Note: The second parameter is short and refers to the runway only.
Psuedo-Reference
This is because the Traffic
Airspace Organisat
ion
Sample is not applicable
(as opposed
during conceptual design.
Runway
toA or B)
Psuedo-Reference (as opposed to A or B) Airspace Organisation Show Runway in use (left)inherent in Traffic Sample (right).Coded Designator PR 01-RT OR Psuedo-Reference (as opposed to A or B) Airspace Organisation P
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Figure 1 - 2: Sample Coded Identification of Scenarios, Base and Test Cases
The above diagram shows an example of how Scenarios could be named during the conceptual design phase (blue, top) and Validation phase (orange, lower, showing two options). This style of identification is intended to support the contents of Para. 1.5.7, which discusses changing parameters and comparison of Scenarios, Base and Test Cases.
Note: For explanation of ‘Pseudo-Reference’, see Part C, Chapter 2 – The Reference Scenario.
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1.3.2 TERMINOLOGY SUMMARY
Components of a Base or Test Case
Parameters of Airspace Organisation Parameters of Traffic Sample
. Terminal Airspace Structure . ATC Sectorisation . Routes . Holds . Rules (as per para. 1.3) . Air traffic . Time/Date ‘stamp’ . Rules (as per para. 1.3) .
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1.4.1 QUALITATIVE AND QUANTITATIVE ASSESSMENT METHODS
In contrast to the conceptual design phase (discussed in Part C) where the design concept is systematically checked and cross-checked primarily by one method i.e. Qualitative Assessment, Validation is undertaken using both Qualitative and Quantitative Assessment. The role of Qualitative Assessment is as important during the validationphase: it is not abandoned in favour of Quantitative Assessment.
The reason for this statement may be illustrated by a quote from ICAO’s ATS Planning Manual, Doc. 9426, Part II, Section 2, Chapter 1, para. 1.1.9. (For ‘sound operational judgement’, read ‘Qualitative Assessment’.)
“In recent years, work on separation minima, between aircraft has, to a growing extent, been based on the mathematical-statistical treatment of data collected on the performance of aircraft. This approach was used to develop models from which valid information regarding the likely safety of proposed measures could be derived. While such work has been extremely useful as a supplementary means of arriving at valid conclusions, it is, however, not a substitute for sound operational judgement It therefore appears necessary to approach the issue of mathematical models with caution and to make sure that in each individual case, data collections and their subsequent treatment are likely to yield useful results and do not only confirm the obvious.”
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