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This evolutionary process is depicted in Figure 7- 1, Stages 1 to 5, each showing two fictitious airports and their Terminal Airspace. Terminal Airspace X surrounds the ‘major’ airport, and Terminal Airspace Y surrounds what is originally the lesser airport. A commentary on these Stages now follows, For simplicity, these Terminal Airspaces are only referred to as X and Y.
Stage 1: 1 Terminal Airspace (as per Stages in Chapters 5 and 6)
Stage 2: Shows that X has three entry points and four exit points, that the arrival and departure routes are fairly well segregated and that the Terminal Airspace is Sectorised. Y, on the other hand, is evidently less complex: it has one arrival point and one departure point. Of interest are the arrivals from the south for both X and Y. Evidently they share one ATS route prior to being split to enter X and Y respectively.
Stage 3: Both X and Y show signs of growth. As regards X, a parallel runway has been added to, a southern holding area has been introduced and X remains sectorised. For its part, Y has a new arrival route from the west, a new exit point and a new merging point in the south of the Terminal Airspace.
Stage 4: X and Y have both grown again. X has now introduced two-phase holding, an additional set of holds have been added inside the enlarged Terminal Airspace. The southern entry point for Y has now had a holding pattern added to it – to sequence traffic. Notably, Y’s airport now has an additional runway – a sign of growth.
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Stage 5: This stage is a watershed – and a decision to move to this stage is likely to be outside the scope of the design team. In recognising that the traffic density and traffic complexity has increased to the extent that the ‘separate’ Terminal Airspaces of X and Y can no longer be managed as ‘separate’ entities, the two Terminal Airspaces have been integrated into a single Terminal Airspace system and this new ‘system’ block has been re-sectorised. Effectively, X and Y ‘s Terminal Airspaces have disappeared, as have their respective sectors which were a function of the airports serviced by each Terminal Airspace. In Stage 5, it has become possible to sectorise the whole Terminal Airspace system in the most efficient manner for the total airspace and to create dedicated Final Approach Director sectors for the airports at X and Y respectively. Furthermore, it has become possible to expand the single Terminal arrival points into three Entry Gates for the whole Terminal Airspace system, two to the north and one to the south. In this manner, arrival flows are contained inside the entry gates to facilitate the segregation of SIDs and STARs.
One of the most difficult routes to accommodate in this Scenario is the arrival route from the north-east to Y. One additional point worth noting is how the ATS route system has been developed to the South, where two parallel routes now service the South entry gate.
Note: In accordance with Principle 5, in Part A, Chapter 2, the boundaries of Terminal Airspace systems should not be constrained by State boundaries.
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2 TerminalAirspaces N Sectorised Parallel RWY added at N 2 TerminalAirspaces
1 TerminalAirspaceNew southern Hold
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(As per Chapter 6) More IFRTraffic More Traffic toY
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本文鏈接地址：EUROCONTROL MANUAL FOR AIRSPACE PLANNING 2(68)