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SECTION 4
ATS ROUTE AND SECTOR DESIGN
4.1 ESTABLISHMENT OF ATS ROUTES
4.1.1 General Considerations
4.1.1.1 Ideally, aircraft want to fly on the most direct route between their points of departure and their destination except when severe weather phenomena are encountered. However, because of conflicting demands from many different users, it is usually not possible to establish the most direct route and therefore it is necessary to find a compromise between the demands and the offers.
4.1.1.2 As a result, air traffic control services are required to manage effectively the demand with the aim of satisfying the requirement in the best possible way. It is therefore essential that the various individual intentions of those flights making up the traffic demand are presented to the controller in such a manner that they can be related to one another and possibly conflicting intentions.
4.1.1.3 Pre-defined routes of flight constitute one of the major elements used today to channel controlled air traffic mainly for the en-route part of the flight using an en-route network of ATS routes, but when necessary, in particular at the busier aerodromes, standard departures (SID) and standard arrivals (STAR) may also be established in accordance with guidelines provided in Section 5.
4.1.2 ATS Route Network Development
4.1.2.1 Today in Europe, the manner to handle large amounts of en-route traffic is through a pre-established ATS route network (ARN). For developing a new version of ARN, ICAO SARPS as per the Chicago Convention and Annexes thereto are complemented for ECAC States by agreed planning principles and criteria as defined in Chapters 4.2 & 4.3.
4.1.3 Free Route Airspace Development
4.1.3.1 The number of flights in European Airspace is still growing, whereas exploiting more airspace capacity by constantly adapting the route structures and ATC sectors has limitations. EUROCONTROL together with some ECAC States are looking for new techniques to expand capacity and increase flight efficiency. This drive for further improvements has led to a concept that makes more effective use of aircraft flight management and navigation capabilities (e.g. possibilities of Random RNAV routings), in combination with more sophisticated automation to support the controller, fewer airborne conflicts, increased airspace capacity and more direct aircraft routings which can be flight planned by operators. This new approach which exploits these improvements is termed the “Free Route Airspace Concept” and will be further described in Section 7.
Edition: 2.0 Released Issue Page 4-1
4.1.4 RNAV Routes and Non-RNAV ATS Routes
4.1.4.1 With effect from 23 April 1998, the carriage and use of B-RNAV equipment became mandatory for aircraft operating within specified parts of the Regional ATS Route Network8 of ECAC airspace. B-RNAV is specified as a navigation performance requiring a track-keeping accuracy of +/- 5NM for 95% of the flight time. Operators of aircraft must hold operational approval from their appropriate State regulatory authority and obtain airworthiness approval in accordance with JAA Temporary Guidance Leaflet TGL-2 (or acceptable alternative).
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本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 1(42)
