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6.4.3.1 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. . Easier to balance workload between sectors. . Can be less demanding in terms of the Radar Display and ATC system . Relatively easily to describe operational instructions for ATC areas of responsibility. . Controller handles mixed traffic i.e. arrival, departure and transit traffic. . In instances where the sector division runs along the runway centre-line, departing aircraft departing in different directions may be controlled by different controllers after take-off. (Effective mitigation can be provided by putting appropriate procedures in place). . 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.
6.4.3.2 Functional Sectorisation
Advantages Disadvantages
. Controller handles one traffic type i.e. either departures or arrivals because sector defined as a function of task. . Usually, all Departing aircraft are on the same frequency after take-off. . In some configurations, can prove more flexible to operate. . Vertical/Lateral limits of sector can prove overly restrictive as one (vertical) band is unlikely to cater for all aircraft performance types. . Difficult to balance workload between sectors especially where departure and arrival peaks do not coincide. . 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.
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本文链接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(60)
