This Aeronautical Information Circular (AIC) has the purpose of publicizing the air traffic flow restructuring of TMA-Curitiba, TMA-Florianopolis, TMA-Porto Alegre and ACC-CW, by applying new conventional procedures and new procedures based on the Performance-Based Navigation (PBN) concept, in addition to the prescribed by AIC N 24/13, and comprising the entrance to the West Sector of TMA-Sao Paulo.
This AIC applies to all those who, while on duty, make use of conventional or RNAV procedures of Standard Instrument Arrival (STAR), Standard Instrument Departure (SID) and Instrument Approach Chart (IAC) within TMA-Curitiba, TMA-Florianopolis, TMA-Porto Alegre and TMA-Sao Paulo, as well as inbound/outbound routes from/to those TMA and air traffic flow within FIR-Brasilia and FIR-Curitiba.
A - ÁREA DE CONTROLE TERMINAL CURITIBA
B - ÁREA DE CONTROLE TERMINAL FLORIANÓPOLIS
C - ÁREA DE CONTROLE TERMINAL PORTO ALEGRE
B - ÁREA DE CONTROLE TERMINAL FLORIANÓPOLIS
C - ÁREA DE CONTROLE TERMINAL PORTO ALEGRE
2.1. In order to meet national needs and ensure that this evolution is harmonized and integrated with ICAO planning, DECEA has designed the SIRIUS Program, which represents, within SISCEAB, the projects and activities required to implement the ATM Operational Concept in Brazil, so as to meet the expectations of the entire ATM Community and justify the investments required by its members.
2.2. The various developments contemplated by the SIRIUS Program relate to different areas of the ATM System. The “PBN Operational Implementation” project aims at achieving a number of operational benefits, such as increasing air navigation safety and airspace use efficiency, and ensuring air transport regularity.
2.3. The continued growth of aviation makes it necessary to increase capacity and optimize airspace use. The increase in operational efficiency derived, among others, from the application of Area Navigation (RNAV), was translated into the development of air navigation applications in all phases of flight.
2.4. The restructuring of the TMA flow intends to achieve a number of operational benefits, such as: reduced time and distance flown, increased airspace capacity and efficiency, reduced fuel consumption, use of optimum aircraft climb/descent profiles, increased safety and regularity of air operations, reduced CFIT and reduced airspace complexity.
3.1. As a premise of the air traffic flow restructuring project in FIR-Curitiba, there is the need
to modify the network of routes in the west sector of the São Paulo terminal, with a view to
entering the TMA-Sao Paulo, to guarantee ideal air traffic flow in the aerodromes of this
sector of the terminal
to modify the network of routes in the west sector of the São Paulo terminal, with a view to
entering the TMA-Sao Paulo, to guarantee ideal air traffic flow in the aerodromes of this
sector of the terminal
3.2. Based on the current and future demand statistics, inbound and outbound flows were defined for each TMA listed to enable more direct routes and gains in ATC capacity. The purpose of these routes is to link these TMA and provide access to the other regions of the country.
3.3. The network of routes was designed to optimize not only the flows between the terminals directly involved with the change, but also as a way to harmonize the air network, offering maximum capacity for the aeronautical community. Thus, taking into account the new airspace structure provided for in this AIC and the achievement of ICAO’s objectives for the Region, flow streams will be defined in a collaborative way between users and DECEA, being managed by the CGNA, at the strategic, pre-tactical and tactical levels.
3.4. Users may obtain information referring to flow streams in the official publications, as well as through the CGNA Operational Portal (portal.cgna.gov.br).
4.1.1. The TMA-NF (SBXO) will no longer exist and will be partially merged into APP-CT and partially merged into APP-FL, as of the implementation of PBN in the Southern Region.
4.1.2. CTR-JV will be under the responsibility of APP-CT, and CTR-NF will be under the responsibility of APP-FL.
4.1.3. The new configuration of the CTR-JV and CTR-NF was established as indicated below:
4.2.1.1. The limits of the TMA-CT (TMA-CT 1) were planned to meet the inbound and outbound flows, prioritizing the sectors with greater demand and enabling better air traffic flow management in STAR. The airspace portion in which there is no departure or arrival procedure was reduced.
4.2.1.2. New airspace portions were created, called TMA-CT 2 and TMA-CT 3, with a view to protecting IFR routes of PBN procedures and also the controlled parts of the Special Routes for Aircraft (REA).
4.2.1.3. The new configuration of TMA-CT was established as indicated below:
4.2.1.4. CTR-CT was adjusted to protect the traffic circuits, the Departure and Approach IFR routes for each threshold of the SBCT aerodrome (RWY 15/33 and RWY 11/29) and the Bacacheri aerodrome (RWY 18/36). This adjustment was needed for the implementation of Special Routes for Helicopters (REH) at the Curitiba-Bacacheri aerodromes.
4.2.1.5. The TMA-CT Sectors were configured to meet the traffic flows to SBCT/SBBI independently from the traffic flows to SBJV. The traffic characteristics were taken into account, such as: arrival, departure or approach. The new limits and functions are described in the Table below:
4.2.2.1. Arrival and departure procedures were designed aiming to allow more direct and independent traffic flows between the SBCT, SBBI and SBJV airports, also considering relief factors and ATC capacity.
4.2.2.2. The arrival procedures were structured so that runway changes had the least possible impact to the air traffic flow both for arrival and departure procedures.
4.2.2.3. At SBCT and SBBI there is the possibility of using the AMAN tool to manage arrivals at these airports. The arrival/departure at/from SBJV shall be carried out independently of the SBCT/SBBI aerodromes with lateral/vertical separations provided for in the procedures.
4.2.2.4. Figures 3 and 4 represent the structure of arrival and departure procedures, respectively, of the SBCT airport; Figures 5 and 6 represent the structure of arrival and departure procedures, respectively, of the SBBI airport; Figures 7 and 8 represent the structure of arrival and departure procedures, respectively, of the SBJV airport
4.3.1.1. The boundaries of the TMA-FL (TMA-FL 1) were planned to meet the inbound and outbound flows, prioritizing the sectors with greater demand and enabling better air traffic flow management in STAR. The airspace portion in which there is no departure or arrival procedure was reduced.
4.3.1.2. New airspace portions were created, called TMA-FL 2 and TMA-FL 3, with a view to protecting IFR routes of PBN procedures and also the controlled parts of the Special Routes for Aircraft (REA), which will be published in due time.
4.3.1.3. The new configuration of TMA-FL was established as indicated below:
4.3.1.4. CTR-FL was adjusted to protect the traffic circuits, the departure and approach IFR routes for each threshold of the SBFL aerodrome (RWY 14/32). This adjustment was needed for the implementation of the special routes for aircraft (REA) of the TMA-FL.
4.3.1.5. The TMA-FL Sectors were configured to meet the SBFL and SBNF traffic flows independently. The traffic characteristics were taken into account, such as: arrival, departure or approach. The new limits and functions are described in the Table below:
4.3.2.1. Arrival and departure procedures were designed aiming to allow more direct and independent traffic flows between the SBFL and SBNF airports, also considering relief factors and ATC capacity.
4.3.2.2. The arrival procedures were structured so that runway changes had the least possible impact to the air traffic flow both for arrival and departure procedures.
4.3.2.3. The arrival/departure at SBFL shall be carried out independently of the SBNF aerodrome with lateral/vertical separations provided for in the procedures.
4.3.2.4. Figures 9 and 10 represent the structure of arrival and departure procedures, respectively, of the SBFL airport; Figures 11 and 12 represent the structure of arrival and departure procedures, respectively, of the SBNF airport.
4.4.1.1. The TMA-PA limits (TMA-PA 1 and TMA-PA 2) were planned to meet the inbound and outbound flows, prioritizing the sectors with greater demand and enabling better air traffic flow management in STAR. The airspace portion in which there is no departure or arrival procedure was reduced.
4.4.1.2. The new configuration of TMA-PA was established as indicated below:
4.4.1.3. The TMA-PA Sectors were configured to meet the SBPA and SBCO traffic flows independently. The traffic characteristics were taken into account, such as: arrival, departure or approach. The new boundaries and functions are described in the Table below:
4.4.1.4. CTR-PA was adjusted to protect the traffic circuits, the departure and approach IFR routes for each threshold of the SBPA aerodrome (RWY 11/29) and the SBCO aerodrome (RWY 12/30). This adjustment was needed for the implementation of the special routes for aircraft (REA) of the TMA-PA.
4.4.2.1. Arrival and departure procedures were elaborated aiming to allow more direct and independent traffic flows between the SBPA and SBCO airports, also considering relief factors and ATC capacity.
4.4.2.2. The arrival procedures were structured so that runway changes had the least possible impact to the air traffic flow both for arrival and departure procedures.
4.4.2.3. The arrival/departure at SBPA shall be carried out independently of the SBCO aerodrome with lateral/vertical separations provided for in the procedures.
4.4.2.4. Figures 13 and 14 respectively represent the structure of arrival and departure procedures of RWY 11 and 29 of the SBPA airport.
4.5.1.2. It will be comprised by 17 control sectors, and their lateral and vertical limits may be found in AIP-Brasil, as follows:
4.5.3.1. FIR-CW limits were planned to meet demands of inbound/outbound flows from/to TMA-PA, TMA-CT, TMA-FL and TMA-SP. FIR-CW was extended in its portion to the North of TMA-BU, favoring an arrival to the West of TMA-SP.
4.5.3.2. The new FIR-CW configuration will improve management and balancing of traffic in STAR for each TMA in the Southern Region.
NOTE: The ATS, within the airspace overlying TMA-SP3 (CTA CURITIBA T-8 and CTA CURITIBA T-8 U), will be provided by APP-SP according to their sectors.
TMA-SP sectors were designed with the purpose of maintaining the air traffic controller's attention, as far as possible, regarding similar navigation patterns. For that, sectors focus on arrival or departure, excepting T3 and T5 sectors, responsible for navigation of aircraft approaching or taking off.
NOTE: The sectorization of Terminal Control Area-Sao Paulo, containing its specific characteristics, is described as follows:
NOTE: The sectorization of Terminal Control Area-Sao Paulo, containing its specific characteristics, is described as follows:
5.1.1. By implementing the PBN Concept, STAR were designed in accordance with the concepts of OPEN STAR and/or CLOSED STAR.
5.1.2. All STAR procedures for SBPA, SBCT, SBJV, SBNF, SBFL, SBGR, SBSP, SBKP and SBSJ aerodromes were designed as closed STAR. In this way, a STAR waypoint/fix matches the Initial Approach Fix (IAF), and the aircraft, after the arrival procedure, may start the approach procedure, as authorized by the ATC unit.
5.1.3. Some procedures at SBPA, SBBI, SBCT, SBKP, SBSP, SBGR aerodromes can show, on the same chart, the possibility of an open or a closed STAR. The open STAR procedure will be used when it is not possible to authorize an approach procedure any more, due to the need of air traffic sequencing.
5.1.4. In all procedures in which there is possibility of open STAR, the procedure, in the last waypoint/fix, presents a defined trajectory, generally parallel to the runway and contrary to the landing direction, from which the aircraft will wait vectoring instruction from the ATC unit, to intercept the final approach.
NOTE: Since final approaches SBGR RWY 09 and SBSP RWY17 are close, the vectoring trajectory published in Open STAR is not parallel to the extended centerline of final approach to those airports.
NOTE: Since final approaches SBGR RWY 09 and SBSP RWY17 are close, the vectoring trajectory published in Open STAR is not parallel to the extended centerline of final approach to those airports.
5.1.5. The publication of procedures based on the open STAR concept enables, when traffic flow is intense, to preset initial heading and limits for communication failure, in order to reduce time spent in Air-Ground communication, maintaining the safety of air operations.
5.1.6. An aircraft can be vectored at any STAR point, whenever necessary, according to the legislation in force, independently of an open or closed STAR concept.
5.2.1. Aircraft executing performance-based navigation procedures will have priority over aircraft executing conventional navigation procedures.
5.2.2. Aircraft approaching SBSP, for RWY17, executing KOMGU2A STAR, in case they are vectored when passing KOMGU position, may be authorized to retake navigation direct LUVDI position (IAF, also, foreseen in SBSP IAC).
5.2.3. Aircraft in IFR flight which intended to fly VFR within TMA-SP1 or TMA-SP2, shall:
a) in case they are inbound from S09 or S10 of FIR-CW, plan their flights to enter TMA-SP at altitudes and positions foreseen in special routes for aircraft, and when it is not possible to cancel IFR flight, the ACC-CW will instruct aircraft to fly SCB, coordinating the descent with APP-SP;
b) in case they are inbound from TMA-YS, plan their flights to overfly PUPSI fix, being mandatory to pass this fix at or below FL120, to cancel IFR flight and enter special routes for aircraft (according to altitudes and positions foreseen in specific legislation) or, when it is not possible, the aircraft will be instructed, by APP-YS, to fly after PUPSI direct SCB in descent FL100;
NOTE: Due to SBKP SID ISEVU1A RWY33, aircraft shall not cross this route below FL100, unless authorized by APP-SP.
c) in case they are inbound from FIR-CW S11, plan their flight to execute procedure foreseen in paragraph “b” of this item;d) in case they are inbound from FIR-BS above FL190, plan their flights to overfly MOXEP fix, being mandatory to pass this fix at or below FL120, then direct BGC, where it is compulsory to overfly at or below FL070, to cancel IFR flight and enter special routes for aircraft;
e) inbound from FIR-BS at or below FL190, plan their flights to execute procedure foreseen in paragraph “b” or “d” of this item, according to authorization issued by ACC-BS to balance traffic in sectors of this FIR.
a) in case they are inbound from S09 or S10 of FIR-CW, plan their flights to enter TMA-SP at altitudes and positions foreseen in special routes for aircraft, and when it is not possible to cancel IFR flight, the ACC-CW will instruct aircraft to fly SCB, coordinating the descent with APP-SP;
b) in case they are inbound from TMA-YS, plan their flights to overfly PUPSI fix, being mandatory to pass this fix at or below FL120, to cancel IFR flight and enter special routes for aircraft (according to altitudes and positions foreseen in specific legislation) or, when it is not possible, the aircraft will be instructed, by APP-YS, to fly after PUPSI direct SCB in descent FL100;
NOTE: Due to SBKP SID ISEVU1A RWY33, aircraft shall not cross this route below FL100, unless authorized by APP-SP.
c) in case they are inbound from FIR-CW S11, plan their flight to execute procedure foreseen in paragraph “b” of this item;d) in case they are inbound from FIR-BS above FL190, plan their flights to overfly MOXEP fix, being mandatory to pass this fix at or below FL120, then direct BGC, where it is compulsory to overfly at or below FL070, to cancel IFR flight and enter special routes for aircraft;
e) inbound from FIR-BS at or below FL190, plan their flights to execute procedure foreseen in paragraph “b” or “d” of this item, according to authorization issued by ACC-BS to balance traffic in sectors of this FIR.
5.2.4. Aircraft taking off from SBGR and SBSP executing Conventional SID, starting route at S03 of FIR-BS, may be authorized for SID with SCB TRNS, then direct RCL to intercept AWY.
5.2.5. SBGR SID (CGO1C/CGO1E/CGO1F/CGO2F) with RCL TRNS is conditioned to previous authorization from APP-SP and will be used in case of contingency, meteorological degradation or operational need of flow in TMA-SP and in FIR-BS.
5.3.1. Aircraft at or below FL180, destined to aerodromes located in TMA-YS (Sector T1 and Sector T6) shall execute:
a) If took off from SBGR/SBSP: Move away from SCB on RDL290/25NM, then DCT OBLUG DCT.
b) If took off from SBKP: SID RAXEG TRNS DCT OBLUG DCT;
a) If took off from SBGR/SBSP: Move away from SCB on RDL290/25NM, then DCT OBLUG DCT.
b) If took off from SBKP: SID RAXEG TRNS DCT OBLUG DCT;
5.3.2. Aircraft with final levels FL160 or FL180, destined to aerodromes located in TMA-YS (Sector T3), TMA-UR or TMA-UL shall execute:
a) If took off from SBGR/SBKP: SID UKBEV TRNS DCT KP701 DCT MUKNU DCT;
b) If took off from SBSP: Move away from SCB on RDL290/25NM, then DCT OBLUG DCT.
a) If took off from SBGR/SBKP: SID UKBEV TRNS DCT KP701 DCT MUKNU DCT;
b) If took off from SBSP: Move away from SCB on RDL290/25NM, then DCT OBLUG DCT.
5.3.3. Aircraft at or below FL160, exclusive, destined to aerodromes located in TMA-YS (Sector T3), TMA-UR, TMA-UL or for crossing of these TMA shall execute:
a) If took off from SBGR: SID BGC TRNS DCT MOTLO DCT PCL DCT MUKNU DCT;
b) If took off from SBSP: Move away from SCB on RDL290/25NM, then DCT OBLUG DCT.
c) If took off from SBKP: SID UKBEV TRNS DCT MOTLO DCT PCL DCT MUKNU DCT.
a) If took off from SBGR: SID BGC TRNS DCT MOTLO DCT PCL DCT MUKNU DCT;
b) If took off from SBSP: Move away from SCB on RDL290/25NM, then DCT OBLUG DCT.
c) If took off from SBKP: SID UKBEV TRNS DCT MOTLO DCT PCL DCT MUKNU DCT.
5.4.1. Aircraft at or below FL180 (only even levels will be used in this route) shall execute the following procedures, when areas SBR-417 (ENSAIOS 1), SBR-418 (ENSAIOS 2), SBR-423 (ENSAIOS 3), SBR-431 (XAVANTE A), SBR-421 (XAVANTE B) and SBR-456 (COLIBRI):
a) are NOT being used: GGT DCT PCL DCT ZANET DCT;
b) are being used: SCP DCT UTGER DCT ZANET DCT.
a) are NOT being used: GGT DCT PCL DCT ZANET DCT;
b) are being used: SCP DCT UTGER DCT ZANET DCT.
5.4.2. Aircraft inbound from SBSJ to SBGP shall execute the following trajectory: NILBI DCT RCL DCT MEVUT DCT at or above FL160.
5.4.3. Aircraft inbound from SBGP to SBSJ shall execute the following trajectory: DCT OPRUT DCT MOXEP STAR in use.
6.1. The air traffic flow restructuring of TMA-Curitiba, TMA-Florianopolis, TMA-Porto Alegre, TMA-São Paulo, ACC-Brasilia and ACC-Curitiba will come into force on 12 OCT 2017, at 04:00 UTC.
6.2. With the purpose of keeping backup files of some conventional procedures, some charts will be stored for a period of time until full implementation of PBN-SUL project.
7.1. DECEA provides a communication channel to send questions, suggestions, commentaries, criticisms, compliments and notification of errors, via the Customer Service Portal, which can be accessed by clicking on the following link: http://servicos.decea.gov.br/sac/index.cfm
7.2. Other legislation remain in force and are applicable to the PBN Concept, except regarding procedures described in this AIC.
7.3. The approval of this AIC was published in DECEA Internal Bulletin No. , dated 2017.
7.4. The cases not foreseen in this AIC shall be submitted to the Head of DECEA Operations Subdepartment.
7.5. This AIC republishes AIC A20/17.
