2.7 LIST OF POTENTIAL CRITERIA TO ESTABLISH CLASSIFICATION
2.7.1 General
2.7.1.1 In the course of the evolution of ECAC airspace towards a simplified organisation, as identified in Direction for Change A of the EUROCONTROL Airspace Strategy for the ECAC States, the different ATS Classes available for airspace classification will be limited to those defined in the harmonisation process in force at the time of publication of the present Edition/Amendment of the Planning Manual.
2.7.1.2 Until the harmonisation process is completed, where a choice of airspace classification still exists and as a result of the number of elements involved, it has not been possible to develop specific criteria to determine how to classify the airspace in a given area or at a given location. However, taking into account best practices in use in some ECAC States, the following decision-making criteria could be considered :
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一 Level of Air Traffic Services to be provided;
一 Air safety-relevant incidents;
一 IFR traffic volume;
一 Mixed environment (IFR/VFR flights, different speeds and/or types of aircraft,...);
一 Traffic concentration - Environmental Constraints;
一 Particular operations (Military, GA, Test Flights, Aerial Work, Gliders, UAV,...);
一 Meteorological conditions - Daylight/Night Operations;
一 Flight Planning Issues;
一 Cost-Benefit Analysis (Staff training, mandatory equipment, user charges,..)
一 Principles or criteria already established for harmonised airspace.
2.7.2 Level of Air Traffic Services To Be Provided
2.7.2.1 Essentially, when the number and frequency of IFR flights have reached a level where the responsibility for the arrangements to maintain a safe and expeditious flow of traffic can no longer be left to the discretion of individual pilots, the provision of Air Traffic Control (ATC) will be required. This should apply in particular when IFR operations of a commercial nature are conducted.
2.7.2.2 The planning for, and the execution of, ATC is essentially a national responsibility. However situations may arise where States will be 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.
2.7.2.3 It is, therefore, of prime importance that both the planning and execution of ATC is conducted in a manner that ensures that 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 (see Section 1).
2.7.3 Air Safety-Relevant Incidents
2.7.3.1 Even though the airspace classification should be established mainly as an enabling measure to facilitate the separation of aircraft by ATC, a local concentration of Air Safety-Relevant Incidents will require an immediate overall situational analysis which might lead to a change of classification of the airspace concerned.
2.7.4 IFR Traffic Volume
2.7.4.1 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 by the implementation of a more restrictive ATS Class may be appropriate.
2.7.4.2 Change in airspace classification would therefore be considered primarily on the basis of the IFR traffic figures and trends registered over previous years and forecast 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, in accordance with the Airspace Strategy, would be assigned to different categories of aerodromes in accordance with their annual IFR traffic volume.
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