.
arrange sector splits horizontally, if overflying traffic is dominant (sector slices)
.
arrange sector splits vertically, if climbing and/or descending traffic is dominant (sector columns)
1.5 Application of Criteria
In regard to the all of the foregoing criteria it should be noted that local requirements will dictate their appropriateness or otherwise. Airspace planners must also ensure that the application of any of the criteria or the solution of a local problem should not adversely affect adjacent airspace, or the overall capacity of the ECAC airspace.
Page 4-26 – Annex 4B Released Issue Edition: 2.0
Annex 4C
NETWORK ORIENTED DEVELOPMENT
TO FIT IN WITH THE TRAFFIC DEMAND
FEEDBACK FOR
NECESSARY ADAPTATION
OF THE ROUTE
NETWORK
ACCOMMODATING
TRAFFIC FLOWS
Edition: 2.0 Released Issue Annex 4C – Page 4-27
This page intentionally left blank
Page 4-28 – Annex 4C Released Issue Edition: 2.0
Annex 4D
EXAMPLES OF CDR ROUTING SCENARIOS
@ SCENARIO 1
C1 > C2> C3
Annex 4D – Page 2
EXAMPLES OF CDR ROUTING SCENARIOS (cont’d)
. SCENARIO 2
C1 = C2
Page 4-30 – Annex 4D Released Issue Edition: 2.0
Annex 4D – Page 3
EXAMPLES OF CDR ROUTING SCENARIOS (cont’d)
. SCENARIO 3
C1 > C2
Edition: 2.0 Released Issue Annex 4D – Page 4-31
This page intentionally left blank
Page 4-32 – Annex 4D Released Issue Edition: 2.0
Annex 4E
GUIDELINES FOR CDR CATEGORISATION
1. GENERAL
1.1 Guidelines for CDR Categorisation are based on the following eight major questions which should be read in conjunction with the diagram on page 4.
1.2 The expected rate of CDR availability would obviously be dependent on the foreseen usage of the associated TSA, but would only be one parameter amongst others used to determine the CDR category.
1.3 Thus, in order to profit from the daily pre-tactical co-ordination with 24H advance notice, the following requirements should be considered for the three ATM components:
.
ATFM: allow the CFMU to manage potential gains in ATM system capacity;
.
ATC : provide ATC with correct flight data without controller intervention;
.
ASM : give enough stability and provision to ATM system and military activities.
2. DIFFERENTIATION BETWEEN PERMANENT ROUTE AND CDRs (See . O )
2.1 The first question associated with . 0 is: would the proposed route be qualified as a “Permanent” Route or as a CDR?
2.2 Apart from other factors such as the existence or otherwise of associated AMC-manageable area(s), the decision would only be based on whether the route would be permanently available or not.
2.3 Any very rare route closure known sufficiently well in advance such that it could be published by appropriate AIS notice would be applicable to both Permanent Route and Category One CDR. This criteria would therefore not be used to differentiate a CDR from a Permanent ATS Route.
2.4 When the route would not be permanently available, it should be considered as a Conditional Route (CDR). The Conditional Route would either be expected to be available during fixed time period as for Category One CDR or could be daily managed by the AMC with 24H advance notice as for Category Two CDR or be declared (un)available at short notice and the associated re-routing be tactically handled by ATC at Level 3 as for Category One and Category Three CDRs.
Edition: 2.0 Released Issue Annex 4E – Page 4-33
Annex 4E – Page 2
3. ATFM REQUIREMENTS
3.1 Expected Impact on ATC Sector Management (See . 8 )
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 1(57)
