Air Traffic Service Providers Research Articles

Survey of IP-based air-to-ground data link communication technologies

The main purpose of an air traffic management system is to provide air traffic services to an aircraft moving within the controlled airspace. Very high frequency (VHF) radio in continental regions, as well as high frequency (HF) radio and satellite communications in remote areas, are used today as the primary way of delivering air traffic services. The technical limitations and constraints associated with the current technology, such as line-of-sight requirement, vulnerability to interference, and limited coverage, cause degraded voice quality and discontinuity in service. At the same time, voice-based communication may affect flight safety due to poor language skills, call sign confusion, and failure to use standard phraseology. For this reason, text-based communication over a VHF data link (VDL) has been proposed as an alternative. However, it is predicted that VDL will be insufficient to support increasing air traffic and intensive data exchanges due to its lack of mobility support and limited resources to ensure service continuity. This paper surveys next-generation data link technologies based on the current state of the "industry standard" for aeronautical communication. These include Aeronautical Mobile Airport Communication System (AeroMACS), L-band Digital Aeronautical Communications System (LDACS), and Airborne New Advanced Satellite Techniques & Technologies in a System Integrated Approach (ANASTASIA). The paper also surveys IP-based text communication solutions over these next-generation data links. We analyze the efficiency of the proposed solutions with regard to service continuity and aeronautical application requirements. We conclude the survey by identifying open problems and future trends.

Overview Of Approach Control Unit Cabin Facilities Related To Noise

As an ATC, we should be able to give our full focus when providing air traffic services. If we cannot focus when working due to noise in the cabin, then the safety of the aircraft can also be threatened. Therefore, an ATC should get a work environment that can support his performance so that he can work optimally. This article delves into the challenges encountered by Air Traffic Controllers (ATCs) during their duties at the Tarakan Approach Control Unit, a crucial component of Juwata International Airport in Tarakan, North Kalimantan, Indonesia. The study revolves around the adverse effects of excessive noise levels within the ATC cabin on controller performance and aviation safety. Through qualitative descriptive methodology, this study explores the factors contributing to the noise problem within the Tarakan APP cabin. It identifies two major sources of noise: gaps in windows and doors, permitting external sounds to infiltrate the cabin, and the lack of sound insulation in the flooring. The results section introduces alternative solutions proposed by the author to mitigate the noise issue and enhance the ATC work environment. These solutions encompass the use of headsets, transitioning to a Voice Communication Control System (VCCS), installing sound-absorbing materials on the cabin floor, and incorporating UPVC to seal gaps in windows and doors. In conclusion, this study highlights the critical need for an enabling work environment that supports ATCs in ensuring aviation safety. The author encourages relevant authorities to consider and implement the proposed solutions to establish a more efficient, effective, safe, and comfortable air traffic control environment at Tarakan APP, ultimately benefiting air navigation services.

A quasi-dynamic air traffic assignment model for mitigating air traffic complexity and congestion for high-density UAM operations

In spite of the significant effects of COVID-19, UAM operations are still expected to grow smoothly and healthily in the near future. If such dense UAM traffic relies on tactical planning to resolve conflicts in a decentralized control scheme, urban airspace could soon be heavily congested and airspace complexity could be overwhelming. In this paper, we propose a Quasi-dynamic Air Traffic Assignment (QATA) model, which aims to allocate traffic flows among air routes in the planning horizon in order to organize UAM traffic flows and reduce air traffic congestion and complexity within a centralized strategic planning scheme while meeting the demand and respecting some criteria. Firstly, UAM traffics are modeled as flows that operate on a 3D two-way UAM route network. Next, the QATA problem is formulated as an optimization problem involving network dynamics to minimize the air traffic complexity evaluated by the linear dynamical system and congestion defined by traffic density and energy consumption. A simulation-based rolling horizon framework is introduced to decompose the QATA problem into several modified static air traffic assignment problems in each time interval. In order to overcome the limitations of conventional dynamic traffic assignment algorithms, a simulated annealing algorithm using parallel computing and a novel neighborhood generation strategy is proposed to efficiently optimize the problem. By applying the model to a pre-designed large-scale UAM route network in Singapore’s urban airspace, Experimental studies demonstrate the performance of the proposed framework and its applicability. Parallel computing can achieve up to three times faster than the original algorithm. The proposed algorithm significantly reduces the value of the objective function by (32.20±0.29)% in 143.47±3.74 seconds at the 95% confidence interval of 100 experiments, far better compared to the representative conventional dynamic traffic assignment algorithms. This study could be useful to assist air traffic control authorities and air navigation service providers in addressing various issues in unmanned traffic management.

Analiza udesa i ozbiljnih nezgoda u vazdušnom saobraćaju primenom Microsoft Power BI alata

Safety is a priority in aviation and for all aviation entities, including civil aviation authorities, operators, air traffic control service providers and airports. With the air traffic volume increase, there is a growth in the aviation system efficiency and therefore it is necessary to maintain a high level of safety. Practical processing of the operational data includes the representation and analysis of accidents and incidents in aviation over the certain period. The data presented in the paper are based on the location of the safety event, flight phase, aircraft type, accident frequency rate and other possible factors that can affect aviation safety. The main goal of analyzing the operational data is to raise safety awareness, as well as to maintaining safety risks on satisfactory level including safety risks mitigation measures.

Influence of Aircraft Power Electronics Processing on Backup VHF Radio Systems

The paper describes the influence of power electronics, energy processing, and emergency radio systems (ERS) immunity testing on onboard aircraft equipment and ground stations providing air traffic services. The implementation of next-generation power electronics introduces potential hazards for the safety and reliability of aircraft systems, especially the interferences from power electronics with high-power processing. The paper focuses on clearly identifying, experimentally verifying, and quantifiably measuring the effects of power electronics processing using switching modes versus the electromagnetic compatibility (EMC) of emergency radio systems with electromagnetic interference (EMI). EMI can be very critical when switching power radios utilize backup receivers, which are used as aircraft backup systems or airport last-resort systems. The switching power electronics process produces interfering electromagnetic energy to create problems with onboard aircraft radios or instrument landing system (ILS) avionics services. Analyses demonstrate significant threats and risks resulting from interferences between radio and power electronics in airborne systems. Results demonstrate the impact of interferences on intermediate-frequency processing, namely, for very high frequency (VHF) radios. The paper also describes the methodology of testing radio immunity against both weak and strong signals in accordance with recent aviation standards and guidance for military radio communication systems in the VHF band.

Real-Time Processing of High-Resolution Video and 3D Model-Based Tracking for Remote Towers

During the past decade, a new approach to providing air traffic services to airports from a remote location has been established, known as remote or digital tower. High quality video data is a core component in remote tower operations as it inherently contains a huge amount of information on which a controller can base decisions. The total resolution of a typical remote tower setup often exceeds 25 million RGB pixels and is captured at 30 frames per second or more. It is thus a challenge to efficiently process all the data in such a way as to provide relevant real-time enhancements to the controller. In this paper we describe the development of number of improvements and discuss how they can be implemented efficiently on a single workstation by decoupling processes, implementing attention mechanisms and utilizing hardware for parallel computing.

Evaluation of CO2 Emission at Airports from Aircraft Operations within the Landing and Take-Off Cycle

The importance of airport emission inventory is more specific in the local context as it directly affects the local air quality. The specific gap addressed by this research is evaluating the CO2 emission from aircrafts within the landing and take-off (LTO) cycle. Using currently available methodologies for assessing emission within the LTO cycle in the Sri Lankan context has significant limitations, such as unavailability of relevant operational data and the International Civil Aviation Organization (ICAO)-specified “time-in-mode”(TIM) (e.g., take-off, climb-out, idle, and approach) estimates at different phases of the LTO cycle being inconsistent with local conditions. Such industry-wide standards have been found to over or underestimate actual volumes specific to local conditions. In this research, data collected from online flight-tracking services and daily aircraft movement record (DAMR) data maintained by the local air traffic service provider were used to estimate TIM values according to site-specific conditions. Existing literature to some extent addresses the assessment of CO2 emission levels under different phases of flight separately. In this research, a methodology was developed with available data sources to estimate CO2 emission levels under different phases of flight separately within the LTO cycle. The methodology was applied to Bandaranaike International Airport, Sri Lanka. This approach can be applied to similar scenarios in which operational data limitations exist as elaborated in the study.

Overcoming Sovereignty for Space Traffic Management

The question of sovereignty, or authority over the space domain has created a barrier to development of space traffic management regimes, particularly those seeking to use air traffic control or air traffic management (ATM) as an operational model. States exercise control over sovereign airspace as the airspace over a state and its territorial waters is recognized as within its authority. States provide air traffic services over high seas airspace that is delegated to them by the Council of the International Civil Aviation Organization under the provisions of the Chicago Convention. This concept of air traffic management is built on a foundational understanding that a single authority is responsible for each defined volume of airspace.In the space domain, there is no specific delegation of volumes of space to specified authorities. The Outer Space treaty clearly reflects that no claim of sovereignty is to be made. Without the authority to exercise sovereign control over the domain, is space traffic management possible?Consider that space activities are launched from sovereign territory, transit through sovereign airspace, progress through high altitude/near space regions where sovereignty is ambiguous, and operate in orbits where no sovereignty exists; is too much emphasis placed on the sovereignty question? If we make a clear distinction between regulation and control, can we eliminate the sovereignty barrier? To apply the model of air traffic management to a space traffic management concept that is applicable from the on-orbit regime, down to the near space transition, to regulated airspace, a comprehensive understanding of the elements of ATM is needed to identify relevant tools that can be exported to STM. The concept of air traffic control over instrument flight rules (IFR) flights is less relevant to STM than other regulatory and advisory elements of ATM including flight services, traffic information services, and safety alerts. Similarly, dividing STM into its component parts allows for comparisons to elements of ATM that may provide operational models for the provision of a safety service that does not depend on sovereign authority or exclusive control over a volume of space. This paper will examine the legal, policy and technical barriers to the implementation of a space traffic management regime and specifically how the sovereignty barriers can be overcome to construct and implement a global safety service in space.

IMPLEMENTATION PROSPECTS OF THE REMOTE TOWER CONCEPT IN UKRAINE

The real cost of the air travel and air transportation has been decreasing over the past years making air transportation more accessible and thus leading to an increase in the demand for it. This allowed to expand the air connectivity network and provide more destinations for the air travel, including smaller regional airports. One of the components of the cost of the air travel is air navigation service costs for the provision of services by air navigation service providers and these costs are flat-rate costs. For small regional airports with low and/or irregular traffic these costs might be a burden limiting their development. Remote tower concept developed as part of the Single European Sky air traffic management Research program aims at optimising and reducing costs for the provision of air navigation services at small airports allowing them to better utilise resources and improve their profitability. Most of the air traffic in Ukraine is handled by a few strategic airports while small regional airports handle only a few flights a day and in order to provide air traffic services for those flights the regional airports are equipped with local aerodrome control service facilities. Due to the low traffic at the regional airports, resources and facilities aren’t used in the most efficient way. The purpose of this work is to investigate the feasibility of implementation of the remote tower concept at Ukrainian airports to improve the cost efficiency of the provision of air traffic services at the airports and correspondingly decrease the cost of the air travel to the regional airports in Ukraine.

Step Toward Remote Tower Center Deployment: Optimizing Staff Schedules

Remote tower service is one of the technological and operational solutions delivered for deployment by the Single European Sky Air Traffic Management Research Program. This new concept fundamentally changes how operators provide air traffic services as it becomes possible to control several airports from a single remote center. In such settings, an air traffic controller works at a so-called multiple position in the remote center; that is, he/she handles two or more airports from one remote tower module, that is, the controller working position. In this paper, an optimization framework is presented for traffic management at five Swedish airports that were chosen for remote operation using a remote tower center designed to serve a number of airports. The problems experienced with real airport schedules are highlighted, and optimal assignments of the airports to the remote tower modules are presented. Both scheduled traffic and special (nonscheduled) traffic at these five airports are considered.

Effects of work shifts on fatigue levels of air traffic controllers

Fatigue is one of the most important issues since it is considered to be a potential risk factor for human error. Most research related to human fatigue in the aviation industry targets pilots, yet air traffic controllers also experience elevated levels of fatigue that affects aviation safety. Despite this, fatigue is often ignored in literature, as it is a mental and physical status that is difficult to measure. The International Civil Aviation Organization (ICAO) announced the concept of the Fatigue Risk Management System (FRMS) in Annex 6 in 2011, which provides suggestions to reduce aircrew fatigue. In 2016, the Civil Air Navigation Services Organization (CANSO), ICAO, and the International Federation of Air Traffic Controllers' Associations (IFATCA) published the Fatigue Management Guide for Air Traffic Service Providers and for the first time proposed recommendations for air traffic controllers (ATCs) to address this issue. Based on the management guide, this research used the Samn-Perelli fatigue scale to measure air traffic controllers' fatigue levels in an international aerodrome control tower in Taiwan. The results indicated that there were significant differences between day/night shifts, time periods (shift start time, before break time, after break time, and shift end time), and various work schedules. The results also revealed the importance of the timing of the breaks and time on task when arranging work schedules. This research contributes to aviation safety by investigating ATCs' fatigue levels in current work shifts, thereby helping related units to improve and adjust shift schedules in order to reduce the risks related to fatigue.

Air Traffic Management based on 4D Trajectories: A Reliability Analysis using Multi-State Systems Theory

Abstract The current Air Traffic Management (ATM) functional approach is changing. Both SESAR (Single European Sky ATM Research) and NEXTGEN (Next Generation Air Transportation System) support the four-dimension (4D) trajectory implementation within their operational concepts. Apart from the three classical spatial dimensions, ‘time’ is now integrated as an additional fourth dimension, which will restrict aircraft flights over indicated waypoints along the trajectory. 4D trajectories can be understood as complex Multi-State Systems (MSS) that rely on environmental, internal and usage conditions. A reliability analysis of the waypoints and time windows that describe the 4D trajectory may allow airline operators and air traffic service providers to establish performance indicators and compliance metrics. This paper develops a model to evaluate potential ‘malfunctions’ of a 4D trajectory, based on the MSS reliability theory. This is a natural extension of classical binary-state evaluation: trajectories present different performance levels and several failure modes (a degradation range). The operational reliability assessment, which is achieved with Monte Carlo simulation and random processes (Markov) methods, offers a framework to predict how probable is for the trajectory to enter a degraded state. We use this analysis to quantify the 4D trajectory level of variability and to propose corrective measures to solve potential trajectory degradations or unplanned situations. The methodology is validated through a practical case study. The main contribution of this paper is to provide a methodology to evaluate the robustness of 4D trajectories and to deal with their perturbation, which is a cornerstone in traffic synchronization and conflict resolution.

Manfaat Wind Display di Ruang Control Tower Terkait Keselamatan Penerbangan di Bandar Udara Hang Nadim Batam

An Air Traffic Controller professionalism is required in the context of efforts to provide Air Traffic Services in order to create the Five Objectives of Air Traffic Service that affect the parameters of a standard of transport services. The problems underlying the need for certainly the very facility that is in control towers in accordance with ICAO document. The purpose of this final task is to understand how the standard tower control room facilities at Hang Nadim Airport Batam in order to improve the quality of Air Traffic Services. Behind the success of the aviation world, especially in the Hang Nadim airport Batam is inseparable from the important role of aviation-related units one of which is a wizard Air Traffic Controller (ATC). ATC has a responsibility in the provision of Air Traffic Services as outlined in the Five Objectives of Air Traffic Service. Behind the success of ATC in the provision of air traffic services can not be separated from the facilities that support their work performance, especially in space where ATC Control Tower provides Air Traffic Services. Batam's Hang Nadim Airport has great potential to become an airport that could benefit Indonesia in the world of aviation. However, it is hampered by the lack of wind facilities in the display space control tower as the air traffic service requirements as listed in Annex 11 ATS chapter 7. Air Traffic Service requirements for information point 7.1.4.3 stating that ATC should provide the information contained wind conditions at the site by looking at the wind display. On this thesis research to try to conduct research on the need for improved facilities and the unavailability of the space control tower is deemed not a standard by the applicable ICAO documents. Associated with an increase in the provision of Air Traffic Services at Hang Nadim Airport Batam

A Genetic Algorithm-based BP Neural Network Method for Operational Performance Assessment of ATC Sector

To assess operational performance of air traffic control sector, a multivariate detection index system consisting of 5 variables and 17 indicators is presented, which includes operational trafficability, operational complexity, operational safety, operational efficiency, and air traffic controller workload. An improved comprehensive evaluation method, is designed for the assessment by optimizing initial weights and thresholds of back propagation (BP) neural network using genetic algorithm. By empirical study conducted in one air traffic control sector, 400 sets of sample data are selected and divided into 350 sets for network training and 50 sets for network testing, and the architecture of genetic algorithm-based back propagation (GABP) neural network is established as a three-layer network with 17 nodes in input layer, 5 nodes in hidden layers, and 1 node in output layer. Further testing with both GABP and traditional BP neural network reveals that GABP neural network performs betterthan BP neural work in terms of mean error, mean square error and error probability, indicating that GABP neural network can assess operational performance of air traffic control sector with high accuracy and stable generalization ability. The multivariate detection index system and GABP neural network method in this paper can provide comprehensive, accurate, reliable and practical operational performance assessment of air traffic control sector, which enable the frontline of air traffic service provider to detect and evaluate operational performance of air traffic control sector in real time, and trigger an alarm when necessary.

Is access to general aviation airports with precision approach and no instrument landing systems a club good? A study of six airports

Access to general aviation (GA) airports can generally be viewed as non-excludable and non-rivalrous. However, access to GA airports using lateral vertical guidance (LPV/LP) and no instrument landing systems (ILS) will exclude aircraft operators not equipped to take advantage of satellite navigation, thus transforming access into a club good. Extending access to GA airports through satellite navigation is an important aviation issue at a time when air traffic service providers are transitioning from a radar- to a satellite-based air traffic managed system. The provision of access to GA airports with precision approach and no ILS as a club good may require a change in the level of service that emphasizes service priority to the aircraft capable of taking advantage of satellite navigation as opposed to a first-come, first-served queue management.

Implementasi Safety Management System ( SMS ) Pada Jasa Layanan Lalu Lintas Udara

A plane crash can occur due to many factors, including the aircraft itself a factor, the factor of human error, weather factors, or even ketida¬kberfungsian of airport facilities. Factors ¬faktor basically it is the responsibility of each relevant parties such as the airport as an institution pen¬gelola provider of air traffic services (air traffic service provider), airlines, and the Department of Transportation as the regulator. Weather factors, which may actually be diantisi¬pasi, often the scapegoat cause of the accident. Meanwhile several accidents, involving airline would indicate that it is not serious enforcement of safety standards and procedures of government. This prompted the company as a business cost, especially providers of air traffic services or kebandaraan made various efforts to reform the management system mau¬pun service to consumers. Management of service quality teaching that any form and regardless of the situation as a service provider, there is no reason for not trying to satisfy the public. In this case, the implementation of a Safety Management System, hereinafter referred to as the Safety Management System (SMS) became the standard size is calculated in the management of airport services management. PT (Persero) Angkasa Pura II has approximately five thousand personnel who move in 12 airports, running hundreds of standards, rules and producer, applying thousands of manuals, and local regulations as well as

The transponder data recorder: Implementation and first results

The secondary surveillance radar (SSR), that is an evolution of the military identification friend-or-foe systems, is widely used by air traffic control service providers to localize and identify co-operating aircraft equipped with a standard transponder [1]. The ground SSR installation transmits interrogations, from a rotating, narrow azimuthal beam antenna. The airborne transponders, once they have received an interrogation, transmit at a 1,090-MHz carrier a reply signal containing the requested data, i.e., identity (mode A reply) or fight level (mode C reply). Azimuth and range of the aircraft are measured by the interrogator, based on the delay of the reply and on the antenna pointing angle. The current SSR standard is based on the use of selective interrogations and replies and is called mode S: to reduce the interferences, the mode S protocol is based on a message format that includes the unique address of the aircraft. The airborne segment of the SSR is composed of the transponder and a pair of antennas on top and on the bottom of the fuselage. As the aircraft antennas are omnidirectional, many ground stations can receive the replies. This allowed the development of multilateration (MLAT) systems for the aircraft localization based on 1,090-MHz signals [2]. A typical MLAT system is composed of a distributed network of 1,090-MHz sensors, an interconnecting facility, and a central processor for the fusion of the sensor data. The data fusion relies on the estimation of the signals arrival time at the different stations and on hyperbolic localization. To identify the emitters, the processing is done with mode A replies or mode S replies that contain the emitter identity. A transponder with mode S capability can also transmit a particular downlink format message, called squitter, containing the aircraft's unique address and other information. The squitter signals are not elicited by the SSR interrogation, but they are spontaneously emitted at pseudoperiodical intervals. They are the basis of the automatic dependent surveillance-broadcast (ADS-B) concept [3]: the ADS-B OUT function periodically transmits information (identity, position, state, etc.) about the aircraft, and the ADS-B IN function receives the messages from nearby traffic. On the airborne side, the ADS-B OUT broadcasts data with onboard equipment using the squitter signals. The airborne ADS-B IN equipment provides to the pilot the traffic scenario, receiving the messages from ground and nearby aircraft ADS-B OUT. Moreover, the ADS-B IN can receive other ground services: the traffic information services-broadcast (TIS-B) and the fight information services-broadcast (FIS-B) [3]. Airport vehicles can be equipped with an ADS-B OUT, a simplified, nonflyable device transmitting 1,090-MHz squitter signals containing the identity and the position. As a matter of fact, there are various users of the 1,090-MHz channel: 1) SSR transponder replies (modes A, C, S); 2) ADS-B OUT messages; 3) MLAT systems with interrogation capability; and 4) TIS-B.

Enlaces de datos En VHF (VDL) dentro del contexto CNS/ATM para la prestación de los servicios de tránsito aéreo en Colombia

En este artículo se analiza el protocolo de comunicaciones por enlaces de datos en VHF (VDL), el cual, junto con técnicas de posicionamiento satelital, es uno de los pilares fundamentales dentro del concepto CNS/ATM planteado por la Organización de Aviación Civil Internacional (OACI), el cual busca la implantación de nuevas tecnologías para la prestación de los servicios de tránsito aéreo en las áreas de comunicaciones, navegación y vigilancia de aeronaves a nivel mundial. Se presenta el tipo de sistemas usados actualmente por la Unidad Administrativa Especial de Aeronáutica Civil (UAEAC) para la prestación de estos servicios en Colombia, y se hace un comparativo para establecer las ventajas que tiene la implantación de las nuevas tecnologías planteadas en el concepto CNS/ATM, teniendo en cuenta las condiciones particulares de terreno y de flujo de tránsito aéreo que presenta Colombia. Además, se presentan los proyectos de implementación de subredes basadas en enlaces de datos VDL más relevantes a nivel mundial, los cuales permiten obtener resultados de pruebas de funcionamiento, como un paso fundamental hacia la consolidación a nivel mundial de este tipo de tecnología.

Complexity analysis of the Next Gen Air Traffic Management System: trajectory based operations

According to Federal Aviation Administration traffic predictions currently our Air Traffic Management (ATM) system is operating at 150 percent capacity; forecasting that within the next two decades, the traffic with increase to a staggering 250 percent [17]. This will require a major redesign of our system. Today's ATM system is complex. It is designed to safely, economically, and efficiently provide air traffic services through the cost-effective provision of facilities and seamless services in collaboration with multiple agents however, contrary the vision, the system is loosely integrated and is suffering tremendously from antiquated equipment and saturated airways. The new Next Generation (Next Gen) ATM system is designed to transform the current system into an agile, robust and responsive set of operations that are designed to safely manage the growing needs of the projected increasingly complex, diverse set of air transportation system users and massive projected worldwide traffic rates. This new revolutionary technology-centric system is dynamically complex and is much more sophisticated than it's soon to be predecessor. ATM system failures could yield large scale catastrophic consequences as it is a safety critical system. This work will attempt to describe complexity and the complex nature of the NextGen ATM system and Trajectory Based Operational. Complex human factors interactions within Next Gen will be analyzed using a proposed dual experimental approach designed to identify hazards, gaps and elicit emergent hazards that would not be visible if conducted in isolation. Suggestions will be made along with a proposal for future human factors research in the TBO safety critical Next Gen environment.

A new approach to air traffic controller workload measurement and modelling

PurposeThe purpose of this paper is to develop an analytical approach for workload measurement based on the task times and the changing task priorities of en route air traffic controllers (EATC).Design/methodology/approachA model called Total Airspace Workload Measurement Model was developed to measure EATC workload. Turkish airspace was chosen for practical application of the model. A survey was conducted of EATC to calculate the weighting coefficients and times of different tasks defined in the model. The survey results were analyzed with SPSS 15.0. The real traffic data of Turkish airspace for two peak hours period in heavy traffic covering August 2007 was provided by the General Directorate of Turkish airports. Geomedia 6.0 was employed for the visualization of the real traffic data.FindingsThe total airspace workload during two peak hours of traffic, estimated reference sector capacity and the number of operational sector were defined and calculated to analyze the distribution of workload among sectors.Practical implicationsThis study can be used for en route sector design such as decision of the number of operational sectors and planning of sectors capacity in the strategic level. Air traffic control service providers can also refer to this study for human resources and equipment planning.Originality/valueA number of parameters and variables were defined and included in the model by taking into consideration the different service types provided by EATC. All parameters and variables were identified with the task times of the controller. This analytical approach can be applied to those particular airspaces which have different characteristics.