2.7.5 Mixed Environment
2.7.5.1 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 more restrictive class of airspace than, for
example, the handling ofa relatively g areater density of traffic where only one type of operation is concerned.
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2.7.5.2 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:
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the proportion of jet and/or heavy aircraft
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the amount and type of VFR operations
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training activities
2.7.6 Traffic Concentration - Environmental Constraints
2.7.6.1 Areas of intense activity, flight paths of both IFR and VFR traffic, traffic flows (uni-, bi-or multi-diectional), 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.
2.7.7 Particular Operations
2.7.7.1 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 UAV that wish to operate in this airspace.
2.7.8 Meteorological Conditions - Daylight/Night Operations
2.7.8.1 Meteorological conditions and/or Daylight/Night operations might have a substantial effect on the airspace classification of areas where there is a regular flow of IFR traffic, whereas similar or worse conditions might be less important for the classification of an area where such conditions would suspend the normal VFR traffic.
2.7.8.2 Most of the ECAC States have therefore 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 for the entire ECAC region should be sought.
2.7.9 Flight Planning Issues
2.7.9.1 The flight plan is currently the only way by which the pilots/operators inform ATS of their intended operations and formally request air traffic services. From the flight plan ATS derives all the information of operational significance regarding the intended flight, such as equipment carried, route to be flown, requested flight level(s), departure/destination aerodrome, etc...
2.7.9.2 When it becomes necessary for ATC to have available all of this information on each individual aircraft operating within a given volume of airspace, a change in airspace classification may be required in order that the mandatory filing of flight plans is established.
2.7.10 Cost-Benefit Analysis
2.7.10.1 Change in airspace classification may have an impact on the numbers and training of qualified personnel (pilots & controllers), such factors require advance planning and therefore consideration during the decision-making process.
2.7.10.2 Change in airspace classification may also require the provision of additional facilities, especially for communication, navigation and surveillance.
2.7.10.3 Changes in airspace classification may, therefore, require a comprehensive Cost-Benefit Analysis.
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2.8 GUIDANCE FOR ORGANISING THE "UPPER" PART OF ECAC AIRSPACE
2.8.1 Common Classification Above a Common Agreed Level
2.8.1.1 Within ECAC Airspace, the types and density of traffic above FL 195 require the provision of common procedures by ATC.
2.8.1.2 An ATS Route Network (ARN) has thus been established in ECAC Airspace, under the auspices of the EUROCONTROL Airspace & Navigation Team (ANT), for the purpose of flight planning and which facilitates the organisation of an orderly traffic flow by the Central Flow Management Unit (CFMU) (see Section 4).
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