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Attachment C.8-4
Checklist – Assumptions, Enablers, Constraints
Checklist ASSUMPTIONS, CONSTRAINTS & ENABLERS (ref. Part C , Ch.4)
1. What are ASSUMPTIONS, CONSTRAINTS & ENABLERS (ref. Part C 4.2)
. Are all the assumptions established after verification with experts on the subject of the assumptions? . Are there assumptions that are based on factors beyond ATM/CNS e.g. weather phenomena? . Is there a sufficient level of confidence in the project team that the assumptions were established cautiously? . Is the traffic sample chosen as the baseline for the design considered as representative? . Are all the enablers that are identified as outside the design scope, adapted by the ANSP and defined as functional requirements? . If the functional requirements derived from design enablers are defined as functional requirements, is action taken to fulfil these requirements (thereby creating the enabler). . Does the planning/project of a functional requirement meet the design project planning (if not, the constraint that is to be mitigated by the requirement/enabler becomes a negative constraint)? . Are all possible ways to mitigate constraints investigated? . Are all the Assumptions Constraints & Enablers derived from the reference scenario?
2. Selecting ASSUMPTIONS, CONSTRAINTS & ENABLERS (ref. Part C 4.3)
. Are all the assumptions established after verification of publications in state originated documents such as the Aeronautical Information Publication (AIP)? . Are the Assumptions, Constraints & Enablers linked to a certain date (where appropriate)? . When choosing a representative traffic sample, was the traffic distribution over time taken into consideration? . When choosing a representative traffic sample, was the geographic traffic distribution taken into consideration? . Is the option considered to create two (or more) sets of Terminal Routes to accommodate significant changes in traffic density or distribution? . Is it considered as necessary to sort the geographic traffic distribution by origin and destination so as to identify the raw demand (this is only necessary when doubt exists that the current En-Route ATS route network is not sufficiently refined)? (note: see next bullet) . Has there been a “raw-demand” investigation done by En-Route airspace designers within the greater EUR ARN in the course of a project that is connected to the TMA design project? If so, the previous bullet has become obsolete. . Has there been an assessment of the relative certainty of “triggering event” that may influence Forecast Traffic Samples?
3. When to identify ASSUMPTIONS, CONSTRAINTS & ENABLERS (ref. Part C 4.4)
. Where the Assumptions, Constraints & Enablers identified, reviewed and verified at the different stages of the design process as suggested in the guidelines?
Terminal Airspace Design Guidelines - Part C
Outstanding Actions/Issues
Action Due date Responsible
Reports
REPORT TYPE DUE DATE RESPONSIBLE CONSULTATION PERIOD
DRAFT REPORT
REVIEW
FINAL REPORT
Terminal Airspace Design Guidelines - Part C
Attachment C.8-5
Checklist – Design Concept Routes and Holds
C
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(ref. Part C, Ch.5)
1. General
. Is there a general consensus on the “geographic” location of a STAR in the flight profile i.e. what is the general approach on where STARS begin and end in relation to the Terminal Airspace? . Are the STARS in the design to be considered Open or Closed?
2. Terminal Routes (ref. Part C 5.4.2)
. Are all Arrival and Departure routes as much as possible laterally segregated? . Are all Arrival and Departure routes as much as possible vertically segregated as a function of aircraft performance? . Are all Arrival and Departure routes as much as possible laterally segregated as soon as possible after departure? . Are the missed approach tracks segregated as much as possible from each other and of terminal departure routes? . Are all terminal routes consistently connected with the ATS route network? . Are all terminal routes consistently connected with the ATS route network irrespective of the runway in use? . Are all terminal routes compatible with routes in adjacent terminal airspaces (where applicable)? . Are all terminal routes compatible with routes in adjacent terminal airspaces (where applicable) irrespective of the runway in use? . Is the impact of a change of the runway in use on the operational complexity to the terminal route structure as minimal as possible? . Are the terminal routes merged progressively as they approach the terminal airspace?
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