for route and traffic orientation. It also includes route network and free route airspace
utilisation rules and availability.
Significant Point (ICAO Annex 11 Air Traffic Services)
A specified geographical location used in defining an ATS route or the flight path of
an aircraft and for other navigational and ATS purposes.
Note.- There are three categories of significant points: ground-based navigation aid, intersection
and waypoint. In the context of this definition, intersection is a significant point expressed as
radials, bearings and/or distances from ground based navigation aids.
Special areas (SA)

Airspace reservation refers to airspace of defined dimensions for the exclusive use
of specific users. These are special designed areas within which both civil and
military activities could take place, including CBA, TRA, TSA, D, R, P and any
specially activated areas.
Way Point (ICAO Annex 11 Air Traffic Services)
A specified geographical location used to define an area navigation route or the flight
path of an aircraft employing area navigation. Waypoints are identified as either:
Fly-by waypoint (ICAO Doc 8168 VOL 2) A waypoint which requires turn
anticipation to allow tangential interception of the next segment of a route or
procedure, or
Flyover waypoint (ICAO Doc 8168 VOL 2) A waypoint at which a turn is
initiated in order to join the next segment of a route or procedure.

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6.5.5 FRA AIP Publication Template

AIP
.
ENR 1.3-1
27 NOV 03
ENR 1.3 INSTRUMENT FLIGHT RULES
1. Rules applicable to all IFR flights
2. Rules applicable to IFR flights within controlled airspace
3. Rules applicable to IFR flights outside controlled airspace
4. Free Route Airspace general procedures
4.1 Area of application

e.g. FRA procedures are available in Amswell FIR above FL245. If applicable specify airspace where
provision of service is delegated to another ANSP. For further details see ENR 2.2. and ENR Charts.
4.2 Flight Procedures
4.2.1 General
e.g. Traffic will be subject to General Rules (ENR 1.1), RAD and Letters of Agreement (LoA) between
neighbouring ACCs.
e.g. Within FRA users will be able to plan user-preferred trajectories through the use of significant points
included in AIP (State) ENR 4.4 Name-code designators for significant points and ENR 4.1 Radio
navigation aids - en-route, respectively. Segments between significant points will be indicated by means of
DCT instructions.
DCT usage / limitations
e.g. Within the FRA area there will be no limitations on the use of DCT.
4.2.2 Overflying traffic
e.g. Overflying traffic should plan directly from Amswell FIR entry point to the Amswell FIR exit point.
4.2.3 Access to/from Terminal Airspace
e.g. Arriving traffic should plan directly from Amswell FIR entry point to the FRA Arrival Connecting Point
(A) / STAR initial waypoint.
e.g. Departing traffic should plan directly from FRA Departure Connecting Point (D) / SID final point to the
Amswell FIR exit point.
Flight planning within the FRA area will comply with adjacent ATS route network orientation.
e.g. For southbound traffic via NELSO connecting to UN741, ODD and EVEN levels are available 50NM
prior arriving NELSO waypoint.
4.2.4 Cross-Border Application
Cross-border - DCT - (NOT) allowed.
Describe the exception of the segments as applicable.
e.g. Airspace users will have to plan their trajectory inside FRA in Amswell FIR through the use of the
intermediate significant points.
(Amendment Number)
(Name of Publishing Authority)

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ENR 1.3-2
27 NOV 03
AIP
.
e.g. Intermediate waypoint NARTA suggested for traffic passing through Denham FIR / UIR.
e.g. Exceptional cross-border DCT segments allowed are:
RALUS DCT ALAGU
RALUS DCT AMSEL
BABEX DCT ALAGU
BABEX DCT AMSEL
BABEX DCT OSLAD
4.3 Airspace Reservation - Special Areas
4.3.1 Re-routing Special Areas
e.g. AOs will plan their trajectory inside FRA disregarding all segregated airspace. In case there is no
availability to cross segregated areas,
or
e.g. AOs will plan their trajectory around segregated airspace, when not available for civil operations, by
using the 5LNC published for this purpose in ENR 4.4.
4.3.2. Promulgation of route extension
e.g. In case there is no availability to cross the segregated area, it is expected that the average flight extension
to be considered by aircraft operators is approximately 5NM; in exceptional occasions 15NM. However, in
most of the cases radar vectors shall be provided by ATC.
4.4 Additional FRA Procedures
e.g. For speed and level changes inside FRA in Amswell FIR on flight plan Item 15, additionally to a
significant point and only for this purpose, aircraft operators may also use geographical coordinates.
e.g. In terms of flight planning, Item 15, flight levels (FLs) within Amswell FIR FRA area will respect the
table of cruising levels included in ENR 1.7, with the exception of waypoint RIVRO. By Letter of Agreement,
traffic intending to enter Amswell FIR via RIVRO must enter at ODD FLs and traffic intending to exit
Amswell FIR via RIVRO must exit at EVEN FLs.
4.5 Route Availability Document (if required)
(Amendment Number)

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AIP
.
ENR 2.2-1
27 NOV 03
ENR 2.2 OTHER REGULATED AIRSPACE
1. General
2. The area involved in the transfer of ATS responsibility
3. Contingency planning in Broxby ACC (conflict free allocation scheme)

3.1 General
The . (State) Air Traffic Services Contingency Planning is based on strict operating criteria. Its method,
structure and applicability are universal and based on the consequences of technical or catastrophic failure that
may occur in the Air Navigation System. It contains material dealing with planning for TMAs and En-Route
contingencies.
Whenever a contingency occurs, the Network Manager and . ACCs will be informed accordingly.
The Conflict Free FL allocation Scheme structure will apply to all Scenarios.
3.2 Types of Contingency
3.2.1 Scenarios for Contingency and Capacities:

Scenario 1:
Scenario 2:
(Amendment Number)

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6.5.6 FRA Check List of Implementation Actions

STEP 1
Operational validation with NM (Operations Planning and Network Operations) should
start at least 5 AIRAC cycles prior to the implementation date.
The
States/FABs/ANSPs shall include in the validation, inter alia:
Airspace organisation;
Procedures;
Restrictions (Pan-European Annex and Appendices - Including city pair level
capping, En-route and Airfield DCT limits, Flight Profile Restrictions);
Flight planning aspects;
Description of military airspace and civil/military procedures.
STEP 2
Include neighbours in the operational validation, at least 5 AIRAC cycles prior to the
implementation date. The States/FABs/ANSPs shall include in the validation, inter alia:
Airspace organisation - transfer points;

Procedures - Letters of agreement;
Restrictions (Pan-European and Appendices - Including city pair level capping,
En-route and Airfield DCT limits, Flight Profile Restrictions);
Flight planning aspects;
Description of military airspace and civil/military procedures at interfaces.
STEP 3
For the purpose of the validation with NM (Operations Planning and Network
Operations) and neighbours, it is desirable that draft AIS publications are already
available and include information on:
Characteristics of a FRA published in AIP (eventually promulgated by AIC)
Lateral Limits: have to be the ones of an ATC Unit Airspace (AUA) (CTA, TMA ) or
a group of them;
Vertical Limits: can be implicit (FRA is available at all levels within the AUA) or a
subset of them (Vertical band);
FRA Entry/Exit Points;
FRA Departure/Arrival Connecting points (if any);
FRA Intermediate Points: either none allowed, or all allowed, or only via specific
points;
Applicable time: not necessarily H24.
(These characteristics and definitions are implemented in CACD via the Restrictions
model. A new type of DCT restriction is created - FRA DCT Restriction)
Military airspace: Description of military areas and of the procedures to be followed in
case of active/non-active areas.
Ensure that NM has all the information and that this information continues to be
delivered post implementation.

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STEP 4
Following validation of all data, there might be a need to change some of the
publication data and information. Such changes should be operated in such a way that
the final AIS publication is made at least 2 AIRAC cycles prior to implementation. The
publication should be made by using to the largest possible extent the templates
developed as part of the RNDSG. Publicity towards AOs must be also ensured.

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6.6
Navigation Specification
6.6.1 Introduction
As the en-route design often involves route realignments, to maintain sensor-specific
routes and procedures would be inflexible and costly. To overcome the constraining
elements, reflected through the inflexibility of route alignments often caused by a current
conventional navigation infrastructure, other navigation solutions should be considered.
The performance based navigation, may pose either as a strong enabler, or as one of the
navigation assumptions, for the airspace design solutions.
6.6.2 Navigation specifications options

The navigation specification presents a set of aircraft and crew requirements needed to
support performance based navigation operations within a defined airspace.
Depending on the type of airspace, and possibly to accommodate closer route spacing,
adequate navigation enablers are proposed referring to airborne navigation equipment
and the Navigation Specifications prescribing their performance.
Once it is established that a certain sub-set of navigation functionalities are needed to
enable an Airspace Concept and that the fleet is appropriately capable, what remains is
to select a navigation specification from the PBN Manual (ICAO Doc 9613) that matches,
in terms of navigation performance, the ones required for the Airspace Concept.
Selecting navigation specification is a simple step if preceding airspace design phases
have been done in an integrated manner. Assumptions identification has to be done
carefully when it comes to fleet analysis whilst giving due consideration to an ICAO
Navigation Specification. This match could be difficult to achieve because it is seldom
cost effective to select a navigation specification that would require a significant
proportion of fleet to retrofit RNAV systems to provide specific functionality.
The Navigation Specification can either be RNAV or RNP. The difference between the
two is that RNP specification includes a requirement for on-board, self-contained,
equipment for performance monitoring and alerting.
6.6.3 Navigation functional requirements

Both specifications, RNAV and RNP, include requirements for certain navigation
functionalities that should be taken into account when airspace design proposals are
developed. Some of the functionalities associated to a navigation specification may
influence, not only route spacing and separation minima, but the airspace concept as
such. When proposing airspace design solutions, one should take into account the
following set of navigation functionalities, as a minimum:
continuous indication of aircraft position relative to track to be displayed to a

pilot flying, on a navigation display;
display of distance and bearing to the active (To) waypoint;
display of ground speed or time to the active (To) waypoint;
navigation data storage;
appropriate failure indication of the RNAV system.
A strategic objective concerning the airspace improvements will allocate requirements to

various system components, such as communication, navigation, ATS surveillance, air
traffic management and flight operations. Navigation functional requirements, in the
context of performance-based navigation, need to be identified.
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Requirements determination
The process should start from the airspace users needs and consequently airspace
requirements. When it comes to determining airspace users requirements, a balance
amongst overall safety, capacity and efficiency should be established. Trade-offs
between competing requirements will have to be made.
An important step towards the determination of the users and airspace requirements
should be assessment of aircraft fleet capability. Namely, owing to the fact that some five
generations of aircraft may be simultaneously using the airspace in question, the
proposed airspace solutions should accommodate them all.
It is important to know the characteristics and level of equipage of the fleet operating in
the airspace. Several characteristics to be observed are listed hereafter:
aircraft equipped with GNSS capability;
failure of GNSS could be mitigated by other means of navigation (DME

based RNAV, conventional navigation, ATS surveillance);
IFR approved aircraft carry VOR and DME integrated into RNAV system;
extent of need for aircraft inertial systems to cover potential NAVAIDs signal
gaps.
Handling traffic with mixed navigation equipage, depending on the level of mixed
equipment and operations, adversely affect capacity of the airspace and place additional
workload on controllers.
NAVAID infrastructure assessment is also an important step since the majority of current
route network is supported by ground-based NAVAIDs, Nevertheless, the use of RNAV is
expanding allowing operators to take advantage of on-board systems.
A full transition to RNAV-based en-route should be considered. However, it may take
years for GNSS to be used by a significant majority of operators, so ground-based
NAVAIDs should be considered as an alternative input to RNAV systems, as a support to
reversionary conventional navigation or even to use them for the provision of
conventional navigation environment for non-RNAV-equipped users.
The following should be taken into account when assessing NAVAID infrastructure for the
given airspace:
rate at which operators using the airspace in question, equip with GNSScapable avionics;
extent of the requirement to retain some ground NAVAIDs for operators not
equipped with GNSS, or as a back-up to GNSS;
the existing NAVAID infrastructure and its age.
Implementation of RNAV applications must not be a cause for installing new NAVAID
infrastructure. RNAV applications should ideally result in moving some of the existing
infrastructure (DMEs removed from VORs, etc.).

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6.7
Flight Procedures
6.7.1 Terrain and Obstacle Clearance

The design principles addressed in this document refer to the conceptual design of the
Airspace structures (routes, holds, ATC sectorisation etc.). PANS-OPS addresses the
final stage of this design process by assuring the desired structures are clear of obstacles
considering the criteria in ICAO Doc 8168.
The details of Flight Procedure design in accordance with obstacle clearance criteria are
outside the scope of this document. For details on the safe design of procedures with
respect to terrain and obstacle clearance, refer to ICAO Doc 8168 and consult a qualified
PANS-OPS designer.
In logical steps, PANS-OPS design is done after the conceptual design, assessment of
the design concept, assessment of the design validation and the implementation
planning. For En-route applications, PANS-OPS criteria are generally not as restrictive as
in Terminal Airspace because of the higher altitudes of the route segments.

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6.8
Sectorisation
6.8.1 Introduction
Many of the constraints in the European airspace are caused by less than optimum
sectorisation and/or inadequate sector capacities. The achievement of optimum sector
capacity is a crucial objective if delays are to be minimised and sector overloads avoided.
A number of studies and analyses have been carried out in Europe, and have identified
the close relationship between sectorisation and route network configuration. This
relationship must be taken into consideration for planning the improvement of the
European ATM network.
To achieve optimum capacity and flight efficiency, it is essential to ensure full coherency
of all the airspace structures elements, including the way it is used, specifically:
the fixed ATS route network;
areas of free route airspace;
terminal airspace;
other airspace structures such as segregated airspace;
ATC sectorisation and sector configurations; and
the associated modus operandi.
6.8.2 Developing Sectorisation

Air traffic control is based on sector structures. Sectorisation subdivides the airspace into
manageable areas, for which throughput and capacity can be quantified.
The main constraints on ATM capacity are airspace limitations and controller workload.
By reorganising existing sectors or providing additional sectors, one can reduce the
number of routes/crossing points (conflicts) and the number of aircraft on the frequency
at any time. This results in a reduction of workload and can enable an improved sector
productivity, while maintaining at the same time a balanced coordination workload (e.g.
through the use of improved/ automated coordination procedures).
The sub-division of the airspace into smaller and smaller sectors is a finite strategy and a
point is reached when the benefit of further reduction is outweighed by other factors,
particularly the corresponding increase in coordination tasks: the increase of capacity is
not proportional to the number of sectors available (law of diminishing returns). In
addition, the creation of additional sectors has a high financial cost, particularly in terms
of controllers but also in terms of infrastructure and software - therefore less costly
options should always be explored first, for example, by improving the productivity of
existing sectors.
For a major airspace reorganisation project, the definition of supporting sectorisation
would normally be made as follows:
Determine the maximum number of operational sectors, taking into account

staff and infrastructure availability and system capability.
Define optimum sector configurations for known variations in traffic flows

(e.g. morning v evening, week v. weekend), based on the principles outlined
in this chapter.
Define the boundaries of individual operational ATC sectors.
Define the elementary airspace blocks to enable the required modular

sectorisation and sector configurations.

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If required (e.g. for an ACC with many sectors), define a number of sector
groups (taking into account controller validations and working roster,
operation of collapsed sectors during off-peak periods, frequency
management etc.).
6.8.3 General Principles for Sector Development:

The following principles for the establishment, modification and validation of enroute and
terminal sectorisation should be followed.
Sectorisation should be:
based on operational requirements
planned in coordination with neighbouring ACC/FAB
evaluated at European ATM Network level
drawn up independent of FIR or national boundaries
operationally efficient, i.e. maximise ATM capacity while accommodating user

demand
consistent with the evolution of the route network
consistent with the airspace utilisation (CDR availability / routeing scenarios)
sufficiently flexible to respond to varying traffic demand and to temporary

changes in traffic flows (morning, evening, week, week-end traffic), for example:
Different combinations of airspace blocks and/or sectors to
balance varying demands
S2
S1
S3
S2+3
S1+2
the reconfiguration of sector boundaries through use of air

blocks to match prevailing traffic flows
A
S1
or
S1 minus A
S2
or
S2 plus A
constructed to ensure operational and procedural continuity across national

borders
designed to take into account military requirements and those of other airspace
users
configured to ensure optimum utilisation of the ATS route network (balanced load
on the sectors)
configured to minimise coordination workload
designed, where appropriate, based on specialisation of task according to the

nature of traffic
designed, in general, to be laterally larger for high level sectors than the
underlying lower sectors - low level sectors are normally more complex with more
evolving traffic

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designed according to the following factors:

o
traffic volume/density including latest data and forecasts
traffic complexity
nature of traffic (en-route, climbing or descending traffic)
ATC system capability
Interface with adjacent airspace
6.8.4 Specific Principles for Sector Capacity Enhancement:

Increasing sector productivity through a reduction in controller workload can be achieved
in a number of ways, e.g. by reducing the complexity of the airspace structure, resulting
in a more balanced distribution of traffic and balancing controller workload within different
sectors.
Organisation of traffic flows
keep the number of ATS routes controlled by a sector to a minimum
specialisation of routes (dualised routes/strategic deconfliction of ARR/DEP

routes)
Possible solution
Current situation
Overflights
Arrivals
Arrival,
Departure,
and
Overflying
Departures
Traffic
deconfliction of traffic flows (elimination of unnecessary crossovers)
Current situation
Possible solution
Airport A
Airport B
Airport B
Airport A
organisation of traffic flows (segregation of main traffic flows)
Destination
Current situation
Origin
CONGESTED
AREA CONGESTED
AREA
Destination
Possible solution
CORE AREA
CONGESTED
AREA
To allow high density

traffic sectorisation
Origin
in the busiest area

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appropriate relocation of crossing points where possible

Possible solution
Current situation
StateNorthwest
CONGESTED
AREA
CONGESTED
AREA
StateSoutheast
The use of balconies to allow for direct coordination between upper

adjacent lower sectors (including cross border). In example below the lefthand diagram indicates a lateral view of a simplified four sector boundary.
The ideal descent profile creates unnecessary coordination for sector S1 that
would be resolved by introducing level constraints, indicated by the dashed
line. However by creating a balcony, as shown in the right hand diagram, the
coordination could be made directly between S2 and S3.
S1
S1
S2
S2
Ideal flight profile

Probable flight profile
Sector boundary
S3
S3
S3
S4
Conflict Points:
limit the number of conflict points in the same sector involving major traffic
flows
rationalise crossing points where possible

Possible solution
Current situation
S1
S2
avoid to have different sectors feeding the same sector with converging
traffic requiring separation (two coordination tasks for the receiving sector)
NO
YES

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avoid to have conflict points close to the boundary of a sector for entering
traffic (increasing workload because of excessive coordination/insufficient
anticipation time)
NO
YES
Sector Function
the number of different functions (arrival, departure, enroute) carried out by

one sector should be minimised
Flight Level Allocation procedures should be considered and the optimum

system applied
Sector Size
Sector dimension should:

o
be small enough to accommodate sector functions
provide a balanced workload
allow, as far as possible, one dedicated function
allow reasonable transit time and manageable instantaneous loads
be big enough to allow sufficient anticipation and resolution of conflicts

with minimum coordination
allow the establishment of holding patterns with minimum coordination

The optimum size of each sector will vary - low traffic density and complexity
allows bigger sectors, but as density and complexity increase, smaller
sectors are needed.
Sector Shape
Sectorisation should:
be based on operational requirements rather than national boundaries
promote overall system flexibility (combining/splitting of sectors as needed)
reduce coordination/workload and facilitate radar hand-over
avoid to have too short a transit time within one sector, either by adjusting
the sector boundaries or delegating Air Traffic Services (ATS) in the airspace
concerned

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Double coordination
Aircraft constraint
S3
S4
S3
S1
S2
S4
S1
S2
NO
NO
Same ACC or different
units
ATS delegation from S4 to S3
ATS delegation from S4 to S2

S4
S4
S3
S1
S3
S2
S1
Same ACC or different

units
YES
YES
be aligned according to main traffic flows
take into account the ideal profile and performance of aircraft
(U) SARR + DEP
SDEP
SARR
(L) SARR + DEP
NO
YES

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Specific examples
Plan view
Plan view
SDEP
SARR + DEP
FL130
FL180
SARR
NO
YES
(non-specialised sector)
Profile view
(specialised sectors to meet profile demand)

Profile view
Geographically deconflicted
Vertically deconflicted
(U)SARR + DEP
SDEP
FL180
(L)SARR + DEP
SARR
FL130
NO
YES
(non-specialised sector)
SDEP superimposes SARR to meet the profile demand; and

to deconflict vertically the tracks which cannot be
deconflicted geographically.
promote overall system flexibility in support of fuel-efficient direct routes
have varying division levels/level splits to accommodate local traffic patterns

and aircraft performance (a standard division FL between Upper and Lower
Airspace has been identified to be a constraint)
define horizontal sector splits, if overflying traffic is dominant (sector slices)
define geographical sector splits, if climbing and/or descending traffic is

dominant.
Application of principles
With regard to the all of the foregoing principles, local requirements will dictate their
appropriateness or otherwise. Airspace planners must ensure that the application of any
of the criteria or the solution of a local problem does not adversely affect adjacent
airspace, nor the overall capacity of the network as a whole.
Sector Groups
A sector group is a group of operational sectors that strongly interact with each other
through close and complex coordination that can be combined into variable
configurations.
General Criteria for determining Sector Groups
The notion of areas of weak and strong interaction may help to define the boundaries.
Areas of strong interaction are likely to occur in airspace where the ATC task is more
complex due to one or more influencing factors including; high traffic density, nature of
traffic, number of conflict or crossing points, airspace restrictions. Areas of weak
interaction would occur in airspace where there are fewer conflicts, traffic is in stable
flight and the ATC task less complex.
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The definition of Sector Groups must be based on an optimised route network and
supporting sectorisation, integrating direct routes, multiple route options and associated
alternatives. It must also take full account of military operational requirements.
Particular emphasis should be given to the efficient connectivity with terminal airspace.
Sector groups should contain elementary sectors with strong/complex interaction that
necessitate close coordination between controllers. The criteria to define Sector Groups
are a combination of traffic density, nature of traffic (climbing/descending) and route
topology (crossing flows, close crossing points). Within a Sector Group, several different
combinations of sectors (sector configurations) are possible, depending on traffic flows.
Weak interaction between sector groups will identify the zones of reduced complexity,
where there are fewer conflicting flows and less evolving traffic. In areas of high traffic
density and high complexity where there is no obvious area of weak interaction, it might
be necessary to artificially create these zones to permit the definition of a Sector Group
where appropriate (as is often done at the FIR borders, to facilitate inter-centre
coordination).
Area of low
interaction
Area of high
interaction
Area of low
interaction
Specific Criteria for the establishment of Sector groups
The borders of sector groups should be based on operational requirements and

need not coincide vertically.
Sector Groups should be designed to enable sufficient distance for conflict

resolution in all routing options.
Traffic profiles should be of a similar nature as far as possible. (evolving, in level

flight etc)
It is not an essential requirement to envelop segregated airspace within one

Sector Group. However, the primary route and the alternate option should, in
general, be contained within the same Sector Group to capitalise on the potential
for flexible re-routing.
The Sector Group should be configured to contain the traffic for sufficient time to
be operationally practical.
The Sector Group should be configured to allow for flexible sector configuration.
Conflict points situated in close proximity to each other should be contained in the
same Sector Group but ideally not in the same sector.
A Sector Group should have an operationally manageable number of sectors,

likely to be 4/6 sectors in the congested areas and 6/8 sectors in the other areas.
Similarly Average time flown within a Sector Group should not be too excessive to
fit the general criteria on optimal numbers of sectors.
Vertical limits of the sector groups will vary according to their location and to the
type of traffic contained within.

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6.8.5 Increasing Sector Capacity and Efficiency

An increase in network capacity can be achieved through sectorisation in three ways - by
increasing individual sector throughput, by optimising network utilisation through dynamic
sector management, and by increasing the number of sectors open at a particular time.
Increase sector throughput
Enhance existing sector productivity, by increasing the monitoring value without
additional changes, i.e. allow more aircraft per hour into the same airspace volume
without application of ATFM regulations.
Enablers:
Improved civil military coordination and full implementation of FUA
Improved controller confidence in ATF(C)M (through increased reliability),

allowing removal or reduction of declared sector capacity buffer
Reduction in controller workload through:
reduced complexity through airspace structure development (dualisation of

routes, reduction in conflict points, more balanced workload)
implementation of best practice procedures (reduced coordination, increased

efficiency)
enhanced system support (e.g. automated support for exchanging

coordination data, conflict detection, air/ground data link, ground based
safety nets)
Application of a structured contingency plan and controller training programme (to allow
increased sector throughput during contingency situations). Simulation facility necessary.
Restructure a group of congested sectors allowing higher sector throughput by
reorganising an existing group of sectors to optimise the airspace structure; thus retaining
the same overall number of sectors, but with generally higher declared sector capacities.
Enablers:
Airspace structure development (planning, design, computer modelling, fastand/or real time simulation)
Dedicated operational planning staff
Release of active controllers to participate in simulations
Increasing sector capacities or monitoring values requires the full support and
involvement of the Air Traffic Control team. The Network Manager Ops Planning unit can
provide expert and technical support for airspace design and sector capacity evaluation.
The Capacity Analyser (CAPAN) fast time simulator can be used to assess sector
capacities for current or planned airspace structures.
Optimise network utilisation through dynamic sector management
Optimisation of available capacity through dynamic management of the sectorisation to
accommodate different traffic flows will ensure that capacity is available where and when
it is needed. Traffic flows can change very quickly, so a flexible, dynamic ATM system
and a proactive flow manager are essential.
Enablers:
Improved traffic predictability (ETFMS, ATFCM)
System support for dynamic sectorisation
Flexible configuration management

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Proactive flow manager
Enhanced ASM - improved FUA
Controller flexible rostering
Controller multi-sector endorsements
Dynamic, flexible sectorisation is key to an optimum use of the airspace. With the above
enablers in place, the design of dynamic sectorisation begins with the creation of
elementary airspace blocks that can be combined and recombined in various ways to
accommodate diverse traffic flows (morning/evening, peak/off-peak, week/weekend,
summer/winter).
An elementary airspace block may or may not be the same airspace volume as one of
the operational ATC sectors. ACCs that effectively use dynamic sectorisation usually
define a higher number of elementary blocks, providing maximum flexibility in the number
and configuration of the operational sectors. In most cases, the geographical dimensions
are the same but a high number of vertical splits are defined, allowing the division flight
level of the operational sectors to be adapted according to the demand, and balance
controller workload.
Increase number of sectors open
Extend sector opening times (when delays occur outside peak period).
Enablers:
Controllers
Flexible staff rostering - controllers available when needed

Create additional sectors (when delays occur during peak period). When delays occur
during maximum configuration because existing sectors or sector groups become
congested, the creation of additional sectors should be considered.
Enablers:
Operational planning staff
Airspace structure development (computer modelling, simulation)
Additional controllers
Infrastructure (sector suites, system hardware)
System capability and support (software)
Available frequency with required coverage and protection

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7 ASM and Airspace Design

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7.1
General
7.1.1 Flexible Use of Airspace (FUA) Concept

ASM design principles are based on the Flexible Use of Airspace (FUA) Concept.
The Concept of the Flexible Use of Airspace (FUA) endorsed at MATSE/4 in June 1994
and supported by the European Parliament on 27 September 1994 has been gradually
implemented in the ECAC States as from the 28th March 1996.
The regulatory framework for the FUA Concept has been defined through the
EC/EUROCONTROL Single European Sky package, in particular through:
COMMISSION REGULATION (EC) No 2150/2005 of 23 December 2005

laying down common rules for the flexible use of airspace; and
EC/EUROCONTROL Specification for the application of the Flexible Use of

Airspace (FUA)
Airspace Management Handbook (ASM Handbook) for Application of the

Concept of the Flexible Use of Airspace
The basis for the FUA Concept is that airspace should no longer be designated as either
military or civil airspace, but should be considered as one continuum and used flexibly on
a day-to-day basis. Consequently, any necessary airspace reservation or segregation
should be only of a temporary nature.
A more effective sharing of European airspace and efficient use of airspace by civil and
military users stemming from the application of the FUA Concept is realised through joint
civil/military strategic planning, pre-tactical airspace allocation and tactical use of the
airspace allocated.
Airspace Management (ASM) procedures at the three levels; Strategic ASM Level 1, PreTactical ASM Level 2 and Tactical ASM Level 3 are described in the ERNIP Part 3
ASM Handbook.
7.1.2 Flexible Airspace Structures

The FUA Concept uses airspace structures that are particularly suited for temporary
allocation and/or utilisation.
The different airspace structures; Conditional Routes (CDRs), Temporary Segregated
Areas, (TSAs), Temporary Reserved Areas (TRAs), Cross-Border Areas (CBAs) or those
Danger or Restricted Areas (D, R) subject to pre-tactical or tactical allocation under the
Temporary Airspace Allocation (TAA) process, as well as Reduced Co-ordination
Airspace (RCA) or Prior Co-ordination Airspace (PCA) procedures used for flexible
airspace management are detailed hereafter.
7.1.3 Strategic ASM Level 1 - National High-Level Policy Body

Functions
In accordance with FUA principles, Strategic ASM at Level 1 consists of a joint civil and
military process, within the high-level civil/military national body which formulates the
national ASM policy and carries out the necessary strategic planning work, taking into
account national and international airspace users requirements.
The permanent "National High-Level Policy Body" is required to establish a joint civil and
military process to perform the following minimum functions:
formulate the national policy for airspace management;

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reassess periodically the national airspace structures including ATS routes and
Terminal Airspace with the aim of planning, as far as possible, for flexible airspace
structures and procedures;
validate activities requiring airspace segregation and assess the level of risk for other
airspace users;
plan the establishment of flexible airspace arrangements (CDRs, TSAs, CBAs, RCAs,
PCAs, .. ) and conduct, if required, associated safety assessment;
change or modify, if required and if practicable, Danger and Restricted Areas into
temporary allocated airspace;
establish controlled airspace and ATS airspace classifications (see Section 2) taking
into account the FUA concept;
publish in national AIP the airspace structures including ATS routes and ATS
airspace under its jurisdiction;
co-ordinate major events planned long before the day of operation, such as large
scale military exercises, which require additional segregated or reserved airspace,
and notify these activities by AIS-publication;
periodically review the national airspace needs and, where applicable, cross-border
airspace utilisation.
7.1.4 Need for National Airspace Planning Arrangements for Change

Process
In order to ensure that airspace is utilised in a safe and efficient manner and that in the
near future, a co-ordination process for airspace planning between neighbouring States
will be properly set-up, there is a need first that all European States establish National
Airspace Planning Arrangements.
Such National Airspace Planning Arrangements should clearly establish policies for the
effective allocation and use of airspace and its supporting infrastructure and should
define the process and responsibilities to ensure that proposed changes to airspace are
initiated, considered, refined, approved and finally implemented in a safe and effective
manner.
To that end, an outline of such airspace change process is provided in the ERNIP Part 3
ASM Handbook to assist European States in developing their National Airspace
Planning Arrangements through which subsequent changes to the national airspace
organisation could be made taking into account the needs of all stakeholders.
7.1.5 Temporary
Principles
Airspace
Reservation
and
Restriction
Design
Temporary airspace reservation and restriction design is based on the Temporary

Airspace Allocation (TAA) process. Since the demands on the use of airspace are
manifold, some of which are not compatible with civil aviation (e.g. rocket firing) and
because there exist sensitive areas on the ground that need protection from possible
disturbance by over-flying aircraft, it is recognised that there is a need for States to
establish airspace restrictions of varying degrees of severity. In addition, there are aerial
activities by specific users or user groups, which may require the reservation of portions
of the airspace for their exclusive use for determined periods of time.
Whenever such restrictions and/or reservations have to be imposed, they invariably
constitute a limitation to the free and unhampered use of that airspace with the
associated effects on flight operations. It is therefore evident that the scope and duration
of reservation/restriction established should be subject to very stringent scrutiny in order
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to keep undesirable effects to the minimum consistent with the reason causing their
creation.
Definition of the TAA Process: The Temporary Airspace Allocation (TAA) Process
consists in the allocation process of an airspace of defined dimensions assigned for the
temporary reservation (TRA/TSA) or restriction (D/R) and identified more generally as an
"AMC-manageable" area
To achieve this and in order to improve efficiency and flexibility of aircraft operations,
States will endeavour to use the Temporary Airspace Allocation (TAA) process
summarised in the following diagram:

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Criteria and Planning Consideration for

the Establishment of the TAA Process
Airspace
Request
Validation of activities requiring
airspace reservation/restriction
Potential hazard to
participating, and
non-participating
aircraft ?
Prior coordination
required ?
RCA
JOINT USE OF AIRSPACE
PCA
LoA
Determination of the needs

in terms of space, time &
conditions of use.
NOTAM
Repetitive Activities?
Activities
manageable
at ASM Level
2 by AMC?
Assessment of the level of

risk for and disruptions to
other airspace users.
Activities granted for an

Airspace Reservation?
AIP
AUP
Usage
time
may
change
Need to
prohibit
flights?
TAA PROCESS
Transit
might be
allowed ?
Y
TRA
AIRSPACE RESERVATION
Danger
Area
Restricted
Area
TSA
Danger
Area
Restricted
Area
AIRSPACE RESTRICTION
THAT CANNOT BE
ALLOCATED BY AMC
Reduced
use
pre-notified
AIRSPACE RESTRICTION
AUP
THAT CAN BE
ALLOCATED
Prohibited
Area

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7.1.6 Validation
of
Activities
Reservation/Restriction
Requiring
Airspace
In general airspace should only be reserved or restricted for specific periods of time
which should stop as soon as the associated activity ceases. In practise, the TAA
process includes all the AMC-manageable structures whenever their use can be linked to
a daily allocation for the duration of a planned activity. Thus, when designating airspace
volumes, States should establish, as far as possible, AMC-manageable structures.
Criteria governing the evaluation of national airspace needs and validation of
activities
When States initiate their evaluation of short-term national airspace needs, or have to
deal with a new airspace request, they should :
ensure that the activities relating to the request for temporary reservation or
restriction are valid and justify such action;
consider the feasibility of avoiding any potential hazard and/or disruption to other
airspace users, through appropriate civil/military co-ordination procedures, so that a
joint use of airspace will be possible;
if the joint use of airspace is not possible, determine the needs in terms of space,
time and the conditions of use, that are required to confine the activities, to minimise
the potential hazard and to minimise disruption to other airspace users;
assess the level of risk for other airspace users and determine how a request can
best be met with the least interference to other users.
Criteria governing the choice between Airspace Reservation and Restriction

Having assessed the need for an AMC-manageable area, where the activities are
suitable for daily management and allocation at Level 2, States should:
whenever possible, establish an airspace reservation using guidelines included in this

document;
if not, - where either because of difficulty in the notification of airspace status to

interested airspace users or because of national legal requirements - establish an
airspace restriction (R or D) in accordance with guidelines defined in this document.
Finally, States should keep established airspace reservations and airspace restrictions
under regular review so as to determine whether they are still required or whether
modification may be necessary in the light of changed requirements.

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7.2
Guidelines for Establishment of Airspace Reservation and

Restriction
7.2.1 Modularity
The principle of modularity in design is a basic principle that should be considered
wherever possible when designing either an airspace reservation or airspace restriction.
Modularity applied in the airspace reservation and/or restriction design is an enabler for
dynamic airspace management.
The elements of the dynamic airspace structure planning are:
greater choice of routes by including route options supplemented by suitable

alternatives as a function of modularity of airspace reservation or restriction;
greater flexibility to respond to short notice military operational requirements

for existing or additional portion of airspace;
provision of proactive route activation/airspace reservation or restriction

allocation through a collaborative decision making process to accommodate
short-term changes in routings and civil traffic demand in coordination with
airspace reservation or restriction requests, adjusted to match the military
training and operational profile.
ASM Level 1 establishes airspace structures and defines their conditions of use through
a series of options based on sub-division of temporary airspace reservations or
restrictions and an increased number of related CDR routes. These subdivided airspace
reservations or restrictions are to be published as such in the AIP.
The modularity of reserved and or restricted airspace enables activation/de-activation
process of the subdivided areas to allow for the accommodation of daily changes in traffic
situations and airspace users requirements. In case of a modular design of the airspace,
the request should contain only the appropriate number of modules required for the
activities concerned.

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7.2.2 Relationship between Airspace Reservation/Restriction and the

FUA Concept
The table below summarises the relationship between the Airspace Reservation (TRA,
TSA), Airspace Restriction (P, R, D) and the FUA Concept.
AIRSPACE
RESERVATION
AIRSPACE
RESTRICTION
Depiction on the
ASM
Planning
Chart
TAA
TRA
Plain light yellow
Concept
TSA
Restricted Area
Danger Area
Not AMC manageable,

but real-time activity
notified at ASM Level 3
Restricted Area
Danger Area
Medium
border
Not suitable for
Prohibited Area
Restricted Area
Danger Area
Plain light pink
AMC
manageable
, allocated
at
ASM
Level 2
Level 2 allocation nor

for Level 3 notification
pink
7.2.3 Guidelines for Establishment of Airspace Reservation

Activities Requiring Temporary Airspace Reservation
States should establish, whenever possible, an airspace reservation over their land
and/or territorial waters:
in response to an operational need to accommodate civil, military, R&D, training or

test-flights which, due to the nature of their activities, must be temporarily protected
from non-participating traffic;
for military training activities conducted under positive control, when aircraft
manoeuvres are unpredictable, sensitive to external interference, or difficult to alter
without adversely affecting the mission;
for civil and military activities where the level of risk is not permanently present and
where a temporary airspace reservation or segregation for a period is manageable at
Level 2.
States should clearly identify the activities for which the reservation/segregation of
airspace is required from other activities and assess if they can be conducted
simultaneously with traffic transiting together with their location in relation to the major
traffic flows, in order to define the type of airspace reservation to be applied.
Different Types of Temporary Airspace Reservation (TRA, TSA)
While it is recognised that there exist legitimate reasons for establishment of airspace
reservations, experience also indicates that depending on the activities, some reserved
airspace may be transited by another airspace user under specific conditions and/or
based on appropriate co-ordination procedures. For this reason, different areas can be
established taking into consideration the activity that would take place associated with the
transit possibility.

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7-8
Temporary Reserved Area (TRA) is a defined volume of airspace normally under the
jurisdiction of one aviation authority and temporarily reserved, by common agreement, for
the specific use by another aviation authority and through which other traffic may be
allowed to transit, under ATC clearance.
Any ATC clearance for crossing an active TRA will be subject to prior co-ordination
requirements in accordance with appropriate co-ordination procedures established
between civil and military ATS units concerned.
Temporary Segregated Area (TSA) is a defined volume of airspace normally under the
jurisdiction of one aviation authority and temporarily segregated, by common agreement,
for the exclusive use by another aviation authority and through which other traffic will not
be allowed to transit.
In order to permit all airspace users and ATS providers to be fully aware of areas subject
to temporary reservation/segregation, Temporary Reserved Areas (TRAs) and
Temporary Segregated Areas (TSAs) will be published in the national AIPs.
To that end, two procedures can be established in Letters of Agreement between the
appropriate civil and military control units. These LoAs would need to specify the criteria
required by the military authorities to permit or not GAT to fly off-route (e.g. radar
performance, controllers workload, amount of OAT traffic expected).
The Reduced Co-ordination Airspace (RCA) procedure is used to allow GAT to fly offroute without requiring civil controllers to initiate co-ordination with the military
controllers.
The RCA procedure is usually applied for a very large area such as the entire FIR/UIR,
but also for critical ACC sectors which have different capacity figures according to the
existence of military activity or not.
The Prior Co-ordination Airspace (PCA) procedure, as another way of booking airspace,
involves a given block of controlled airspace within which military activities can take place
on an ad-hoc basis with individual GAT transit allowed under rules specified in LoAs
between civil and military units concerned.
So as to minimise the need for individual off-route co-ordination, the PCA procedure will
mainly be applied for airspace established outside the major traffic flows providing for the
optimum GAT flight profile.
The airspace booking through the PCA procedure will be co-ordinated primarily between
the ATS Providers concerned because they will be in the best position to put the
reservation into effect. Therefore, Prior Co-ordination Airspace (PCA) will not be
published in AIPs, but only in Letters of Agreement between the appropriate civil and
military control units.
When the RCA procedure is in force, these Letters of Agreement should define the
criteria required for the application of the PCA procedure with specific notice periods to
allow the safe return of GAT flights to the ATS route network. Conversely, when military
activities within a Prior Co-ordination Airspace (PCA) cease or decrease, the RCA
procedure will be initiated.
Degree of Airspace Segregation - Choice between RCA, PCA, TRA and TSA
From the joint/shared use of airspace to the temporary reservation/segregation of
airspace, an airspace segregation scale can be defined as described below.
AOs will normally use the permanent ATS routes established outside TSAs, TRAs and/or
PCAs. However, if available, they will be allowed to file a CDR or even a direct track (not
in case of a TSA) and will therefore be re-routed around an active PCA or TRA. When an
area (TRA, TSA) is not active, the traffic may expect short track through it on the
initiative of the ATS Provider.
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Establishment of Prior Co-ordination Airspace (PCA)

The RCA procedure (see the ERNIP Part 3 - ASM Handbook) and PCA procedure will be
implemented exclusively within controlled airspace in known traffic environment, and their
use will be complementary according to co-ordination procedures laid down in associated
LoAs to ensure a maximum joint use of airspace.
The purpose of PCA is to temporarily book airspace, for the use of specific users that is
located outside the major GAT traffic flows. A PCA should be established within a
controlled airspace in a known traffic environment, where en-route GAT VFR flights are
not permitted (e.g. Class C above FL 195) to guarantee that information on the airspace
status will be provided to the required audience.
A PCA will mainly be used to separate general and commercial aviation operating in
controlled airspace in a known traffic environment from high-speed military operations
such as air combat training and formation flying.
Establishment of Temporary Reserved Area (TRA) or Temporary Segregated Area
(TSA)
When there is a need to inform in advance airspace users of any potential activity
requiring to temporarily reserve/segregate an area and/or when such activity is located
within a busy GAT environment, a TRA/TSA will be created and published in AIPs.
TRA and TSA will be airspace of pre-defined dimensions. They may be subdivided at
Level 1 and published as such in AIPs. AMCs may then be able to allocate them fully or
partially in accordance with national policy.
SEGREGATION OF AIRSPACE
JOINT USE OF AIRSPACE
PUBLICATION
NOT SEGREGATED
- the Reduced Co-ordination Airspace allows

GAT transit without prior co-ordination.
RCA
SHARED USE OF AIRSPACE

- the Prior Co-ordination Airspace allows a
shared use of airspace with military activities
located outside the major traffic flows providing
for the optimum GAT flight profile.
- the Temporary Reserved Area allows the transit
of the area under specific co-ordination
procedures.
Published in LoAs for

ATS
Providers
information only.
PCA
LoA
TRA
AIP
SEPARATE USE OF AIRSPACE

TSA
- the Temporary Segregated Area reserves
airspace for the exclusive use of specific users.
FULLY SEGREGATED
Published in AIPs for

all Airspace Users
and ATS Providers
Information
TRA and TSA are established as pre-defined volumes of airspace so as to safely

encompass either pre-planned military-type missions within a specific area (e.g. combat
manoeuvres, practice air intercepts,....) or activities in movement (e.g. aerial refuelling,
en-route mass formations,....). TRA and TSA could also be required for civil activities
such as special test-flights or even for radar vectoring within pre-defined areas of
potentially very high density of traffic.
TRA or TSA activation times are defined in accordance with the following parameters:
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1. Published Hours
Published Hours cover(s) the maximum possible activation time.
Published Hours are published in AIPs in the Activation Time Column.
2. Planned Hours
Planned Hours will be specified daily by AMCs and published in the national AUP.
Planned Hours will always take place within the Published Hours.
3. Real Activation Time
Real Activation Time is the actual period of use of the area known from the Operating
Authority.
Real Activation Time will normally take place within the Planned Hours.
Establishment of Cross-Border Areas (CBAs)
For cross-border activities, the same guidelines will be used for the establishment of a
Cross-Border Area (CBA) either in a form of a TRA or a TSA. Specific elements which
require to be taken into consideration for the establishment of such TRA or TSA across
international boundaries are listed in the ERNIP Part 3 ASM Handbook - Section 3.
When the possibility exists to rationalise the requirements for national TRAs/TSAs as well
as D and R areas on both sides of a border, the neighbouring States concerned should
endeavour to optimise the airspace and route structures in the area around the border by
establishing a Cross-Border Area (CBA). This can be achieved by establishing such
CBAs in the form of either TRAs/TSAs, or AMC-manageable D and R areas, with, where
applicable, associated CDRs so as to benefit both GAT and OAT operations without any
boundary constraints.
CBAs are established to allow military training and other operational flights on both sides
of a border. CBAs, not being constrained by national borders, can be located so as to
benefit both GAT and OAT operations. CBAs, combined with the potential use of CDRs
through them, permit the improvement of the airspace structure in border areas and
assist in the improvement of the ATS route network.
Political, legal, technical and operational agreements between the States concerned are
required prior to the establishment of CBAs. Formal agreements for the establishment
and use of CBAs have to address issues of sovereignty, defence, legality, liability,
operations, the environment and Search and Rescue.
The process of establishing and designing a CBA includes a definition of the framework
agreement between the States concerned, should address the following CBA issues:
ATS delegation;
airspace classification;
ATC sectorisation;
separation criteria between civil and military flights; and
possibility of subdivision of CBAs.

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7.2.4 Guidelines for Establishment of Airspace Restriction

Requirements for Airspace Restriction (Danger, Restricted or Prohibited Areas)
The FUA Concept recommends that where possible, D and R Areas are replaced by an
airspace reservation (see paragraph 7.2.2 above) or modified by applying the TAA
process when the airspace restriction is manageable at Level 2. However, States may
have a continuing requirement to retain D and R Areas; e.g. Danger Areas over the High
Seas (see Chapter paragraph 7.2.5).
Other D and R areas in some ATS classes of airspace may also not be suitable for
replacement by an airspace reservation (TRA, TSA), either because of difficulty in the
notification of airspace status to interested airspace users, or because of national and
international legal requirements. For example a TSA, though managed as closely as
possible to real-time requirements, may be more restrictive than existing D and R areas
which can be penetrated by non-participating aircraft under specific and published
conditions. Should the changing of some D and R Areas into TRA or TSA impose
unreasonable constraints to users or be necessary for legal purposes, States should
retain these D and R Areas.
Criteria for pre-defining airspace restriction volumes (P/R/D)
For the delineation of any restricted airspace volumes (P, R or D), the State 'Due Regard'
obligation should be strategically observed so that participating activity will not endanger
non-participating aircraft operating at or near its published limits. Distinct/individual
boundaries should preferably be defined for activities in adjacent airspace. However,
where it is necessary to define a common boundary, appropriate spacing criteria
governing operations in the proximity of the common boundary should be established.
The AIP should identify those D and R areas managed and allocated at Level 2. To that
end, some States may add suitable qualifiers to these D and R designators to indicate
the Level 2 management of these areas. The period and conditions of use of these AMCmanageable areas will be published in AUPs in the list CHARLIE of Temporary
Airspace Allocation (TAA).
Other D and R areas, not suitable for Level 2 management, should be identified as such
and completely defined in the national AIPs. Within these published times the activity will
take place without any allocation by AMCs unless users and/or managers of these
airspace restrictions are able to notify their activities for the following day.
7.2.5 Establishment of Airspace Restriction/Reservation over the High

Seas
The basis of the agreement reached on the FUA Concept is that, it should not be in
contradiction with the Chicago Convention and its Annexes or the United Nations
Convention on the Law of the Sea. Access to high seas airspace cannot be denied, nor
can State aircraft be forced to participate in the application of the FUA concept. Any
procedure or agreement developed must not give the operators of State aircraft the
perception that their operations could be restricted in any way. Procedures and/or
agreements must also acknowledge that negotiating the use of the airspace is the ideal;
however there would be circumstances when only notification of operation would be
possible or operational considerations may preclude either negotiation or notification.
As regards airspace reservations, over the high seas only D areas may be established in
accordance with ICAO Annex 2 - Rules of the Air. In this context it should be noted that
the establishment of such areas are to be without prejudice to the rights and duties of
States under the Convention on International Civil Aviation (Chicago Convention) and its
Annexes, or the 1982 UN Convention on the Law of the Sea. However, the States should
introduce the flexible management of such D areas to the extent possible and based on
the actual use of airspace.
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The FUA concept may be employed over the high seas in accordance with the principles
used for airspace of sovereign territory. When so applied, it should be recognized that
State aircraft of all other States can exercise their right to fly in any airspace over the high
seas under the principle of due regard as described in the Chicago Convention, (Article
3 a) and d)) However, State aircraft should comply with the ICAO provisions to the extent
possible.
Civil aircraft and State aircraft operating in accordance with ICAO provisions are required
to comply with the provisions of Annex 2 which apply without exception over the high
seas. In particular, the provisions of Annex 2, paragraph 3.6.1.1 regarding the
requirement to obtain a clearance before operating as a controlled flight, and paragraph
3.6.5.1 regarding the requirement to establish two-way communication with the unit
providing air traffic control service, are to be observed.
In order to provide added airspace capacity and to improve efficiency and flexibility of
aircraft operations, States should establish agreements and procedures providing for a
flexible use of airspace including that reserved for military or other special activities. The
agreements and procedures should permit all airspace users to have safe access to such
airspace. When applicable, such agreements and procedures should be established on
the basis of a sub-regional agreement.
7.2.6 Guidelines for Spacing

General
For the delineation of any reserved or restricted airspace volumes (TRA, TSA, CBA, D, R
and P areas), the State 'Due Regard' obligation should be strategically observed so that
activity in that airspace structure will not endanger non-participating aircraft operating at
or near its published limits.
The establishment of a reserved or restricted airspace published boundary should always
be complemented by spacing criteria. These can be part of the national air law and/or
take the form of LoAs between units involved. Such rules should be as flexible as
possible taking into account the efficient airspace design and operation ensuring no
waste of airspace.
In defining these spacing criteria, States should ensure that safety is assured in all
circumstances through:
the definition, if so required, of specific spacing minima depending on the activities

conducted in reserved airspace, with the addition of an adequate spacing volume;
the application of appropriate LoAs between civil and military units involved;
the promulgation of the first usable IFR flight levels above/below an area in the
definition of associated ATS routes.
Baseline Spacing principles

Aircraft operators must have the opportunity to submit a flight plan that does not infringe
the volume of airspace associated with an active segregated/reserved airspace.
The objective is to ensure that this volume of airspace is published, including the totality
of airspace to be avoided by non-participating aircraft, unless authorised by the
appropriate ATS authority.
The methodologies employed to achieve the necessary spacing should be compatible
with both the predetermined ATS route network and free route airspace (if applied)
environments.
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Delineation of the boundary of the reserved/restricted airspace

According to ICAO Annex 15 all positional data (lat/long) has to be with reference to
WGS 84.
There is a need for a common reference to be applied in computation of trajectories,
boundaries with regard to the earth model (great circle on a sphere, geodesic, ellipsoid).
The horizontal border of a segregated airspace is specified as a sequence of segments,
which can be "straight lines", "along the parallel", "arc of circle", "follow the State
boundary". All digital encoding formats (ARINC 4.2.4, AIXM, etc.) are facing common
problems with regard to the encoding of this data. The most common ones are mentioned
here:
In ARINC 424 straight lines are encoded as Great Circle with the Earth being
assumed as a sphere. In modern geographical information systems, the most
accurate representation of straight lines is a geodesic curve on the WGS 84
Ellipsoid. The difference between the two encodings can be significant when
calculating the intersection between the intended aircraft trajectory and a segregated
area located some 50 NM away, for example.
along the parallel, or along a constant latitude, is different from a straight line. For
spatial calculations they are interpolated with a certain density - replaced with a
number of "straight" segments. Common rules have to be agreed for such
interpolations in order for all systems to get the same calculation results.
"arcs and circles" also require interpolation and specific projections to be used for
spatial calculations. In particular arc by centre point is a problematic construct
because it is typically over-specified and the different values (centre, radius, start/end
points) need to match perfectly, which is really the case.
follow the State boundary is the most problematic construct, because State
boundaries are not published in the national AIP. End users use different sources of
State boundaries, with different interpolations. The EAD offers a default set of
national boundary data, but this was not yet agreed by all European States. Best
solution would be to avoid using references to State boundaries and other
geographical features (rivers, coastlines, etc.) in the definition of segregated areas
because they are very imprecise.
Following the aforesaid the horizontal border of reserved/restricted airspace should

be described by the use of geodesic curves or lines of constant latitude.
Spacing methodology
The agreed objective requires that the necessary spacing between the participating
traffic/activity inside a TRA/TSA/CBA/D/R/P be contained within the overall definition of a
such reserved/restricted airspace. The extent of this spacing or buffer will be determined
by the relevant authority within the State, according to the nature of the activity taking
place within the airspace. This may be further influenced by whether or not the
reserved/restricted airspace is permeable to GAT (e.g. coordinated tactical crossing) and
has a separation service provided by the operator of that segregated airspace.
It follows therefore that non-participating aircraft (whether avoiding the segregated
airspace or transiting under agreed procedure) need only know the boundary of the
segregated airspace; participating aircraft (e.g. reserved/restricted airspace activity
aircraft) may need to know additional details through their relevant publications.
The following methodology should be followed to determine the extent of segregated
airspace:
a) Define activity
b) Define operational volume including necessary safety volume
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c) Choose denomination based on need for segregation: TSA and/or TRA, and D, R or
P as appropriate
d) Define regulatory description
e) Add spacing volumes (lateral, vertical, time) when needed (TSA)
f)
When no spacing volume needed, define separation rules and procedures
g) When airspace is too limited to integrate a designed airspace volume in the existing
environment, define procedural mitigation
h) Perform supporting safety case
When establishing a CBAs it is essential to avoid different spacing elements either side of
a boundary not to increase the complexity of flight planning or waste airspace. The
impact of this disparity would be removed if the resultant CBA boundary was
nevertheless consistent. This is why the spacing volume applied to a CBA must be
harmonised across both sides of the boundary where this would otherwise lead to a nonconsistent boundary.
The delineation of reserved/restricted in the upper airspace needs to be harmonised in
relation to the navigation tolerance requirements, similarly for the lower airspace, but
there may be differences between upper and lower airspace navigation tolerance
requirements as some states have different design criteria in controlled compared with
uncontrolled airspace (e.g. Class C versus Class G).
7.2.7 Guidelines for Establishment of Conditional Routes (CDR)

General Presentation of the CDR Concept
The Conditional Route (CDR) concept encompasses, by definition, all non-permanent
ATS routes. CDRs are non-permanent parts of the published ATS route network that are
usually established:
through areas of potential temporary reservation (e.g. TRA or TSA),

opening/closure resulting from associated military activities, and/or -
to address specific ATC conditions (e.g. traffic restrictions or ATC sectorisation

compatibility) with CDR opening/closure resulting from purely civil needs.
CDRs are established by the ASM Level 1, allocated at ASM Level 2 by the AMC and
utilised at ASM Level 3 by ACCs. CDRs are usually established and utilised as a part
of pre-planned routing scenarios. CDRs permit the definition of more direct and
alternative routes by complementing and linking to the existing ATS route network.
with CDR
Criteria for Definition of Routing Scenarios

CDRs should be planned to complement the ATS Route network and should lead to the
development of flexible, but pre-defined routing scenarios. Scenarios based on CDRs
should take due account of the:
Expected traffic demand and nature of the traffic: manoeuvring, overflying, arrival or
departure;
Foreseen period of CDR availability and the CDR Category;
Expected impact on ATC Sector Capacity and flight economy resulting from CDR
use;
Flexibility of an eventual change in ATC sectorisation configuration required for

activation/de-activation of CDRs;
Existing national boundaries, airspace and route structure and TMA interface:
possibility of cross-border CDRs;

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Possible impact on ATS airspace classification: the airspace class may be different
when the change of area status from TRA/TSA to CDR leads to the provision of
different air traffic services;
Application of RNAV techniques;
Capability of the FPPS to activate the different routing scenarios;
Impact on OAT and GAT controllers workload.
Criteria Governing the Categorisation of Conditional Routes

General
CDRs can be divided into different categories according to their foreseen availability,
flight planning possibilities and the expected level of activity of the (possible) associated
AMC-manageable areas. A CDR can be established at ASM Level 1 in one or more of
the three following categories:
Category One (CDR1) - Permanently Plannable CDR during the times published in
AIPs;
Category Two (CDR2) - Non-Permanently Plannable CDR, and
Category Three (CDR3) - Not Plannable CDR.
CATEGORY ONE (CDR1) - Permanently Plannable CDR during the times published
in AIPs
When a CDR is expected to be available for most of the time, it can be declared as
permanently plannable for stated time periods and published as a Category One CDR
(CDR 1) in AIPs. CDRs 1 can either be established on an H 24 basis or for fixed time
periods.
CDRs 1 forms part of the strategic ATS route planning process and complements the
permanent ATS route network. Consequently, CDRs 1 are expected to be available for
the time period declared in the AIP. Any closure of a CDR 1, which needs action to re-file
the flight plan, has therefore to be published with appropriate advance AIS notice.
In the event of a short notice unavailability of a CDR 1, aircraft will be tactically handled
by ATC. Aircraft operators should consider the implications of such a possible re-routing
and use of the alternate ATS routes published for each CDR 1 in the Remarks column
of the AIP.
Therefore, when deciding on the categorisation of a Conditional Route as CDR 1, the
impact of its unavailability on ACCs handling must be carefully assessed14. But, when
national ATS route closure process can be transparent to the aircraft operators and has
no impact on neighbouring States, CDR 1 unavailability will be managed by the AMC at
Level 2 in a similar way as CDR 2 availability and be promulgated as such in Airspace
Use Plans (AUPs) only for information to Approved Agencies (AAs) and ATS units
concerned.
Any foreseen period of non-availability of CDRs 1 known or decided at pre-tactical level
would if practicable, be promulgated for information to national AAs and ACCs concerned
through national AUPs in the list BRAVO of Closed ATS Routes. In such cases, and
considering the impact on RPL/FPL processing, the unavailability information is only for
14
In the case of exceptional military activities, if this unavailability has to be applied to weekend routes, the rerouting of significant numbers of aircraft by ATC may not be feasible. In that case, AOs would be required to
change their RPLs/FPLs in accordance with the CDR 1 closures published with appropriate advance AIS
notice.

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AAs and ATS units and will be handled at Level 3 which will then not require flight
planning actions by AOs.
CDR 1 closures will therefore only be promulgated in the e-AMI as a repetition for safety
of the decision already published with appropriate advance AIS notice.
When establishing CDR 1, the national high level policy body should provide the Airspace
Management Cell (AMC) with clear criteria for publication of its possible unavailability
especially when the consequence on ACC Sector capacity and handling is very important
e.g. during Peak Hours or weekends.
When establishing a CDR 1, the national high level policy body should therefore ensure
that procedures are established for the safe handling of flights which experience radio
communication failure.
CATEGORY TWO (CDR2) - Non-Permanently Plannable CDR
Category Two CDRs (CDRs 2) is a part of pre-defined routing scenarios. CDRs 2 are
established and utilised with the aim of maximising one or more of the following benefits:
- better traffic distribution, increase in overall ATC capacity and flight efficiency.
CDRs 2 availability can be requested to adjust traffic flow, when a capacity shortfall has
been identified and after consideration of relevant ACC factors has been made by the
FMPs/ACCs concerned.
Flights on CDRs 2 may be flight planned only when the CDR is made available in
accordance with the appropriate AMC allocation listed in part ALPHA of the AUP and
repeated in the e-AMI.
CATEGORY THREE (CDR3) - Not Plannable CDR
Category Three CDRs (CDRs 3) are those that are expected to be available at short
notice. Flights will be planned on the basis of the utilisation of the permanent ATS route
network around the areas.
After co-ordination with the military unit(s) in charge of the associated TRA, TSA, R or D
Area(s), the GAT controller may offer an aircraft a short-notice routing through the area
using a pre-defined CDR 3.
CDRs 3 can be published in AIPs as CDRs usable on ATC instructions only. CDRs 3, not
being subject to allocation the day before by AMCs, are not form part of the AUP and are
not notified to the aircraft operators.
Guidelines for the Categorisation of CDRs
When States decide on the category to be applied to a CDR they should, in addition to
their foreseen availability, take due account of the:
Possible complexity of co-ordination with the military units involved and the opening
in real-time of CDR 3;
Possible Cross-Border aspects and harmonise with their neighbours to the greatest
possible extent the categorisation, Flight Levels and intended availability of such
routes;
Possible difficulties of re-routing, in real-time, all or some aircraft;
Need for the dissemination of the CDR availability the day before operations to all
ATM users (ACCs, Network Manager, AOs, ...) or to confine such information to one
or several ATC sector(s) within one ACC for tactical use only;
Possibility to form part of different routing scenarios;
Possible complexity of being used under more than one category and in particular
harmonise with their neighbours the fixed period as Category 1 and the intended
availability as Category 2;

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Expected impact on ATC sector management (grouping/degrouping).
In order to assist national ASM Level 1 Route Planners in the Categorisation of ATS
Route in Permanent Route or one of the three different categories of CDRs, guidelines
based on eight (8) major questions related to ATFM, ATC and ASM requirements are
proposed in the figure below.
A CDR can be established at ASM Level 1 in more than one of the three categories. For
example, two flight planning possibilities can be defined for a particular CDR e.g. a CDR
used at week-ends can be plannable during a fixed period from Friday 17.00 to Monday
08.00 (Category One), or flight planned in accordance with AUPs at other times
(Category Two).

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Annex 4 - Page 4
ATFM
Action
ATFM
Action
EATCH IP ASM H AN D BOOK
Amendment 4
02/03/98
Annex 4 - Page 4

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7.2.8 Guidelines for Flexible Airspace Structures Airspace Publication

General
An important national task at ASM Level 1 is to publish in national AIPs the status of
airspace structures and ATS routes under its jurisdiction.
In order to permit airspace users to become aware of the new flexible structures
implemented, the harmonisation and consistency of the publication of this information in
AIPs is required.
Publication of Restriction (P,R,D)
The ICAO AIS Manual (Doc 8126) recommends that AIP RAC 5 lists all areas through
which the flight of aircraft is subject to certain specified conditions and which have some
permanency, including those which are activated from time to time. Doc 8126 also
requires that any such area should be designated a Prohibited Area (P), a Restricted
Area (R) or a Danger Area (D).
A fictitious example of the harmonised publication in AIPs ENR 5-1 of Temporary
Allocated Airspace (TAA) in the form of AMC-manageable R and D Areas is given below.
IDENTIFICATION
NAME
Upper
Limit
Lateral
Coordinates
Lower
Limit
Limits
Remarks
Activation Time
Type of Activity
Penetration
Conditions
Operating Authority
(EXAMPLE OF RESTRICTED AMC-MANAGEABLE AREA)

XX-R 101 South
543045N 0131502E
-
FL 310
FL 110
542830N 0111000E
................................
..... to point of origin
MON TO FRI 08301700
AMC-manageable
area
Planned
hours
specified in daily xxx
AUP
Air-to-air firing
Real-time
information
ZZZZ Control
activity
and/or
crossing
clearance from:
FREQ: .... MHz
(EXAMPLE OF DANGER AMC-MANAGEABLE AREA OVER THE HIGH SEAS)
XX-D
Sea
120
North
534045N 0101502E
532830N 0123005E
................................
..... -
FL 660
FL 195
MON TO FRI 07001600
AMC-manageable
area
Planned
hours
specified in daily xxx
AUP
Air
Training
Combat

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to point of origin
Real-time
information
activity
YYYY Control
and/or
crossing
clearance from:
FREQ: .... MHz
(EXAMPLE OF RESTRICTED AREA not suitable for AMC Management)
XX-R 20 East
Sector of an arc, 25
NM radius centred
at
503045N
0031502E,
from
270
GEO
clockwise to 137
GEO.
FL 95
GND
MON TO FRI 07301700
Gunfiring
(0630-1600)
Real-time
activity
information
and/or
crossing
clearance
from:
XXXX TWR
FREQ: .... MHz

(EXAMPLE OF DANGER AREA not suitable for AMC Management)
XX-D 10 West
A Circle, 20 KM
radius centred at
504305N
0120002E.
FL 360
GND
MON TO FRI 10301700
Bombing exercise
(0930-1600)

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Publication of Temporary Airspace Reservation (TRA, TSA)

Article 3 d) of the ICAO Convention requires Contracting States to have due regard for
the safety of navigation of civil aircraft when issuing regulations for military aircraft. ICAO
Annex 11 prescribes that any activity potentially hazardous to civil aircraft shall be coordinated with the appropriate air traffic services authorities. The co-ordination shall be
done early enough to permit timely promulgation of information regarding the activities in
accordance with the provisions of ICAO Annex 15.
In all cases, States are required to establish LoAs, if needed, with direct communication
between civil and military controlling/monitoring units concerned in order to allow an
efficient co-ordination process.
As specified in the Doc 8126, the description and graphic portrayal of TRA or TSA should
include, as appropriate:
identification and name (if any) - lateral limits with geographical co-ordinates;
upper and lower limits;
type of restriction or nature of hazard;
remarks including the period of activity if the area is only active during
certain periods.
The activation time parameters encompass Published Hours, Planned Hours and
Real Activation Time. The Published Hours would cover the maximum possible
activation and should be published in the AIP in a new column or as a specific part of the
Remarks column. In some cases, it could also be useful to publish in the Remarks
column the Operating Authority and the Penetration Conditions, if any.
If an airspace reservation is formally established within controlled airspace, European
States should publish the area as a TRA or a TSA in AIP ENR 5-2 as indicated below:
IDENTIFICATION
NAME
Lateral
Coordinates
Limits
Systems/m
eans
of
activation
promulgati
on
2
Remarks
Activation Time
Type of Activity
Upper/Lower
Limits
Penetration
Conditions
(EXAMPLE OF TEMPORARY SEGREGATED AREA)

XX-TSA 01 A
North East I
543045N 0131502E 542830N 0111000E .................... - to point

of origin
XX-TSA 01 B
North East II
Planned
hours
specified in
daily xxx
AUP
MON TO
0830-1700
Real-time
activity
information
from:
FL 360-FL 230
ZZZZ
Control
FREQ: ....
MHZ
FRI
AMC-manageable
area
Air
Training
Combat
Penetration
prohibited during
Activation

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543145N 0121502E 542830N 0111000E .................. - to point of

origin
(EXAMPLE OF TEMPORARY RESERVED AREA)
XX-TRA 10
NORTH WEST ALPHA
Sector of an arc, 25 NM
radius
centred
at
503045N
0031502E,
from
270
GEO
clockwise to 137 GEO.
Planned
hours
specified in
daily xxx
AUP
Real-time
activity
information
from:
XXXX
TWR
FREQ: ....
MHz
MON TO
0730-1700
FRI
(0630-1600)
AMC-manageable
area
Flying
Training
School
Rules of the air

not
always
complied with
FL 245 - 700 M
MSL
Crossing
clearance from :
XXXX TWR
Publication of CBA
Information concerning Cross-Border Activities within a TRA or TSA established over
international boundaries should be published in a similar way as a national TRA or TSA.
However, such a Cross-Border Area must be given specific designators for publication
in the AIPs of the States concerned, and the lateral limits of the area in each State.
Harmonised CBA designation
In order to ensure a harmonised designation of CBA across Europe, the following
principles have been approved:
A group of two letters (EU); followed by
C (EAD DHO-5, rule 6 for CBA); followed by
A group of up to 7 characters (preferably digits) unduplicated within the European
airspace.
In order to ensure the uniqueness of the designator, a centralised management of CBA
designation in Europe has been agreed, with tasking the Airspace Management SubGroup of the Network Operations Team (ASMSG) and its Secretariat to manage the
process in close coordination with the EUROCONTROL EAD.
Publication of CDR routes
The possible partition of a CDR into different categories on a time and/or on vertical basis
requires both the indication of the CDR category in the Remarks column in the AIP
description of ATS routes, and the addition of an explanatory note at the front of ENR A
fictitious example of a harmonised publication of the three categories of CDRs is given in
Annex 2.
Publication of vertical limits
ICAO Annex 15 states that a detailed description of an ATS route shall be published, and
that this shall include the publication of upper and lower limits. The distinction and use of
VFR FLs for vertical limits of control areas is prescribed by ICAO Annex 11, Chapter 2,
paragraph 2.10.
In order to harmonise the publication of these limits in their AIPs, States should:
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Above the lower limit or minimum enroute altitude and below FL290
Use VFR flight levels in accordance

with ICAO Annex 2, Appendix 3,
page 1 (e.g. FL035 or corresponding
altitude, FL285)
Above FL290 and below FL410
Use
number
representing
the
layer/intermediate level between IFR
flight levels, ending on..5 (e.g.
FL295FL405)
Above FL410
Use
number
representing
the
layer/intermediate level between IF
flight levels, ending on 0 (e.g.
FL420 FL500 )
The lower limit specified for the upper ATS/RNAV route shall constitute the upper vertical
limit of the lower ATS/RNAV route. Similarly, in order to describe upper and lower limits
of military exercise and training areas and air defence identification zones in their AIPs,
States should apply the above principles.
Publication of times/conditions
ICAO Annex 15 does not define the format for published times of availability and other
conditions in the AIP for ATS routes. It only states that such information should be
inserted as remarks to the detailed description, complemented by the AIS Manual Doc
8126 description of ATS route tables for the AIP ENR chapter, illustrating the Remarks
column using free, non-standardised text.
In order to harmonise AIP publication describing times and conditions when a CDR is
available for flight planning in their AIPs, States SHOULD apply the following procedure.
In case of timely repetition during the equal periods, information in the remarks column of
the AIP ENR 3 SHOULD clearly describes the following situations for the route:
If H24 period:
Put in remarks column e.g. CDR1 H24
If CDR1 conditions apply for a certain

period of time:
Put in remarks column e.g. CDR1 23.0005.00 (22.00 - 04.00) together with what
happens outside this time period, i.e. not
available and/or
all other possible
combinations.
If weekly periods apply:
Put in remarks column e.g. CDR1 MON FRI 23.00 - 05.00 (22.00 - 04.00) and/or FRI
14.00 (13.00) - MON 06.00(05.00); CDR2
rest of the week and/or all other possible
combinations.
In cases where only a portion of a

route is published as being a CDR,
and being a permanent route outside
a time period, flight level or
geographical
boundaries,
AIP
publication SHOULD cover:
The applicable CDR time period

above procedures;
- apply
Different category (e.g. e.g. CDR 1 FL285 FL460 MON - FRI 08.00 (07.00) - 10.00
(09.00, applicability of permanent use
outside the described period and FLs,
and/or all other possible combinations).

Version 1.6
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7-24
7.2.9 CDRs Routing Scenarios

The following constitutes examples of CDR routings scenarios:
Annex 3
EATCHIP ASM HANDBOOK
C1 > C2 > C3
Edition 1.0
05/02/96
Released Issue

Version 1.6
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7-25
Annex 3 - Page 2
EATCHIP ASM HANDBOOK
RB
A
CD
R
D
C
C DR
C DR C
C1 = C2
Edition 1.0
05/02/96
Released Issue

Version 1.6
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7-26
15
15
R
CD
C15
DR
A
A
CD
R
C
DR
B
CDR
R CC
CD
20
15
15
10
15
10
20
10
10
C1 > C2

Version 1.6
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7-27

Version 1.6
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7-28
8 Route Network and Free Route

airspace utilisation rules and
availability

Version 1.6
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8-1
8.1
Introduction
The Route Availability Document (RAD) is created based on:
a. COMMISSION REGULATION (EU) No 255/2010 of 25 March 2010 laying down
common rules on air traffic flow management, Article 4 - General obligations of
Member States, paragraph 4; and
b. COMMISSION REGULATION (EU) No 677/2011 of 7 July 2011 laying down
detailed rules for the implementation of air traffic management (ATM) network
functions and amending Regulation (EU) No 691/2010, Annex I - The European
Route Network Design (ERND) Function, Part B - Planning principle 5(d).
The RAD is a common reference document containing the policies, procedures and
description for route and traffic orientation. It also includes route network and free
route airspace utilisation rules and availability.
The RAD is also an Air Traffic Flow and Capacity Management (ATFCM) tool that is
designed as a sole-source flight-planning document, which integrates both structural
and ATFCM requirements, geographically and vertically.

Version 1.6
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8-2
8.2
Basic Principles
The objective of the RAD is to facilitate flight planning, in order to improve ATFCM,
while allowing aircraft operators flight planning flexibility. It provides a single, fully
integrated and co-ordinated routeing scheme. Except where otherwise specified the
RAD affects all areas where the Network Manager provides ATFCM services.
The RAD enables States/FABs/ANSPs to maximise capacity and reduce complexity
by defining restrictions that prevent disruption to the organised system of major
traffic flows through congested areas with due regard to Aircraft Operator
requirements.
The RAD is designed as a part of the Network Manager (NM) ATFCM operation. It
is organising the traffic into specific flows to make the best use of available capacity.
Whilst, on its own, it will not guarantee the protection of congested ATC sectors
during peak periods, it should facilitate more precise application of tactical ATFCM
measures.
The RAD should also assist the Network Manager in identifying and providing rerouteing options. Global management of the demand will, potentially, lead to an
overall reduction of delays. It is important to note that to achieve this, some redistribution of the traffic may be required through the implementation of Scenarios.
This may result in modified traffic/regulations in some areas where, under normal
circumstances, they would not be seen.
The content of the RAD shall be agreed between the Network Manager and the
Operational Stakeholders through an appropriate Cooperative Decision Making
(CDM) process.
The RAD is subject to continuous review by the Network Manager and the
Operational Stakeholders to ensure that the requirements are still valid and take
account of any ATC structural or organisational changes that may occur.
The RAD is updated each AIRAC cycle following a structured standard process of:
a. Requirement;
b. Validation;
c. Publication by the Network Manager in cooperation/coordination with all
Operational Stakeholders.
The RAD is only applicable to the IFR part of the Flight Plan.
Each State shall ensure that the RAD is compatible with their AIP with regard to the
airspace organisation inside the relevant FIR/UIR.
The NM is responsible for preparing of a common RAD reference document,
collating, coordinating, validating and publishing it, following the CDM process as
described in this section.

Version 1.6
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8-3
8.3
Structure
8.3.1 Document structure

The RAD document consists of:
a. General description;
b. 6 (six) Appendices:
Appendix 2 - Area Definition;
Appendix 3 - Flight Level Capping limits;
Appendix 4 - En-route DCT limits;
Appendix 5 - Airport connectivity;
Appendix 6 - Flight Profile Restrictions;
Appendix 7 - FUA Restrictions.
c. a Network wide Pan-European Annex;
d. if necessary, a separate Annex for special events, containing restrictions of
temporary nature (i.e. European/World Sport Events, Olympic Games, large
scale Military exercises, economic forums ).
General description
a. It defines the basic principles, general structure of the RAD, the structure of RAD
restrictions, period of validity, application, amendment process, temporary
changes, some flight planning issues, routeing scenarios, publication, tactical
operations and RAD review process.
Appendix 2
a. It defines a number of airfields included in the RAD described by the following
terms:
Group - defines a number of 3 (three) or more airfields that may be subject
to the same restrictions. For example a major destination may have a
number of minor satellite airfields in the vicinity; this constitutes a Group;
Area - defines as a number of airfields within the same region and may
comprise several Groups, or individual airfields.
b. The definition of the Group or Area is the responsibility of the State/FAB/ANSP
within which the Group or Area exists; however other States/FABs/ANSPs may
use the definition.
c. If a State/FAB/ANSP wishes to use a defined Group or Area with the exclusion or
inclusion of certain airfields, then this should be depicted as follows:
Fictitious Example
Change
record
Group/Area Definition
A. Group
B. Area
C. Y/Z Area
Group/Area Airports
E_ _ _ / E_ _ _
L___/L___
L___/L___
d. By using the above methodology, there can only be one definition of each
Group/Area, thus reducing confusion.
e. However, it is the responsibility of the State/FAB/ANSP to ensure that when
corrections are made to Appendix 2 that these amendments are also applicable
to any restriction using the defined Group/Area. The Network Manager will
endeavour to notify relevant States/FABs/ANSPs of such changes.

Version 1.6
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8-4
Appendix 3
a. It defines FL capping limitations imposed by each State/FAB/ANSP and is
applied from airport of departure (ADEP) to airport of destination (ADES).
Fictitious Example
Change
record
ID Number
City Pair
FL Capping
E_4001
A.. Group to / from B.. Group
Not above FL235
L_4002
C.. Area to / from L _ _ _ , E _ _ _
Not above FL315
L_4004
L_ _ _FIR to / from E_ _ _FIR
Not above FL345
Restriction Applicability
08:30 - 10:30
(07:30 - 09:30)
04:00 - 23:00
(03:00 - 22:00)
03:00 - 20:00
(02:00 - 19:00)
Appendix 4
a. It defines the en-route DCT (Direct) flight plan filing limitations imposed by each
State/FAB or ATC Unit in accordance with provisions of ICAO Doc 4444 - ATM
(PANS-ATM);
b. It contains:
DCT horizontal limits inside each ATC Unit;
Cross-border horizontal DCT limits (between ATC units);
Vertically defined DCTs with availability No or Yes, with certain traffic flow
limitations and with defined Operational goal. Also part of these DCTs are:
Free Route Airspace (FRA) DCTs.
c. It should contain, for DCTs with availability YES, all possible remarks concerning
the airspace crossed by the allowed DCTs. Based on relevant State AIPs AOs
shall be informed for DCTs passing by: Uncontrolled classes of airspace, Danger
areas, Prohibited areas, Restricted areas, TSAs, TRAs, CBAs, CTRs, TMAs etc.
d. It should not be considered as an airspace design tool creating a complimentary
ATS route network in Europe;
e. Where DCT applies to Free Route Airspace (FRA) the definition of the FRA shall
be found in the relevant AIP;
f. Each State shall insure that the DCTs are compatible with their AIP with regard to
the airspace organisation inside the relevant ATC Units.
Fictitious Example for DCT segments
Change
record
FROM
TO
Lower
Vertical
Limit (FL)
Upper
Vertical
Limit
(FL)
Available
(Y)
Not
available
(N)
Utilization
Time
Availability
ID
Number
Operational
Goal
Remark/s
Direction
of
Cruising
Levels
ATC Unit
AAAAA
BBBBB
315
660
Yes
Only
available for
traffic
...
H24
E_5001
Night time
direct route
...
Via
TSAxxx
EVEN
E_ _ _ ACC
CCCCC
DDDDD
045
245
Yes
Only
available for
traffic
...
06:00 - 22:00
(05:00 - 21:00)
L_5002
Traffic DEP
shall file
...
Within
Class G
airspace
ODD
L_ _ _ ACC
Fictitious Example for DCT vertical and horizontal limits

Change
record
ATC Unit
Name
ATC Unit
Vertical Limit
DCT
Horizontal
Limit
Cross-border
DCT Limits
ID Number
DCT limit
ID Number
Not allowed
Cross-border
DCT
E_ _ _ACC
below FL115
50NM
Allowed
except to/from
...
E_1
E_E_400
L_ _ _ACC
below FL245
0NM
Not allowed
except to/from
...
E_ _ _1
L_E_400

Version 1.6
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8-5
Appendix 5
a. It defines the DCT (Direct) flight plan filing connections defined by each
State/FAB/ANSP to/from the airports without SIDs/STARs or with SIDs/STARs
which are not able to be complied due to certain aircraft limitations. This is done
only to support/facilitate the processing of flight plans. Based on relevant State
AIPs AOs shall be informed about the airspace organisation at/around the
airports.
b. It contains:
airport DCT horizontal limits;
connecting points for ARR/DEP;
additional compulsory FRA Departure (D) / Arrival (A) Connecting Point/s
from/to a certain TMA/airport and indications on their use for departures /
arrivals from / to specific aerodromes;
information for some flight plan filing limitations with regard to last/first
SID/STAR points and ATS route network, if required;
information for AOs to comply with SIDs/STARs, if required.
Fictitious Example
Change
Record
DEP AD
Last
PT
SID
/
SID
ID
L___
(Note 1)
Change
Record
ARR
AD
E___
(Note 1)
First
PT
STAR
/
STAR
ID
DCT
DEP
PT
DEP Restrictions
DEP
Restriction
Applicability
DEP ID
No
AAAAA
(Only
Jet)
Only available above

FL065
Via CCCCC DCT
LLLLL
H24
L _ 5500
DCT
ARR
PT
ARR Restrictions
ARR
Restriction
Applicability
ARR ID
No
AAAAA
(Only
Jet)
Only available above

FL065
Via CCCCC DCT
LLLLL
H24
E _ 5500
DEP Operational
Goal / Remarks
NAS / FAB
L_
ARR Operational
Goal / Remarks
NAS / FAB
E_
Appendix 6
a. It defines the vertical profile elements of the LoAs between adjacent ATC Units.
This purely operational data is not published through AIS.
b. It contains the restrictions which influence how the profile is calculated in NM
systems and the Flight Plan will not be rejected (REJ) by IFPS even when there
is no reference to the corresponding restriction in Field 15. The Operational
Stakeholders are not required to file in the Flight Plan these restrictions. In this
case it is the option of the filer to either include or exclude the restriction in the
FUEL PLAN.
Note: If there is requirement to hard check any restriction, then the corresponding
restriction shall be transferred to the Pan-European Annex.
Fictitious Example
Change
record
ID Number
Flow Routing
L_8001
AAAAA
E_8002
AAAAA T1
BBBBB
Utilization
Not available for traffic .
above FL235
Note available for traffic
DEP/ARR X group via
MMM below FL075
Time Availability
H24
00:01 - 04:50
(23:01 - 03:50)
Operational Goal
To comply with LoA.
To force traffic via CCCCC.

Version 1.6
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8-6
Appendix 7
a. It defines the airspace restrictions (FUA restrictions) caused by restricted
airspace (RSA) activation within each State/FAB/ANSP;
b. It contains:
coded name identification of the relevant restricted airspace;
information that restriction is valid only, when the airspace is allocated at
EAUP/EUUP;
specific conditions for the utilization of FRA Intermediate Point/s (I).
Fictitious Example
Change
record
RSA
L_R24
E_TRA51
Restriction
ID Number
Not available for traffic during

the times and within the
vertical limits allocated at
EAUP/EUUP
During the times and within
the vertical limits allocated at
EAUP/EUUP
Only available for traffic
1. DEP/ARR E _ _ _
2. Military GAT
3. Via AAAAA N3 BBBBB
4. Via CCCCC N3 DDDDD
L_R24R
E_TRA51R
Operational Goal
Traffic is not allowed to
flight plan across active
military area.
Traffic is not allowed to
flight plan across active
military
area
except
specified flows.
Affected ATS route/s

/ DCT/s
AAA L1 BBBBB
CCCCC M1 DDDDD
DCT EEE - FFFFF
AAA L1 BBBBB
CCCCC M1 DDDDD
GGGGG N1 HHHHH
DCT RRRRR - TTTTT
DCT NNNNN - LLLLL
For avoidance nearby

FRA (I) point/s is/are:
ZZZZZ, FFFFF, MMMMM.
Network wide Pan-European Annex

a. The Annex contains a list of restrictions valid for each States/FABs/ANSPs on
specific:
Significant point/s; or
ATS route segment/s; or
ACC/UAC sector/s;
b. The Annex also contains the relevant restrictions included in Letters of
Agreement (LoA) between adjacent ATC Units requested to be H Hard
checked. These restrictions are named Cross-border.
Fictitious Example
Change
record
Airway
FROM
TO
UL1
AAAAA
BBBBB
Point or
Airspace
CCCCC
Airspace
E_ _ _ES
Utilization
Restriction
Applicability
ID Number
Operational Goal
Not available for

DEP
Only available for
traffic ARR
H24
L_E_1001
To segregate traffic
23:00 - 05:00
(22:00 - 04:00)
E_L_2033
To dualise the traffic
Compulsory for
traffic DEP/ARR
06:00 - 22:00
(05:00 - 21:00)
E_2002
To force traffic
Remark/s
FRA application
ATC
Unit
E_ _ _
ACC
L_ _ _
ACC
E_ _ _
ACC

Version 1.6
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8-7
8.3.2 Restriction Structure

Each restriction is hierarchical and specific and has been arranged to facilitate
parsing of the information into computer systems.
For the usage of the restricted object (ATS route segment, point, NAVAID, airspace
definition - ATC Unit, DCT, etc.) there are 3 (three) main types of restrictions:
a. Not available for
Flight planning via restricted object is forbidden for described flow(s).
b. Only available for
Flight planning via restricted object is allowed exclusively for described flow(s).
c. Compulsory for
Flight planning via restricted object is the only valid option for described flow(s).
For the combination of elements that define the flow of traffic, there are 2 (two) types
of restrictions - inclusive and exclusive:
a. INCLUSIVE restriction - traffic must meet ALL of the conditions to be subject to
the restriction. The implicit logical operator between the listed conditions is an
AND - Logical Conjunction.
Fictitious Example
Airway
From - To
Utilization
Not available or Only available or Compulsory for traffic
UL1
AAAAA - BBBBB
Above FL275
With DEP
With ARR
b. EXCLUSIVE restriction - traffic only needs to meet ONE of the numbered subconditions to be subject to the restriction. The implicit logical operator between
the numbered conditions is an OR - Logical Disjunction.
Fictitious Example
Airway
From - To
Utilization
Not available or Only available or Compulsory for traffic
UL1
AAAAA - BBBBB
1. ARR ..
2. Via
Except
a. ARR
b. DEP..
3. Via with ..
Usage of combinations and terms in utilization expression

If circumstances allow or if it is required for better expression of the utilization, the 3
(three) usage types can be combined as follows:
a. Only available and Compulsory might be used in combination, resulting in
Only available and Compulsory.
Version 1.6
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8-8
Fictitious Example
Airway
From - To
Utilization
UL1
AAAAA - BBBBB
Only available and Compulsory for traffic

ARR .
b. Only available together with Not available , are combined by using the
formula:
Only available for
Except
Fictitious Example
Airway
From - To
Utilization
UL1
AAAAA - BBBBB
ARR .
Except Via
c. Combining Compulsory with Not available. is NOT POSSIBLE. The

TWO independent numbered expressions shall be given within the same box.
Fictitious Example
Airway
From - To
Utilization
1. Compulsory for traffic
ARR .
UL1
AAAAA - BBBBB
Via
Above FL245 at
2. Not available for traffic DEP .
d. term Except to define usage:

The expression Not available for traffic except shall be avoided, Only
available for traffic shall be used instead.
Fictitious Example
Airway
From - To
Utilization
UL1
AAAAA - BBBBB
Not available for traffic

Except DEP .
It is the same as below which is clearer.

UL1
AAAAA - BBBBB
Only available for traffic DEP .
e. The expression Only available for traffic except shall be used only if the
combination of elements is inclusive.

Version 1.6
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8-9
Fictitious Example
Airway
From - To
Utilization
ARR .
UL1
AAAAA - BBBBB
Via
Above FL245 at
Except DEP .
f. If the combination of elements is exclusive, it can lead to two different ways of

interpretation. To have the required effect TWO (or more) independent
numbered expressions shall be given within the same box.
Fictitious Example
Airway
From - To
Utilization
UL1
AAAAA - BBBBB
1. Except DEP .
2. ARR .
Via
3. ARR
Via
Shall be expressed as:
1. Only available for traffic
a. ARR .
Via
UL1
AAAAA - BBBBB
b. ARR
Via
2. Not available for traffic
DEP .
g. Word except in expression of utilization can also be used in between brackets

to exclude relevant destinations from Area/Group definitions; FIR/UIR; ACC/UAC;
etc. used as terminal conditions.
Fictitious Example
Airway
From - To
Utilization
UL1
AAAAA - BBBBB
ARR nnnnnnn Group (except nnaa)

Via
h. The 2 (two) combination of elements types might also be used alone or in

combination.

Version 1.6
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8-10
The term Requested FL (RFL) is used for RAD purposes and refers to the actual
requested cruising level as specified in the ICAO flight plan field 15. Where it is
used it shall be applied only to the State/FAB/ANSP in question unless otherwise
specified. If a restriction specifies FL that is understood to be the flight level
measured against IFPS calculated profile and is checked accordingly.
All restrictions for the same restricted object (ATS route segment, point, NAVAID,
airspace definition - ATC Unit, DCT, etc.) shall be identified by one unique identifier.
State/FAB/ANSP restrictions shall be uniquely identified by a 6 digit alpha/numeric
identifier which comprises the ICAO nationality letters for location indicators
assigned to the State of origin or 2 letter Regional / FAB naming convention prefix
code, together with a 4 digit number (LF2016, DU2001, RE2001). Exception from
above rules is allowed for DCT identification in Appendix 4 where a maximum 9 digit
alpha/numeric identifier containing 5 digit number might be used (LF50001,
DU52345, RE54999, DSYX50000).
Cross-border (RAD) restrictions
Definition
RAD restrictions, except if otherwise mutually agreed by the States/FABs/ANSPs,
shall be categorized as being cross-border when they are referenced to:
a) boundary significant point;
b) ATS route segment or DCT starting from or ending at boundary significant point;
c) cross-border ATS route segment via boundary significant point or cross-border
DCT.
The referenced significant point shall be located on common boundary between two
adjacent airspaces. The concerned airspaces might be FIRs / UIRs or ACCs /
UACs or CTAs / UTAs or FABs or combination of them. These airspaces shall not
be inside the same FAB, if FAB prefix code is used in identification.
Cross-border restrictions might be or might not be part of the relevant LoA. Clear
explanation for that shall be given by the appropriate National RAD Coordinator
(NRC) in Column Operational Goal.
For any State / FAB / ANSP restriction, not defined as cross-border and considered
that has impact on adjacent State/FAB/ANSP clear explanation for that shall also be
given by the appropriate National RAD Coordinator (NRC) in Column Operational
Goal.
Identification
Cross-border restrictions shall be identified with an 8 digit alpha/numeric identifier as
follows:
a) twice ICAO nationality letters for location indicators assigned to the State
followed by 4 digit number (EGEB1009); or
b) twice 2 letter Regional / FAB naming convention prefix code followed by 4 digit
number (DUBM1001); or
c) ICAO nationality letters for location indicators assigned to the State and 2 letter
Regional / FAB naming convention prefix code or vice-versa followed by 4 digit
number (LWBM1001, DULY1001).
First two letters are identifying the State / FAB / ANSP performing the ATC action,
while the second two letters - State / FAB / ANSP affected by that action.
The Maastricht UAC restrictions are considered as cross-border and shall be
identified as follows:

Version 1.6
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8-11
a) inside AoR: ICAO nationality letters for location indicators assigned to the
relevant State (EB, EG or EH) and 2 letters YX followed by 4 digit number
(EBYX1009);
b) outside AoR: 2 letters YX and ICAO nationality letters for location indicators
assigned to the neighbouring State or 2 letter Regional / FAB naming convention
prefix code followed by 4 digit number (YXED1001, YXIU1002).
Coordination
Cross-border restrictions shall be coordinated between the NRCs of the
States/FABs/ANSPs concerned BEFORE submission for inclusion in the RAD.
Any cross-border restriction discovered by the RAD Team that has not been
coordinated will be removed from the RAD until the coordination process has been
completed.
Identifiers shall be assigned at RAD document as per tables below:
Group ID
Origin ID
Restriction
type
Restriction subtype
1 - 99
Country code or ATC Units

or Regional / FAB ID
DCT
DCT limit inside ATC Units
Appendix 4
400
Country code or ATC Units

or Regional / FAB ID
DCT
Cross-border DCT limit
Appendix 4
1000 - 1499
Country code or Regional /

FAB ID(s)
Traffic Flow
Cross-border restrictions
Pan-European
Annex
2000 - 3999

FAB ID(s)
Traffic Flow
State/FAB/ANSP
restrictions
Pan-European
Annex
4000 - 4999

FAB ID(s)
Traffic Flow
City pair level capping
Appendix 3
5000 - 5499
50000 - 54999

FAB ID(s)
Traffic Flow
Conditions
on
DCT
segments Point-to-Point
Appendix 4
5500 - 5999

FAB ID(s)
Traffic Flow
Conditions
on
DCT
segments to/from airfields
Appendix 5
6000 - 6999

FAB ID(s)
Traffic Flow
Plain text notes
Whole
document
7000 - 7499

FAB ID(s)
Traffic Flow
Military restrictions
Whole
document
8000 - 8999
Country / FIR code

Regional / FAB code ID
Traffic Flow
Flight Profile Restrictions
Appendix 6
FUA
Appendix 7
R, S, Y
RSA id as per AIP
or
FUA
Publication
Prefix code
Region / FAB / ANSP (State / ANSP)
BL
BM
BALTIC FAB (Poland, Lithuania)

BLUE MED FAB (Italy, Greece, Cyprus, Malta)
FAB CE - FAB CENTRAL EUROPE (Austria, Czech Republic, Croatia, Hungary,
Slovakia, Slovenia, Bosnia and Herzegovina)
DANUBE FAB (Bulgaria, Romania)
DENMARK / SWEDEN FAB (Denmark, Sweden)
FABEC - FAB EUROPE CENTRAL
(France, Germany, Switzerland, Belgium, Netherlands, Luxembourg, Maastricht
UAC)
NORTH EUROPEAN FAB (Estonia, Finland, Latvia, Norway)
SOUTH WEST FAB (Spain / Portugal)
UK / IRELAND FAB (United Kingdom, Ireland)
Maastricht UAC
Regional / Pan-European / Axis
CE
DU
DS
EC
NE
PE
IU
YX
RE

Version 1.6
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8-12
Where date/time ranges are used these shall be considered as INCLUSIVE. When
time periods are expressed in column Restriction or column Utilization, restrictions
are not applied outside those published times unless otherwise specified.
A restriction shall not qualify for inclusion in the RAD unless it has a FLOW
ELEMENT attached to it. A FLOW ELEMENT is defined as affecting either:
a.
b.
c.
d.
Departures from an Airfield/Group/Area;

Arrivals to an Airfield/Group/Area;
Traffic flying between Airfields/Groups/Area;
Overflying traffic.
Time periods
The time periods are in Co-ordinated Universal Time (UTC) used by air navigation
services and in publications issued by the AIS. The expression summer period
indicates that part of the year in which daylight saving time is in force. The other
part of the year is named the winter period. Times applicable during the summer
period are given in brackets. Daylight saving time is UTC plus 1 hour. The summer
period in Europe is introduced every year on the last Sunday in MAR at 01.00 UTC
and ceases on the last Sunday in OCT at 01.00 UTC. For detailed description in
each State the relevant AIP shall be checked.
Details of weekend periods, if and when used are included where relevant. The start
and end time of the periods relates to the entry to the segment concerned.
Additional periods can be declared as weekends (e.g. Busy Fridays, Nights, Bank
Holidays), refer to national publication and relevant annex for the details.
To access data regarding Public Holidays pertinent to each State, refer to GEN 2.1 of
the respective AIP.
Definition of limits expressed by FL
The vertical limits shall be expressed as follows (ref. ERNIP Part 1):
a. above the lower limit or minimum en-route altitude and below FL290 - VFR flight
levels in accordance with ICAO Annex 2, Appendix 3, page 1 (e.g. FL035 or
corresponding altitude FL285);
b. above FL290 and below FL410 in RVSM areas - number representing the layer/
intermediate level between IFR flight levels ending on..5 (e.g. FL295 FL405);
c. above FL410 or above FL290 in non RVSM areas - number representing the
layer/ intermediate level between IFR flight levels ending on ..0 (e.g. FL420
FL500 ).
Expression of abbreviated words meaning Departure and Destination
In all Appendixes and Pan-European Annex, if and when used and required the
expression of abbreviated words meaning Departure and Destination from/to certain
airport/s or in/outside FIR/UIR / ACC/UAC/ ATC Units shall be used based on ICAO
Doc 8400 - Abbreviations and Codes as follows:
a. DEP - code meaning Depart or Departure;
b. ARR - code meaning Arrive or Arrival.

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8.4
Period of Validity
The routeing organisation is permanently effective and applies daily H24, except where
otherwise specified. When it can be identified that capacity is surplus to demand the
RAD restrictions may be relaxed from the H24 time constraints.
The RAD may be suspended, or temporarily relaxed, in cases where it has an abnormally
adverse impact upon the traffic flows. This action will always be co-ordinated through the
CDM process between the Network Manager and its Operational Stakeholders.

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8.5
Application
The RAD will be fully integrated into the Network Manager Operational systems, including
IFPS, through the Route Restrictions computer model. Any changes to the PanEuropean Annex will automatically be checked provided the relevant notification period
has been observed.
Changes agreed outside the AIRAC cycle will not be handled automatically by IFPS until
such time as the system can be updated at the appropriate AIRAC date.

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8.6
CDM Process
Amendments to the General Description of the RAD, or the period of validity, shall be coordinated between the Network Manager and the Operational Stakeholders via the RAD
Management Group (RMG) and approved by NETOPS team. Inclusion or withdrawal of
additional Annexes or Appendixes shall follow the same process.
The Operational Stakeholders shall provide their request for changes to the NM RAD
Team, taking into account agreed publication and implementation dates, in accordance
with AIRAC procedures and Handbook Supplement for the Provision of Environment
data.
All new RAD restrictions, amendments and changes will be checked by the NM RAD
Team versus airspace organisation in the area. Any possible discrepancies will be
notified to the States/FABs/ANSPs concerned as soon as possible.
Suspension of NAVAIDs, and/or replacement by temporary mobile units will be
promulgated via the Pan-European Annex. States should ensure that the NM RAD
Team is notified of these changes.
The final content of any amendment to the RAD shall be positively agreed between the
NM RAD Team and State/FAB/ANSP concerned. This agreement shall be reached in a
form of e-mail confirmation, meeting report/minutes or any other means reflecting final
mutual agreement for change. These agreements will be properly recorded by the
Network Manager.
Amendments will be published by the NM RAD Team as follows:
a.
b.
c.
d.
28 days in advance of the relevant AIRAC cycle;

Amendments will be highlighted in RED BOLD lettering and will be annotated by
abbreviation NEW / AMD;
Restrictions that have been removed will be annotated by abbreviation DEL;
Last minute changes:
are changes required due to exceptional circumstances and/or only when they
have a significant impact on operational requirements;
shall be:
announced by the NRCs as ordinary amended (AMD / DEL) or new
RAD requirements (NEW);
exceptionally annotated as such;
sent via e-mail to the NM RAD Team in accordance with ERNIP Part 4;
will be promulgated on the NM NOP portal via the Increment File.

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8.7
Temporary changes
Temporary changes due to exceptional circumstances (e.g. major equipment failure,

industrial action or large-scale military exercises) may necessitate the suspension of part
of the RAD for specified periods, and additional routeings will be activated where possible
following co-ordination with the relevant FMPs and AOs.
Temporary changes will be published by AIM giving details of the traffic affected, the
period of activation and the corresponding routeings.

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8.8
Flight Planning
The RAD defines restrictions on routes/points, through specified areas during the
published period of validity. Aircraft operators planning flights through these areas must
flight-plan in accordance with these route restrictions, taking into account any change of
validity.
When a route is restricted between two points it must be understood that all segments,
between the recorded points, are included in the restriction.
An operator who has submitted a flight plan for a route and wishes to change to another
route must either; send a CHG (Change) message giving the new route or; cancel the
existing flight plan and submit a new flight plan following the replacement flight plan
procedure. This applies equally to re-routeing proposed by the Network Manager and to
changes made at the initiative of the AO.
When filing flight plans, AOs must comply with any flight level limitation published in the
RAD. AOs shall be aware that when receiving the confirmed FPLs the FLs used are
NOT checked against the Flight Level Orientation Scheme (FLOS) applied by the State
concerned.
AOs shall also be aware that when receiving the confirmed FPLs using DCT options from
Appendixes 4 and 5 these flight plans are NOT checked against Minimum Sector
Altitudes (MSA) or Minimum En-route Altitudes (MEA) published by the States in the
relevant parts of their AIPs. In accordance with provisions of ICAO Doc 4444 - ATM
(PANS-ATM) AOs remains responsible with the checking of MSA and/or MEA.
Note: (Refer to IFPS Users Manual for full details)

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8.9
Routeing Scenarios
For each area expected to be critical, a number of flows could be identified, for which
other routeings are available, that follow the general scheme, but avoid the critical area.
These are known as routeing scenarios.
When, during the planning phase, the Network Manager identifies the risk of major
imbalance between demand and capacity, it may be decided, after agreement with all
FMPs concerned, to make part (or all) of the alternative routeings mandatory for the
period expected to be critical.
Scenarios may be identified which require the temporary suspension of route restrictions
within the RAD for a particular traffic flow.
The list of available scenarios is promulgated on the NM NOP portal.

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8.10 Publication
The RAD is created in accordance with ICAO publication procedures and is published on
the NM NOP website, 28 days prior to the relevant AIRAC cycle.
Each State may promulgate the RAD by any one of the following methods:
a. Publish the RAD in its entirety as an AIP Supplement (the onus is on the State to
ensure that the RAD is kept up to date);
b. Publish relevant Appendices and State/FAB/ANSP part of the Pan-European
Annex of the RAD as an AIP Supplement;
c. Publish reference to the NM NOP website in the AIP, in accordance with Annex
3.
DAY
D-63
PROCESS
ACTION
Notification to States/FABs/ANSPs "One week to Cut-off".
NM
Finalisation of States/FABs/ANSPs requirements.

D-56
Cut-off date. States/FABs/ANSPs provide amendments to States/FABs/ANSPs

NM.
Three weeks to compile the RAD and to resolve
errors/conflicts.
D-28
Publication.
NM
NM
Two weeks to assess impact of new restrictions.

Results of impact assessment of new restrictions.
D-14
Changes/amendments to be promulgated
Increment File on the NOP Portal.
D-10
Freeze of ENVironment tape for AIRAC.
via
the NM
NM
Where applicable, publication of route availability in national aeronautical information

publications shall be fully consistent with this common reference document.

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8.11 Tactical Operations

The Network Manager in conjunction with the FMPs will monitor the actual situation
during the day of operation to ensure the RAD is achieving the balance of traffic required.
During periods of unanticipated high demand the Network Manager may co-ordinate an
extension to the period of validity of routeing scenarios with the relevant FMPs. This will
be published by AIM, giving at least three hours notice.
During periods of significant improvement to the ATFCM situation, the Network Manager
will co-ordinate with the relevant FMP, a reduction in the period of validity of scenarios.
This will be published by AIM.
If, due to a major unexpected event, there is a significant disturbance to traffic patterns,
after co-ordination with the relevant parties (FMPs and AOs), the Network Manager may
suspend part of the RAD and provide alternative routeings.
With effect from AIRAC -6 day (D -6), implemented RAD data is considered as
Operational. Management of such changes to the RAD is the responsibility of the NRC
of the originating State.
If, after AIRAC -6 day (D -6), a State discovers an error or omission to the RAD that is
SAFETY RELATED, then it is the responsibility of the NRC to contact the NM RAD Team
to request a live update of the NM CACD in order to correct the problem. The safety
related RAD error or omission shall be exceptionally annotated as such and shall be sent
via e-mail to the NM RAD Team in accordance with ERNIP Part 4. The NM RAD Team
will only act after consultation with the NRC or his designated Deputy. Following the
consultation process the NM RAD Team shall create the necessary DMR and the change
shall be promulgated via the Increment File. During the weekend, the ACC shall
contact the Current Operations Manager and the matter shall be handled MANually. A
second alternative is to request that the restriction in question be DISABLED in
ENVironment so that there will not be a check at IFPS.

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8.12
RAD Review
The NM RAD Team is responsible for coordination of the entire RAD review process.
The RAD review is required to ensure that all data contained within the RAD is current
and correct. The review is also the opportunity to ensure that any modifications, within
the incremental update to the Network Manager Operational systems, are reflected in the
construction of RAD restrictions.
A RAD review for each and every Annex/Appendix, including cross-border restrictions,
shall be completed annually during designated meetings and as a rolling process by the
NM RAD Team. The existing South West, South East, North West, North East or Ski Airspace or ATFCM meetings could be used for RAD review purposes. Additional ad-hoc
RAD review meetings could be organised in case of any urgent issues to be discussed.
The outcome of each RAD review shall be properly documented through the report or
minutes. The reports/minutes will be stored by the NM RAD Team.
Each State/FAB/ANSP shall convene an internal RAD review with the airlines concerned.
Such an internal review shall be announced to the NM RAD Team and shall cover as
minimum the validity of all restrictions; the timeliness of restrictions; the completeness of
all restrictions. The NM RAD Team may offer items to be covered. The results of such
an internal review shall be passed to the NM RAD Team as soon as possible.
For each cross-border RAD review the NM RAD Team shall perform a RAD impact
assessment on each relevant restriction. This analysis shall be carried out together with
the Operational Stakeholders.
The NM RAD Team shall maintain a List of proposed/requested by the AOs RAD
restrictions for consideration by the States/FABs/ANSPs. The List shall contain the
restrictions traceability and shall record the proposals status as change/removal/update
till RAD restriction resolution or deletion.

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8.13
Additional airspace utilisation rules and availability
INTRODUCTION
Additionally to the RAD airspace utilisation rules and availability the NM also maintains other
airspace utilisation rules (restrictions) which might impact the traffic flows at Network level.
These additional airspace utilisation rules are not part of the RAD as they are not qualified for
inclusion by not having a flow element attached to them. They shall not be categorized as
one of the three inclusive or exclusive or compulsory RAD restrictions (the description of flow
element and RAD restriction types is given in paragraph 8.3. above).
BASIC PRINCIPLES
The content of each restriction and its implementation shall be agreed between the NM and
the Operational Stakeholders through an appropriate cooperative decision making (CDM)
process.
All additional restrictions are implemented in the NM CACD and are maintained by the NM.
All additional restrictions are also subject to continuous review, as minimum 2 (two) times per
year, by the NM and the Operational Stakeholders to ensure that the requirements are still
valid.
RESTRICTION DEFINITION AND PURPOSE
1) EU / EURO restrictions
A temporary (duration of few hours, daily, weekly) or seasonal airspace related information
and/or other information influencing the air navigation is considered either as EU or EURO
restriction.
These restrictions are marked as Forbidden (F), Mandatory (M) or Closed (C) and could also
be considered as Active and non-Active, which are live updated, based on sources received
by the States/ANSPs (NOTAM, AIP SUP, AUP/UUP etc.)
EU restriction can be implemented for:
a.
b.
c.
d.
e.
f.
g.
h.
Major Military exercise/s;

Special event/s;
Industrial action/s;
AIP Supplement/s;
Aeronautical Information Circular/s (AIC/s);
NOTAM/s;
Contingency plans;
Crisis management.
EURO restriction can be implemented for Traffic Flow Restrictions published in AIP (ENR
part).
For flight plan processing purposes EU and EURO restrictions are technically qualified as
Hard Traffic Flow Restrictions. Flight plan checking against EU and EURO restrictions is
handled in the same way as against RAD restrictions.
These types of restrictions are used to generate valid route/s.
2) Profile Tuning Restriction (PTR)
Profile tuning restriction is influencing the flight profile calculation in order to be correctly
counted in certain operational airspace/s. At a later stage this flight profile is checked
against the RAD.
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Additionally this restriction might also be used to allow correct addressing in IFPS.
The ETFMS will in all cases try to avoid a PTR by applying profile banding/adapting the
profile in climb or descend phases. If a PTR is incoherent with other data then a message
shall be generated and logged.
3) Aerodrome Flight Rule Restriction
Aerodrome Flight Rule Restriction defines that arrivals to or departures from the aerodrome
reference location must be conducted under VFR.
Departing from and/or arriving at an aerodrome, which has no IFR equipment, must be done
under VFR. States/ANSPs require that this information is present in the FPL Field 15. IFPS
shall invalidate a FPL if it does not reflect the correct flight rules on the last segment before
the aerodrome of destination or first segment after the aerodrome of departure e.g. if the
flight is not conducted under VFR, an error message is generated.
This type of restriction has no impact on ETFMS.
4) Flight Property Restriction on Terminal Procedures
The use of terminal procedures is often restricted to given flight property conditions such as
aircraft type/classification (e.g. propellers only or jet only), type of flight (e.g. military),
aircraft equipment (e.g. ILS).
Defining restriction of this type shall allow IFPS to select more accurately the most suitable
Terminal Procedure for a flight and invalidate those FPLs containing a wrong Terminal
Procedure.
This restriction has an impact on the Terminal Procedure selected by ETFMS, based on the
specific properties of the restriction.
5) DCT Limitation Restriction
The general en-route DCT distance limits and cross-border DCT distance limits defined in
the RAD at operational level will serve to invalidate FPLs that contain too long DCT
segments. Individual DCT segments which are longer but nevertheless allowed can be
defined as exceptions to this rule. Also there will be individual DCT segments that are
shorter but not-allowed neither. The latter will be expressed as secondary restriction to the
primary restriction which reveals the actual DCT distance limit.
Secondary en-route DCT limitations can be defined to express deviating DCT limits on
particular airspaces and/or specific type of flights such as military.
Similarly aerodrome departure and arrival DCT distance limits will be defined in a restriction.
Such a restriction will also contain the allowed DCTs that are the aerodrome connecting
points as defined in the RAD.
This type of restriction is used to generate valid route/s.
6) FRA DCT Restriction
This restriction defines rules for flying direct (DCT) in the Free Route Airspace (FRA). They
have the same features as a conventional DCT limitation restriction, extended with the
possibility to define the entry/exit points and the intermediate points for the FRA.
This type of restriction is used to generate valid route/s in FRA.
7) SSR Code Allocation Restriction
This restriction is used to define which flights can be allocated which range of SSR codes by
the NM Centralised Code Assignment and Management System (CCAMS).
This type of restriction has no impact on ETFMS.

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Annex 1 - ANT Airspace Classification Toolbox

Attachment A to ANT/50 WP09
Airspace Classification Toolbox v 28/09/09
1. Tools that if applied by a member State would require that State to notify a
difference to ICAO
1.1 IFR flights in Class G airspace at and below 900m (3,000ft) AMSL, or 300m
(1,000ft) AGL - Tool 1
Annex 2, Table 3.1
Rationale:
ICAO permits IFR flight in Class G airspace at all levels. Most member States are content
with this accommodation, but some member States have a safety concern over its
application in their airspace at and below 3,000ft AMSL or 1,000ft above the ground. An
independent safety and impact analysis was conducted in 2007-8. The principal issue of
concern among some member States relates to the less prescriptive VMC minima in this
level band whereby, in airspace classes F and G, VFR flights are merely required to
remain clear of cloud and in sight of the surface. In all other airspace classes a minimum
distance from cloud, both horizontally and vertically, is specified.
Member States would appear to have four options in respect of the integration of IFR and
VFR flights in Class F or G airspace in this level band:
a) A member State is satisfied with the level of safety of this integration in a particular
operating environment, with or without mitigations, or
b) A member State is not satisfied with the level of safety of this integration in a
particular operating environment, with or without mitigations, and does not allow IFR
flights in this level band, or
c) A member State is not satisfied with the level of safety of this integration in a
particular operating environment, with or without mitigations, and amends the VMC
minima to overcome the safety concern, or
d) A member State is not satisfied with the level of safety of this integration in a
particular operating environment, with or without mitigations and applies a different
airspace classification, e.g. A - E.

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Tool 1 IFR in Classes F and G airspace

Where a member State considers that the integration of IFR and VFR flights in in a
particular operating environment in its Class F or G airspace at and below 900m
(3,000ft) AMSL or 300m (1,000ft) above terrain, whichever is the higher, is not
acceptable, with or without mitigations, the member State may:
a) not allow IFR flights to operate in its Class F or Class G airspace, or
b) amend the VMC minima applicable to VFR flights to overcome their concern, in
which case the
minima shall be:
- Flight visibility: 5km
- Distance from cloud: 1,500m horizontally and 1,000ft vertically
Note: Tool 1a) and b) would constitute a Category A ICAO difference.
1.2
CTR VMC criteria - Tool 2
Annex 2, Chapter 4, Paragraph 4.1:

Except when operating as a special VFR flight, flights shall be conducted so that the
aircraft is flown in conditions of visibility and distance from clouds equal to or greater
than those specified in Table 3-1, viz. for airspace classes A-E, 1,500m horizontally
and 300m (1,000ft) vertically clear of cloud.
In airspace classes E, F and G at and below 3000ft AMSL or 1000ft above ground,
whichever is the higher, clear of cloud and in sight of the surface is permitted for VFR flights.
This also applies in these airspaces where IFR flights are operating even though all aircraft
and ATC do not know of all of the aircraft operating in that airspace. In the CTR environment,
the airspace is fully controlled, ATC have issued clearances to all aircraft, know of their
position and intentions, and provide separation as necessary between them. It is argued that
this in significantly safer and more manageable by ATC than outside controlled airspace.
Therefore , to permit more flexibility within a CTR, since VMC minima is reduced in Class F &
G airspace, it is proposed to introduce a similar reduced criteria for VMC criteria in a
controlled environment of a CTR.
Rationale:
The main reason for this difference from ICAO is to provide more flexibility to control VFR
flights by removing the need to remain 1000ft distance from cloud in a CTR together with
other restrictions that would otherwise have to be applied to special VFR flights in this
circumstance.

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Annex 1 - 2
The advantages of this difference are:

-
more than one VFR flight can operate within a CTR without the need for IFR
separation;
managing the interaction between VFR flight and IFR flights.
Tool 2 CTR VMC Criteria

Within a control zone, when traffic conditions permit and a clearance is obtained
from an air traffic control unit, VFR flights permitted to remain clear of cloud and in
sight of the surface provided that:
a) they maintain a flight visibility of at least 5km, and
b) the cloud ceiling is at least 1,500ft
Classes affected: A, B, C, D
Note: Tool 2 would constitute a Category C ICAO difference.
2.
Tools that standardise parameters left by ICAO to the discretion of the

appropriate ATS authority and do not require the notification of a difference to
ICAO
2.1
VMC minima for class F and G airspace at and below 900m (3,000ft) AMSL Tool 3
Annex 2, Table 3:
At and below 900m (3,000ft) AMSL, or 300m (1,000ft) above terrain, whichever is the
higher; When so prescribed by the appropriate ATS authority
Rationale:
ICAO provides the opportunity for an appropriate ATS authority to prescribe a number of
VMC options in respect of lower level and/or lower performance aircraft, including
helicopters. A number of States have variously interpreted this option, particularly with
respect to being more specific with the speed criteria. ICAO provides for at speeds.
A number of States have been more specific and stipulated a maximum speed, i.e. at 140kts
or less, at which that particular provision is acceptable.
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Annex 1 - 3
Equally, in the case of helicopters, whilst accepting the possibility of a lower visibility of not
less than 1500m, a number of member States see the need to apply an absolute minimum
visibility, the majority of whom stipulate not less than 800m.
Tool 3 - VMC Criteria in class F and G airspace at and below 900m (3000ft)
AMSL or 300m (1000ft) above terrain, whichever is the higher

For VFR flight during daylight hours, when operating in airspace classes F or
G, at and below 900m (3000ft) AMSL or 300m (1000ft) above terrain,
whichever is the higher, and when so prescribed by the appropriate ATS
authority, flight visibility reduced to not less than 1500m may be permitted for
flights which are clear of cloud and in sight of the surface and operating:
2.2
(Aircraft other than helicopters) at 140kts IAS or less that, in the prevailing
visibility, will give adequate opportunity to observe other traffic or any
obstacles in time to avoid a collision; or
in circumstances in which the probability of encounters with other traffic

would normally be low, e.g. in areas of low traffic volume and for aerial
work at low levels.
HELICOPTERS may be permitted to operate in less than 1,500 m but not

less than 800m flight visibility, if manoeuvred at a speed that will give
adequate opportunity to observe other traffic or any obstacles in time to
avoid collision.
Special VFR - Tool 4
Annex 2, chapter 4.1:

Except when operating as a special VFR flight, VFR flights shall be conducted so that the
aircraft is flown in conditions of visibility and distance from clouds equal to or greater than
those specified in Table 3-1
PANS-ATM chapter 7.14.1 Authorisation of Special VFR flights:

7.14.1 When traffic conditions permit, special VFR flights may be authorised subject
to the approval of the unit providing approach control service and the provisions of
7.14.1.3

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7.1.14.2 Requests for such authorisation shall be handled individually.

7.14.1.2 Separation shall be effected between all IFR flights and special VFR flights
in accordance with separation minima in Chapters 5 and 6 and, when so prescribed
by the appropriate ATS authority, between special VFR flights in accordance with
separation minima prescribed by that authority.
7.14.1.3 When the ground visibility is not less than 1500m, special VFR flights may
be authorised to: enter a control zone for the purpose of landing, take-off and
departing from a control zone, cross a control zone or operate locally within a control
zone.
Rationale:
Special VFR criteria are not stipulated by ICAO. Consequently, historically member States
have devised their own criteria. Special VFR represents the widest diversity or extent of
criteria applied by member States. In order to propose standardisation the most widely used
and/or those same as or closest to ICAO VMC minima were chosen in order to provide a
coherent set of criteria. Whilst most member States make provision for special VFR by day,
very few States appear to permit special VFR flights at night, therefore no tool is offered. A
visiting pilot cannot inadvertently contravene that States regulations because an ATC
clearance is required which would not be given.

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Tool 4 SVFR in a CTR
When so prescribed by the appropriate ATS authority special VFR flight may be
authorised to operate within a control zone, subject to an ATC clearance, under
the following conditions:
2.3
during daylight hours
the ground visibility is at least 1,500m
the ground visibility is not less than 800m for helicopters
the cloud ceiling is at least 600ft
clear of cloud and in sight of the surface
the flight visibility is at least 1,500m
the flight visibility is not less than 800m for helicopters
at a speed that, in the prevailing visibility, will give adequate opportunity to

observe other traffic and any obstacles in time to avoid a collision.
The appropriate ATS authority may effect separation between special VFR
flights with a separation minima prescribed by that authority.
VFR at night - Tool 5
Annex 2 chapter 4.3:

VFR flights between sunset and sunrise, or such other period between sunset and
sunrise as may be prescribed by the appropriate ATS authority, shall be operated in
accordance with the conditions prescribed by that authority.
Rationale:
Not all member States permit VFR flight at night. Of those that do most adhere to ICAO
daytime VMC criteria although not permitting the reduced VMC minima applicable at and
below 3000ft AMSL or 1000ft above ground, whichever is the higher. Even so there is
concern amongst some stakeholders as to the practicality of a pilot being able to judge
his compliance with these criteria at night.

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Tool 5 - VFR at night

When so prescribed by the appropriate ATS authority, when operating VFR flight
at night in airspace classes B, C, D, E, F or G, such flights shall be conducted
under the following conditions:
a)
At and above FL100

- flight visibility at least 8 km
- distance from cloud: 1,500m horizontally, 1,000ft vertically
b)
Below FL100, above 3,000ft AMSL

- flight visibility at least 5 km
- distance from cloud: 1,500m horizontally, 1,000ft vertically
c)
At and below 3,000ft AMSL

- flight visibility at least 5km*
- minimum cloud ceiling 1,500ft
- clear of cloud and in sight of the surface
* 3km for helicopters in class F and G, provided the pilot maintains
continuous sight of the surface and if manoeuvred at a speed that will give
adequate opportunity to observe other traffic or any obstacles in time to
avoid collision.
d)
File a flight plan, when flights are leaving the vicinity of the aerodrome
e)
Establish and maintain two-way communication on the appropriate
frequency with ATS where required
Note: Higher minima for mountainous terrain may be prescribed by the appropriate
authority
2.4
Optional additional VFR communications requirement - Tool 6
Annex 2, chapter 4.9:

A VFR flight operating within or into areas, or along a route, designated by the
appropriate ATS authority in accordance with 3.3.2.2 c) or d) shall maintain
continuous air-ground voice communication watch on the appropriate communication
channel of, and report its position to, the air traffic services unit providing flight
information service.
References to paragraphs 3.3.2.2 c) and d) concern the need or otherwise to file a
flight plan when so required by the appropriate ATS authority.

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Rationale:
A number of member States stipulate the requirement for VFR flights to establish and
maintain two-way communications with ATS under certain circumstances. This is particularly
so for some remote aerodromes in class G airspace where there is an occasional IFR arrival
or departure such that it does not warrant the provision of an Air Traffic Control Service but
more usually an Aerodrome Flight Information Service. In addition a number of member
States currently have the requirement for mandatory carriage two-way communications with
ATS for all aircraft in all airspace classes at night.
This tool seeks to standardise those circumstances
Tool 6 Optional additional VFR communications requirement

a) When operating in airspace classes E, F or G, mandatory two-way
communication or continuous listening watch may be required for VFR flights
on the appropriate ATS radio frequency in designated airspace.
Note: 1. Awaiting clarification from ICAO. If considered a difference from ICAO, would
constitute a Category C difference.
2. See also VFR ant night (Tool 5)
2.5
Optional relaxation of requirement for mandatory two-way RT Communications

for IFR flights in class F & G airspace - Tool 7
Annex 2, chapter 5.3.2:

An IFR flight operating outside controlled airspace but within or into areas or along
routes, designated by the appropriate ATS authority in accordance with 3.3.1.2 c) or
d) shall maintain an air-ground voice communication watch on the appropriate
communication channel and establish two-way communication, as necessary, with
the air traffic services unit providing flight information service.
References to paragraphs 3.3.1.2 c) and d) concern the need or otherwise to file a
flight plan when so required by the appropriate ATS authority.
Annex 11, Appendix 4, ATS airspace classes - services provided and flight requirements:
Classes F and G, IFR flights radio communication requirement - continuous two-way.
Rationale:
ICAO provides for some relief from the requirement for IFR flights to maintain continuous
two-way communication with ATS. This tool seeks to clarify and standardise the application
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Annex 1 - 8
of this provision. The most common application is where radio coverage provide by ATS is
affected by terrain such that it cannot provide the continuity of radio coverage to make this
requirement possible. The tool is designed to ensure that the obligation of the IFR flight to be
suitably equipped with radio communication and ATS frequencies is maintained even though
two-way communications may not always be established.
Tool 7 Optional relaxation of requirement for mandatory two-way RT

Communications for IFR flights in class F & G airspace
When operating in airspace classes F or G, although IFR flights are required to
carry and operate a radio on the appropriate ATS frequency, IFR two-way
communication may only be required above an altitude prescribed by the
appropriate ATS authority. Consequently FIS would only be provided above an
altitude prescribed by the appropriate ATS authority.
2.6
Mandatory carriage of SSR - Tool 8
ICAO Annex 11, Chapter 2, paragraph 2.26

States shall establish requirements for carriage and operation of pressure-altitude
reporting transponders within defined portions of airspace.
Note: This provision is intended to improve the effectiveness of air traffic services as
well as airborne collision avoidance systems
Rationale:
In order to achieve a known traffic environment especially in Class E airspace. It provides
an additional protection for departing and arriving IFR flights outside a CTR or TMA. It has a
particular application at aerodromes where the traffic volume or complexity is not considered
sufficient for the application of class C or D airspace. In addition a number of member States
currently have the requirement for mandatory carriage of SSR for all aircraft in all airspace
classes at night.
The establishment of a TMZ may also enable controllers to detect inadvertent penetration of
controlled airspace which could enable controllers to initiate appropriate avoiding action, and
also enable additional safety nets such as TCAS to assist with the resolution of potential
conflicts arising from inadvertent penetrations of controlled airspace.

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Annex 1 - 9
Tool 8 - Mandatory Carriage of SSR

Mandatory carriage of SSR modes A & C, or mode S may be required as follows:
a) in designated airspace (CTR, TMA, TMZ, MSSRA, etc)
b) at night

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Annex 1 - 10
Annex 2 - Harmonized CDR AIP publication

FICTITIOUS EXAMPLE OF CDR EXPLANATORY NOTES
Front page in relevant AIP sub-section
The times and conditions when CDRs are available for flight planning are described in remarks
column in the Tables below.
Purpose of CDRs
Conditional Routes (CDRs) complement the permanent ATS route network. The purpose of CDRs is to
allow flights to be planned on and to use ATS routes, or portions thereof that are not always available.
CDRs are established:
- through any potential areas of temporary segregation identified under the generic term AMC
Manageable Areas (TRAs, TSAs or R or D Areas), with CDR opening/closure resulting from
associated military activities and/or
- to address specific ATC conditions (e.g. traffic restrictions or ATC sectorisation compatibility), with
CDR opening/closure resulting from purely civil needs.
The conditions for the use of CDRs will be daily published in the national Airspace Use Plan (AUP),
Updated Airspace Use Plan (UUP) and notified to the Operational Stakeholders via European AUP/UUP
(EAUP/EUUP).
Categories of CDRs
As described in the ERNIP Part 1, CDRs are divided into three different categories according to their
foreseen availability and their flight planning potential. A CDR can be established in one or more of the
three following categories:
Category One (CDR 1)
Depicted on maps as follows:
Permanently Plannable;
UL1 (CDR 1)
Expected to be available for most of the time;
-------- Flights will be planned in the same way as planned for all
permanent ATS routes;
In the event of a short notice unavailability of a CDR 1, aircraft
will be tactically handled by ATC;
For the calculation of fuel consumption, alternate routes are
published in the Remarks column.
Category Two (CDR 2)
Non-Permanently Plannable;
UL2 (CDR 2)
Part of pre-defined routing scenarios which respond to specific
---------capacity imbalances;
Flights will be planned only in accordance with conditions daily
published in the EAUP/EUUP.
Category Three (CDR 3)
Not Plannable;
UL3 (CDR 3)
Published as usable on ATC instructions only;
--------- Flights will be re-routed on ATC instructions as short notice
routing proposals.

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Annex 2 - 1
FICTITIOUS EXAMPLES OF CDR PUBLICATION

In relevant AIP sub-section remarks column
CDR 1
Mixed Time Categories
(daily base)
CDR 1
H24
CDR 1 H24
TEMPO
CLSD
instructions
on
ACC/UAC
CDR 1
Mixed Time Categories
(weekly base)
CDR 1
23.00 - 05.00 (22.00 - 04.00)
CDR 1
MON - FRI 23.00 - 05.00 (22.00 04.00)
FRI 14.00 (13.00) - MON 06.00 (05.00)
NOT AVBL or PERM or CDR 2 or CDR

3
and/or
all
other
possible
combinations
05.00 - 23.00 (04.00 - 22.00)
or
Rest of the day time

3
and/or
all
other
possible
combinations
Time period
or
Rest of the week
TEMPO
CLSD
instructions
TEMPO
CLSD
instructions
on
ACC/UAC
on
ACC/UAC
ALTN route:
AAAAA M1 BBB N1 CCCCC
Route extension MAX NM (optional)
ALTN route:
ALTN route:
FREQ:
FREQ:
FREQ:
CDR 1
Mixed Vertical Categories
CDR 1
FL285 - FL325
MON - FRI 08.00 - 10.00 (07.00 09.00)
CDR 2
Category
CDR 2 H24
CDR 3
Category
CDR 3 H24
Outside the described period and FLs

3
and/or
all
other
possible
combinations
TEMPO
CLSD
instructions
on
ACC/UAC
TEMPO OPN on ACC/UAC instructions

NML route: L2
ALTN route:
FREQ:
FREQ:
FREQ:
Note: All CDR 1 mixed fictitious examples shall be also applied in CDR 2 or CDR 3
publications.

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Annex 2 - 2
Annex 3
Each State may promulgate the RAD by publishing the following text and reference to the NM NOP
website in the National AIP, sub-section ENR 1.10.
ENR 1.10 FLIGHT PLANNING
(Restriction, limitation or advisory information)
1. Procedures for the submission of a flight plan
(Add new sub-paragraph)
Adherence to Airspace Utilization Rules and Availability
No flight plans shall be filed via the airspace of . FIR/UIR or ACC/UAC or CTA/UTA deviating
from the State restrictions defined within the Route Availability Document (RAD). This common
European reference document contains all airspace utilisation rules and availability for ..
FIR/UIR or ACC/UAC or CTA/UTA and any reference to them shall be made via
https://www.nm.eurocontrol.int/RAD/index.html.
Each State is encouraged to publish only the above reference instead of republishing the required
RAD information as per Chapter 8, paragraph 8.10, second sub-paragraphs a. / b. as an AIP
Supplement.

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Annex 3 - 1
LIST OF REFERENCES
EU Legislation
Network management implementing rule: Regulation (EU) No 677/2011 laying down

detailed rules for the implementation of air traffic management (ATM) network functions and
amending Regulation (EU) No 691/2010
Performance Scheme Regulation: Regulation 691/2010 - Performance Scheme for Air
Navigation Services and Network Functions in Europe
Regulation 730/2006 on airspace classification and access of flights operated under visual
flight rules above flight level FL195
ICAO Documentation
Annex 2 Rules of the Air

Annex 4 Aeronautical Charts
Annex 11 Air Traffic Services
Annex 15 Aeronautical Information Services
Doc 4444 PANS - ATM/501 Procedures for Air Navigation Services - Air Traffic
Management
Doc 7030/EUR (European) Regional Supplementary Procedures
Doc 8168 PANS-OPS Procedures for Air Navigation Services- Aircraft Operations (Vol. I
and II)
Doc 9426 Air Traffic Services Planning Manual
Doc 9554 Manual Concerning Safety Measures Relating to Military Activities Potentially
Hazardous to Civil Aircraft Operations
Doc 9613 Performance-based Navigation (PBN) Manual
Doc 9689 Manual on Airspace Planning Methodology for the determination of Separation
Minima
Doc 9905 Required Navigation Performance Authorization Required (RNP AR) Procedure
Design Manual
EUR Doc 001, RNAV 5 - European Region Area Navigation (RNAV) Guidance Material
EUROCONTROL Documentation
ERNIP Part 3 - ASM Handbook

ARN V7
EUROCONTROL Airspace Concept Handbook for the Implementation of PBN
Advanced Airspace Scheme Concept Document
Terminal Airspace Design Guidelines
Template Common Format Letter of Agreement
Focus Group on Spacing report and documentation
Free Route Airspace Workshop report and documentation
RAD (Route Availability Document)
EUROCONTROL ANT Airspace Classification Toolbox
ESARR4 - EUROCONTROL Safety Regulatory Requirement 4 Risk Assessment and
Mitigation in ATM
EUROCONTROL B-RNAV route spacing study

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List of References - 1
DEFINITIONS
The terms used in the ERNIP document have the following meanings:
The ICAO definitions are identified with an (I) at the end of the text.
Some terms may have an explanatory note in italics.
A
Active Mode of Real Time Civil/Military Coordination is the communication mode in real time between
civil and military units which results from an action by the controller(s).
It encompasses both "Verbal" coordination by speech only, and "Silent" coordination, the
communication process by manual input only.
Ad hoc Structures refer to airspace structures, whether routes or areas, required to meet operational
needs at shorter notice than ASM Level 1 process. The establishment of such ad hoc
structure at ASM Level 2 or ASM Level 3 should follow the general design and safety
management criteria.
Aerial Work is an aircraft operation in which an aircraft is used for specialised services such as
agriculture, construction, photography, surveying, observation and patrol, search and rescue,
aerial advertisement, etc. (I)
Aeronautical Information Publication (AIP) is a publication issued by or with the authority of a State
containing aeronautical information of a lasting character essential to air navigation. (I)
Aeronautical Information Service (AIS) A service established within the defined area of coverage
responsible for the provision of aeronautical information/data necessary for the safety,
regularity and efficiency of air navigation. (I)
Such information includes the availability of air navigation facilities and services and the
procedures associated with them, and must be provided to flight operations personnel and
services responsible for flight information service.
Aircraft Operating Agencies (AOs) are the person, organisation or enterprise engaged in, or offering to
engage in, an aircraft operation. (I)
In the context of the FUA Concept, "AOs" encompass all aircraft operations other than aerial
work operations, that is to say commercial air transport operations and general aviation
operations.
Airspace Configuration refers to the predefined and coordinated organisation of ATS Routes of the
ARN and/or Terminal Routes and their associated airspace structures (including temporary
airspace reservations, if appropriate) and ATC sectorisation.
Note: Airspace Configurations are an extension of the notion of airspace scenarios used in
DMEAN.
Airspace Management (ASM) is a planning function with the primary objective of maximising the
utilisation of available airspace by dynamic time-sharing and, at times, the segregation of
airspace among various categories of users based on short-term needs. In future systems,
airspace management will also have a strategic function associated with infrastructure
planning. (I)
In the context of the FUA Concept, airspace management is a generic term covering any
management activity at the three Strategic, Pre-tactical and Tactical Levels, provided for the
purpose of achieving the most efficient use of airspace based on actual needs and, where
possible, avoiding permanent airspace segregation.
Airspace Management Cell (AMC) is a joint civil/military cell responsible for the day-to-day management
and temporary allocation of national or sub-regional airspace under the jurisdiction of one or
more ECAC State(s).

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Definitions - 1
Airspace Reservation is a defined volume of airspace temporarily reserved for exclusive or specific
use by categories of users.
Airspace Restriction is a defined volume of airspace within which, variously, activities dangerous to
the flight of aircraft may be conducted at specified times (a danger area); or such airspace
situated above the land areas or territorial waters of a State, within which the flight of aircraft
is restricted in accordance with certain specified conditions (a restricted area); or airspace
situated above the land areas or territorial waters of a State, within which the flight of aircraft
is prohibited (a prohibited area).
Airspace Structures are specific portions of airspace designed to accommodate the safe operation of
aircraft.
In the context of the FUA Concept, "Airspace Structures" include Controlled Airspace, ATS
Route, including CDRs, ATC Sectors, Danger Area (D), Restricted Area (R), Prohibited Area
(P), Temporary Segregated Area (TSA), Temporary Reserved Area (TRA), Cross-Border Area
(CBA)
Airspace Use Plan (AUP) is an ASM message of NOTAM status notifying the daily decision of an
Airspace Management Cell on the temporary allocation of the airspace within its jurisdiction for
a specific time period, by means of a standard message format.
Air Traffic encompasses all aircraft in flight or operating on the manoeuvring area of an aerodrome. (I)
Air Traffic Control Clearance is an authorisation for an aircraft to proceed under conditions specified by
an Air Traffic Control unit. (I)
For convenience, the term Air Traffic Control Clearance is frequently abbreviated to ATC
Clearance or Clearance when used in appropriate contexts. (I)
The abbreviated term Clearance may be prefixed by the words taxi, take-off, departure,
en-route, approach or landing to indicate the particular portion of flight to which the Air
Traffic Control Clearance relates. (I)
Air Traffic Control Service is a service provided for the purpose of:
a) preventing collisions:
1) between aircraft, and
2) on the manoeuvring area between aircraft and obstructions, and
b) expediting and maintaining an orderly flow of air traffic. (I)
Air Traffic Flow and [Capacity] Management (ATF[C]M) is a service established with the objective of
contributing to a safe, orderly and expeditious flow of air traffic by ensuring that ATC capacity is
utilised to the maximum extent possible, and that the traffic volume is compatible with the
capacities declared by the appropriate ATS authority.
Note: The above-mentioned is the ICAO definition of the ATFM. ATFCM is EUROCONTROL
term that includes process that ensures better realisation of the ATM capacity towards the
traffic demand.
Air Traffic Flow Management Notification Message (ANM) is the official medium for the notification of
ATFCM measures. It is produced by the NM the day before the day of operation to provide a
summary of planned ATFCM measures and to promulgate any specific instructions or
communications requirements associated with those measures.
Air Traffic Management (ATM) is the dynamic, integrated management of air traffic and airspace
including air traffic services, airspace management and air traffic flow management - safely,
economically and efficiently - through the provision of facilities and seamless services in
collaboration with all parties and involving airborne and ground-based functions. (I)
The general objective of ATM is to enable aircraft operators to meet their planned departure and
arrival times and to adhere to their preferred flight profiles with the minimum constraints,
without compromising agreed levels of safety.

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Definitions - 2
Air Traffic Services (ATS) is a generic term meaning variously, Flight Information Service, Alerting
Service, Air Traffic Advisory Service, Air Traffic Control Service (Area Control Service,
Approach Control Service or Aerodrome Control Service). (I)
Air Traffic Services Unit (ATSU) is a generic term meaning variously, air traffic control unit, flight
information centre or air traffic services reporting office. (I)
Airway (AWY) is a control area or portion thereof established in the form of a corridor. (I)
AMC-Manageable Area is an area subject to management and allocation by an AMC at ASM Level 2.
Under the TAA Process, these manageable areas are either formal structures entitled TRAs or
TSAs or R and D Areas that are manageable at ASM Level 2 in the same way as TRA/TSAs.
Approved Agencies (AAs) are units, which are authorised by a State to deal with an Airspace
Management Cell for airspace allocation and utilisation matters.
Area Control Centre (ACC) is a unit established to provide air traffic control service to controlled flights in
control areas under its jurisdiction. (I)
Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any desired flight
path within the coverage of station-referenced navigation aids or within the limits of the
capability of self-contained aids, or a combination of these. (I)
ATC Clearance (see Air Traffic Control Clearance)
ATC Coordination is the process of communication between ATC units, or controllers within such units,
of the necessary flight plan data, radar data and control information with a view to reaching an
agreed course of action as the controlled flight(s) progress(es).
ATC Instructions are directives issued by air traffic control for the purpose of requiring a pilot to take a
specific action. (I)
ATC Unit is a generic term meaning variously, area control centre, approach control office or aerodrome
control tower. (I)
ATS Unit is a generic term meaning variously, air traffic control unit, flight information centre or air traffic
services reporting office.
ATS Airspaces are airspaces of defined dimensions, alphabetically designated, within which specific
types of flights may operate and for which air traffic services and rules of operation are
specified. (I)
ATS airspaces are classified as Class A to G (I).
ATS Reporting Office (ARO) is a unit established for the purpose of receiving reports concerning air
traffic services and flight plans submitted before departure. (I)
ATS Route is a specified route designed for channelling the flow of traffic as necessary for the provision
of air traffic services. (I)
In the context of the FUA Concept, the term "ATS route" is used to mean variously Upper Air
Route, Airway, Advisory Route, Standard Instrument Departure or Standard Arrival Route,
RNAV Route, Permanent Route and Conditional Route.
B
B2B
is Business to Business; means that the services are offered via a programmatic interface;
this implies that the customer has to develop software that uses that interface in order to
access our services; this is the case of the NOP B2B web services.
B2C
is Business to Client; means that the services (the business) are offered via client interface
that are property of the NM (CHMI, Portal); this implies that the customer does not need to
develop any software to access the offered services.

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Definitions - 3
C
Centralised Airspace Data Function (CADF) is an ASM function entrusted to the NM by the ECAC
States for consolidating national AUPs/UUPs to be published on the NOP Portal as EAUP and
EUUP.
Changed Airspace Restriction (CAR) concerns any Danger or Restricted Area not suitable for PreTactical management, but for which a change in its use, either in time or size, could be notified
to AMC the day before activity for publication in the List "DELTA" of AUP/UUP.
Civil/Military Coordination is the communication between civil and military elements (human and/or
technical) necessary to ensure safe, efficient and harmonious use of the airspace.
Clearance (see Air Traffic Control Clearance) (I)
Cleared Flight Level (CFL) is the flight level at or to which an aircraft is authorised to proceed under
conditions specified by an ATC unit.
Conditional Route (CDR) is an ATS route that is only available for flight planning and use under
specified conditions.
A Conditional Route may have more than one category, and those categories may change at
specified times:
a) Category One - Permanently Plannable CDR:
CDR1 routes are in general available for flight planning during times published in the
relevant national Aeronautical Information Publication (AIP). Updated information on the
availability in accordance with conditions published daily in EAUP/EUUPs
b) Category Two - Non-Permanently Plannable CDR:
CDR2 routes may be available for flight planning. Flights may only be planned on a
CDR2 in accordance with conditions published daily in the EAUP/EUUPs, and
c) Category Three - Not Plannable CDR:
CDR3 routes are not available for flight planning; however, ATC Units may issue tactical
clearances on such route segments.
Control Area (CTA) is a controlled airspace extending upwards from a specified limit above the earth. (I)
Control Zone (CTR) is a controlled airspace extending upwards from the surface of the earth to a
specified upper limit. (I)
Controlled Airspace is airspace of defined dimensions within which air traffic control services are
provided to IFR flights and to VFR flights in accordance with the airspace classification. (I)
Controlled Airspace is a generic term, which covers ATS airspace classes A, B, C, D & E.
Controlled Airspace includes Control Area (CTA), Terminal Control Area (TMA), Airway (AWY)
and Control Zone (CTR).
Controlled Flight is any flight, which is subject to an ATC clearance. (I)
Controllers Intentions are updated flight data, which shall be exchanged, as laid down in LoAs, either
simultaneously with or before, the corresponding ATC clearance is issued.
Controlling Military Unit (CMU) means any fixed or mobile military unit handling military air traffic and/or
pursuing other activities which, owing to their specific nature, may require an airspace
reservation or restriction
Cross-Border Area (CBA) is an airspace restriction or reservation established over international borders
for specific operational requirements. This may take the form of a Temporary Segregated Area
or Temporary Reserved Area
Current Flight Plan (CPL) is the flight plan, including changes, if any, brought about by subsequent
clearances. (I)
When the word message is used as a suffix to this term, it denotes the content and format of
the current flight plan data sent from one unit to another. (I)
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Definitions - 4
D
Danger Area (D) is an airspace of defined dimensions within which activities dangerous to the flight of
aircraft may exist at specified times. (I)
In the context of the FUA Concept, some Danger Areas subject to management and allocation
at ASM Level 2 are established at ASM Level 1 as AMC-Manageable Areas and identified as
such in AIP.
E
eAMI or electronic ASM Information is an electronic message containing all airspace allocations (ASM
Level 1 and ASM Level 2) and the derived opening/closure of CDR2/CDR1/ATS routes
published daily in EAUP/EUUPs.
F
Filed Flight Plan (FPL) is the flight plan as filed with an ATS unit by the pilot or a designated
representative, without any subsequent changes. (I)
When the word message is used as a suffix to this term, it denotes the content and format of
the filed flight plan data as transmitted. (I)
Flexible Use of Airspace (FUA) Concept is based on the fundamental principle that airspace should not
be designated as either pure civil or military airspace, but rather be considered as one
continuum in which all user requirements have to be accommodated to the extent possible.
Flight Data Operation Division (FDOD) is the NM unit responsible for the collection, updating,
processing and dissemination of data on flight operations and on the air navigation
infrastructure. This includes the running of, amongst other systems, the Integrated Initial Flight
Plan Processing System (IFPS) and the Environment Data Base.
Flight Information Region (FIR) is airspace of defined dimensions within which flight information service
and alerting service are provided. (I)
Flight Management System (FMS) is an integrated system, consisting of airborne sensor, receiver and
computer with both navigation and aircraft performance data bases, which provides
performance and RNAV guidance to a display and automatic flight control system.
Flight Plan contains specified information provided to air traffic services units, relative to an intended
flight or portion of a flight of an aircraft. (I)
Flow Management Position (FMP) is a working position established within an ACC to ensure the
necessary interface with the CEU on matters concerning the provision of the ATFCM Service
and the interface with national AMCs on matters concerning the ASM Service.
Free Route Airspace (FRA) is a specified airspace within which users may freely plan a route between
a defined entry point and a defined exit point, with the possibility to route via intermediate
(published or unpublished) way points, without reference to the ATS route network, subject to
airspace availability. Within this airspace, flights remain subject to air traffic control.
FUA Temporary Instruction (FTI) is a temporary instruction published by the NM and agreed/applied by
appropriate AMCs and the NM/CADF for all or for a part, of the FUA area.
G
General Air Traffic (GAT) encompasses all flights conducted in accordance with the rules and
procedures of ICAO and/or the national civil aviation regulations and legislation.
GAT can include military flights for which ICAO rules and procedures satisfy entirely their
operational requirements.
General Aviation encompasses an aircraft operation other than a commercial air transport operation or
an aerial work operation. (I)

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Definitions - 5
I
Integrated Initial Flight Plan Processing System (IFPS) is the NM system receiving and processing the
GAT IFR flight plan data and associated update messages for the area covered by the
participating States. It subsequently distributes these messages in a format, which can be
received and processed automatically by ATC Flight Plan Processing Systems (FPPS) and the
CEU (West) without further intervention. The IFPS is installed at two geographical sites.
K
Known Traffic Environment (KTE) is the environment within which all traffic is known to ATS.
L
Level 1 - Strategic ASM is the act of defining and reviewing, as required, the national airspace policy
taking into account national and international airspace requirements.
Level 2 - Pre-Tactical ASM is the act of conducting operational management within the framework of
pre-determined existing ATM structure and procedures defined in ASM Level 1 and of reaching
specific agreement between civil and military authorities involved.
Level 3 - Tactical ASM is the act, on the day of operation, of activating, deactivating or real time
reallocating of airspace allocated in ASM Level 2, and of solving specific airspace problems
and/or of individual OAT/GAT traffic situations in real time between civil and military ATS units
and/or controlling military units and/or controllers, as appropriate. This coordination can take
place either in active or passive mode with or without action by the controller.
M
Manoeuvring Area is that part of an aerodrome to be used for the take-off, landing and taxiing of aircraft,
excluding aprons. (I)
N
Network Manager means the entity established under Article 6 of regulation (EC) No 551/2004 (the
Airspace regulation) to perform the duties provided for in that article and in regulation (EU)
677/2011 (the ATM Network Functions regulation).
Network Manager Directorate is a EUROCONTROL Directorate nominated by the EC as European
Network Manager to perform the network functions under the conditions defined in regulation
(EU) 677/2011 (the ATM Network Functions regulation).
Network Manager Environment Data Base is a specific part of the NM Data Base containing all
environment data concerning airspace organisation and structure, ACC operational
organisation and ATC capacities. The Environment Data Base is used by the NM systems for
the calculation of flight profiles taking account of all airspace constraints.
Network Manager Operations Centre (NMOC) is a Network Manager Unit being the operational
component of the Network Manager, established in accordance with the applicable regulations
and requirements to provide the ATFCM and Initial Flight Planning Service, on behalf of the
participant States.
Notice to Airmen (NOTAM) is a notice distributed by means of telecommunication containing information
concerning the establishment, condition or change in any aeronautical facility, service,
procedure or hazard, the timely knowledge of which is essential to personnel concerned with
flight operations. (I)
O
Off-Route Traffic encompasses all GAT flying outside the published ATS Routes Network.
On-Route Traffic encompasses all GAT flying along the published ATS Routes Network.

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Definitions - 6
Operational Air Traffic (OAT) encompasses all flights which do not comply with the provisions stated for
GAT and for which rules and procedures have been specified by appropriate national
authorities.
OAT can include civil flights such as test-flights, which require some deviation from ICAO rules
to satisfy their operational requirements.
P
Passive Mode of Real Time Civil/Military Coordination is the system-supported communication mode
of information in real time between civil and military units without any action by the controller(s).
Permanent ATS Route is a permanently designated ATS route which is not subject to daily management
at ASM Level 2 by AMCs.
Pre-Tactical Civil/Military Coordination - (see definition of ASM Level 2 - Pre-Tactical ASM).
Prior Coordination Airspace (PCA) is a portion of airspace of defined dimensions within which
individual GAT is permitted to fly "off-route" only after prior coordination initiated by controllers
of GAT flights with controllers of OAT flights.
Prohibited Area (P) is airspace of defined dimensions, above the land areas or territorial waters of a
State, within which the flight of aircraft is prohibited. (I)
R
Real-Time Civil/Military Coordination - (see definition of ASM Level 3 - Tactical ASM).
Reduced Coordination Airspace (RCA) is a portion of airspace of defined dimensions within which GAT
is permitted to fly "off-route" without requiring controllers of GAT flights to initiate coordination
with controllers of OAT flights.
Restricted Area (R) is airspace of defined dimensions, above the land areas or territorial waters of a
State, within which the flight of aircraft is restricted in accordance with certain specified
conditions. (I)
In the context of the FUA Concept, some Restricted Areas are subject to management and
allocation at ASM Level 2 are established at ASM Level 1 as AMC-Manageable Areas and
identified as such in AIP.
Route Availability Document (RAD) is a strategically planned routing system for the NM area agreed at
the annual meeting. The RAD is designed as a part of the NM ATFCM operation to make the
most effective use of ATC capacity while allowing aircraft operators flight planning flexibility.
The RAD enables ATC to maximise capacity by defining routings that provide an organised
system of major traffic flows through congested areas and reduce the crossing of major flows at
critical points
S
Silent Coordination (see definition of Active Mode of Real Time Coordination)
Standard Instrument Arrival (STAR) is a designated instrument flight rule (IFR) arrival route linking a
significant point, normally on an ATS route, with a point from which a published instrument
approach procedure can be commenced. (I)
Standard Instrument Departure (SID) is a designated instrument flight rule (IFR) departure route linking
the aerodrome or a specified runway of the aerodrome with a specified significant point,
normally on a designated ATS route, at which the en-route phase of a flight commences. (I)
Strategic Civil/Military Coordination - (see definition of ASM Level 1 - Strategic ASM).
T
Tactical Civil/Military Coordination - (see definition of ASM Level 3 - Tactical ASM).

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Definitions - 7
Temporary Airspace Allocation Process consists in the allocation process of airspace of defined
dimensions assigned for the temporary reservation/segregation (TRA/TSA) or restriction
(D/R) and identified more generally as an "AMC-manageable" area.
Temporary Reserved Area (TRA) is a defined volume of airspace normally under the jurisdiction of one
aviation authority and temporarily reserved, by common agreement, for the specific use by
another aviation authority and through which other traffic may be allowed to transit, under
ATC clearance.
In the context of the FUA Concept, all TRAs are airspace reservations subject to management
and allocation at ASM Level 2.
Temporary Segregated Area (TSA) is a defined volume of airspace normally under the jurisdiction of
one aviation authority and temporarily segregated, by common agreement, for the exclusive
use by another aviation authority and through which other traffic will not be allowed to transit.
In the context of the FUA Concept, all TSAs are airspace reservations subject to management
and allocation at ASM Level 2.
Terminal Airspace is a generic term encompassing Terminal Control Area (TMA), Control Area (CTA),
Control Zone (CTR), Special Rules Zone (SRZ), Aerodrome Traffic Zone (ATZ), or any other
nomenclature, such as Traffic Information Area (TIA) or Traffic Information Zone (TIZ), used
to describe the airspace around an airport.
Terminal Control Area (TMA) is a control area normally established at the confluence of ATS routes in
the vicinity of one or more major aerodromes. (I)
U
Unknown Traffic Environment (UTE) is the environment within which not all traffic is known to ATS.
Updated Airspace Use Plan (UUP) is an ASM message of NOTAM status issued by an AMC to update
and supersede AUP/previous UUP information.
V
Verbal Coordination (see definition of Active Mode of Real Time Coordination)

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Definitions - 8
ACRONYMS
AA
Approved Agency
AAS
Advanced Airspace Scheme/ Aerodrome Advisory Service / Airborne Approach Spacing
ACAS
Airborne Collision Avoidance System
ACC
Area Control Centre
ACFT
Aircraft
ACP
Airspace Crossing Acceptance Message
ADR
Airspace Data Repository
ADS-B
Automatic Dependent Surveillance-Broadcast
ADT
Approved Departure Time
AFTN
Aeronautical Fixed Telecommunications Network
AIM
Air Traffic Flow Management Information Message
AIP
Aeronautical Information Publication
AIRAC
Aeronautical Information Regulation and Control
AIS
Aeronautical Information Service
AIXM
Aeronautical Information Exchange Model
AMA
Airspace Manageable Area
AMAN
Arrival Manager Tool
AMC
Airspace Management Cell
AMDT
Amendment (ICAO)
AME
ATM Message Exchange
AMSL
Above Mean Sea Level
ANM
ATFCM Notification Message
ANSP
Air Navigation Service Provider
ANT
Airspace & Navigation Team
AO
Aircraft Operator
AOLO
Aircraft Operation Liaison Officer
AOWIR
Aircraft Operator What if Re-routing (NM Function)
AR
Air Route
ARINC
Aeronautical Radio Incorporated (US)
ARO
ATS Reporting Office
ARN
ATS Route Network
ASM
Airspace Management
ASMSG
Airspace Management Sub-Group (Sub-Group of NETOPS Team)
ATC
Air Traffic Control
ATFCM
Air Traffic Flow and Capacity Management
ATFM
Air Traffic Flow Management

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Acronyms - 1
ATM
Air Traffic Management (ATS+ASM+ATFCM)
ATS
Air Traffic Services
ATSU
Air Traffic Services Unit
ATZ
Aerodrome Traffic Zone
AUA
ATC Unit Airspace
AUAG
ATC Units Airspaces Grouping
AUP
Airspace Use Plan
AW
Aerial Work
AWY
Airway
BFD
Basic Flight Data Message
B2B
Business to Business
B2C
Business to Client
CACD
Central Airspace and Capacity Database
CADF
ECAC Centralised Airspace Data Function
CAR
Changed Airspace Restriction
CAS
Controlled Airspace
CASA
NM Computer Assisted Slot Allocation
CBA
Cross-Border Area
CBT
Computer Based Training
CCAMS
Centralised Code Assignment and Management System
CCD
Continuous Climb Departures
CDN
Airspace Crossing Coordination Message
CDO
Continuous Descent Operations
CDR
Conditional Route
CDM
Collaborative Decision-Making
CEAC
NATO Committee for European Airspace Coordination
CFD
Change to Flight Data Message
CFL
Cleared Flight Level
CIAM
CFMU Interface Airspace Management
CIDIN
Common ICAO Data Interchange Network
CIMILSYSCO
Civil-Military System Supported Coordination
CMU
Controlling Military Unit
CNS
Communication, Navigation, Surveillance
CPL
Current Flight Plan
CTA
Control Area
CTR
Control Zone

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Acronyms - 2
Danger Area
DAM
Dynamic Airspace Management
DCT
Direct
DES
De-Suspension Message
DIS
Flight Plan Distribution
DME
Distance Measuring Equipment
DOC
Document
DTED
Digital Terrain Elevation Data
EANPG
ICAO European Air Navigation Planning Group
EAPM
ECAC Airspace Planning Manual
eAMI
Electronic ASM Information
EAW
Early Access to Weekend Routes
ECAC
European Civil Aviation Conference
ELS
(Mode S) Elementary Surveillance
ENR
En-route
ENV
NM Environment Database
ENV
Environment Data Processing
EOBT
Estimated Off-Block Time
ERND
European Route Network Design
ERNIP
ESARR
EUROCONTROL Safety Regulatory Requirement
ETFMS
Enhanced Tactical Flow Management System
EUR ANP
ICAO European Air Navigation Plan
FAB
Functional Airspace Block
FASTI
First ATC Support Tools Implementation
FDOD
Flight Data Operations Division
FDP
Flight Data Processing
FDPS
Flight Data Processing System
FDR
Flight Data Repository
FHA
Functional Hazard Analysis
FIR
Flight Information Region
FL
Flight Level
FLOS
Flight Level Orientation Scheme
FLC
Flight Level Constraints
FLS
Flight Suspension Message
FMP
Flow Management Position
FMS
Flight Management System
FMU
Flow Management Unit

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Acronyms - 3
FPL
Filed Flight Plan
FPPS
Flight Plan Processing System
FRT
Fixed Radius Transition
FTI
FUA Temporary Instruction
FTS
Fast-Time Simulation
FUA
Flexible Use of Airspace
GA
General Aviation
GAT
General Air Traffic
GDP
Gross Domestic Product
GNSS
Global Navigation Satellite System
HMI
Human Machine Interface
HX
No specific working hours
HLAPB
High Level Airspace Policy Body
IATA
International Air Transport Association
IACA
International Air Carriers Association
IAOPA
International Council of Aircraft Owner and Pilot Associations
ICAO
International Civil Aviation Organisation
IFATCA
International Federation of Air Traffic Controllers Associations
IFPS
Integrated Initial Flight Plan Processing System
IFR
Instrument Flight Rules
LoA
Letter of Agreement
LNC
(5LNC) - unique five-letter pronounceable "name-code"
LVP
Low-Visibility Procedures
MASPS
Minimum Aviation/Aircraft System Performance Specifications
MEA
Minimum En-route Altitude
MOD
Ministry of Defence
MONA
Monitoring Aids
MOT
Ministry of Transport
MRVA
Minimum Radar Vectoring Altitude
MSA
Minimum Sector Altitude
MTCD
Medium-Term Conflict Detection
NATO
North Atlantic Treaty Organisation
NAM
Non AMC-Manageable Area

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Acronyms - 4
NAVAID
Navigational Aid
NETOPS Team
Network Operations Team
NM
Nautical Mile
NM
Network Manager
NMC
Network Management Cell (NM)
NOP
Network Operations Portal
NOTA
Northern Oceanic Transition Area
NOTAM
Notice to Airmen
NMD
Network Manager Directorate
OAT
Operational Air Traffic
OEM
Original Equipment Manufacturer
OLDI
On-Line Data Interchange
OPS
Operations
OPSD
Operations Division (NM)
PA
Prohibited Area
PANS-ATM
Procedures for Air Navigation Services-Air Traffic Management (ICAO Doc 4444)
PANS-OPS
Procedures for Air Navigation Services - Aircraft Operations (ICAO Doc 8168)
PBN
Performance Based Navigation
PCA
Prior Coordination Airspace
PRISMIL
Pan-European Repository of Information Supporting Military
PSSA
Preliminary System Safety Assessment
PTR
Profile Tuning Restriction
RA
Restricted Area
RAD
Route Availability Document
RCA
Reduced Coordination Airspace
RDP
Radar Data Processing
RDPS
Radar Data Processing System
RJC
Airspace Crossing Reject Message
RNAV
Area Navigation
RNDSG
Route Network Development Sub-Group
RNP
Required Navigation Performance
RRN
Re-routing Notification Message
RT
Radio Telecommunication
RTS
Real-Time Simulation
RVSM
Reduced Vertical Separation Minima
RWY
Runway

Version 1.6
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Acronyms - 5
SAAM
System for Assignment and Analysis at a Macroscopic level (8.33 User Guide)
SAM
Slot Allocation Message
SAM
Safety Assessment Methodology
SAR
Search and Rescue
SARPs
(ICAO SARPs) ICAO Standards And Recommended Practices
SASP
(ICAO) Separation and Airspace Safety Panel
SEC
(Flexible) Sectorisation
SFPL
System Flight Plan
SID
Standard Instrument Departure
SITA
Socit Internationale de Tlcommunications Aronautiques
SLC
Slot Cancellation Message
SRM
Slot Revision Message
SSA
System Safety Assessment
SSR
Secondary Surveillance Radar
STAR
Standard Instrument Arrival
SUP
Supplement
TAA
Temporary Airspace Allocation
TACT
NM Tactical System
TF
Track to a Fix (ARINC 424 Path Terminator)
TLS
Target Level of Safety
TMA
Terminal Control Area
TMZ
Transponder Mandatory Zone
TRA
Temporary Reserved Area
TSA
Temporary Segregated Area
UAC
Upper Area Control Centre
UAV
Unmanned Aircraft Vehicle
UAS
Unmanned Aircraft System
UIR
Upper Flight Information Region
UN
United Nations
UTC
Coordinated Universal Time
UUP
Updated Airspace Use Plan
VFR
Visual Flight Rules
VMC
Visual Meteorological Conditions
VOR
Very High Frequency Omnidirectional Radio Range
VST
(ARN) Very Short Term

Version 1.6
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Acronyms - 6
WAM
Wide Area Multilateration
WGS
World Geodetic Survey
WGS-84
World Geodetic System 84 (ICAO recommended parameterisation of an ellipsoid

earth model)
XAP
Airspace Crossing Counter-Proposal Message
XCM
Airspace Crossing Cancellation Message
XIN
Airspace Crossing Intention Notification Message
XRQ
Airspace Crossing Request Message

Version 1.6
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Acronyms - 7
Contact details
DNM/COO/NOM/OPL
[email protected]
EUROCONTROL
June 2016 European Organisation for the Safety of Air Navigation (EUROCONTROL)
This document is published by EUROCONTROL for information purposes. It may be copied in
whole or in part, provided that EUROCONTROL is mentioned as the source and it is not used
for commercial purposes (i.e. for financial gain). The information in this document may not be
modified without prior written permission from EUROCONTROL.
www.eurocontrol.int

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Network Manager

European Route Network

European Network Operations Plan 2016-2019/20

Edition June 2016

European Route Network Improvement Plan

Edition Number : 1.6

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European Route Network Improvement Plan - Part 1

NMD / NOM / OPL

STATUS, AUDIENCE AND ACCESSIBILITY

Printed and electronic copies of the document can be obtained from

European Route Network Improvement Plan - Part 1

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European Route Network Improvement Plan - Part 1

DOCUMENT CHANGE RECORD

REASON FOR CHANGE

Creation of the document

Structure of document agreed by core drafting team

Contents specified for En-Route Section

Formatting of styles restored

Structure amended following internal review

Inserted text in several chapters

Content consolidation, overall formatting

Further content consolidation

Further content consolidation

Further content consolidation following inputs from

Final Version following ASMSG/RNDSG/NETOPS

Release Version - NMB/4 Approval

Release Version - NMB/7

Release Version - NMB/10

Released Version - NMB/11

Released Version - NMB/13

Released Version - NMB/16

European Route Network Improvement Plan - Part 1

European Route Network Improvement Plan - Part 1

4 DEPLOYMENT OF PBN ............................................................................................... 4-1

5.4.3 TROMBONES ........................................................................................................... 5-23

6.6.2 NAVIGATION SPECIFICATIONS OPTIONS ..................................................................... 6-43

European Route Network Improvement Plan - Part 1

European Route Network Improvement Plan - Part 1

Presentation of the document

1.1.1 About the document

1.1.2 Structure of the document

European Route Network Improvement Plan - Part 1

European Route Network Improvement Plan - Part 1

1.2.1 European Regulation

1.2.2 Relationship with ICAO

European Route Network Improvement Plan - Part 1

In order to reconcile competing requirements in airspace utilisation between Commercial

European Route Network Improvement Plan - Part 1

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European Route Network Improvement Plan - Part 1

2 Common General Principles

European Route Network Improvement Plan - Part 1

2.1 European Route Network Design

2.1.1 General Principles - European Regulation

2.1.2 Principles for the Design of the European Airspace Structures

Standards and Recommended Practices

European Route Network Improvement Plan - Part 1

In en-route and terminal airspace, an Airspace Configuration refers to the pre-defined