1.1. This Aeronautical Information Circular is intended to establish the requirements and operational procedures for the use of Converging Runway Operations (CRO) in SBGL, under VMC, considering takeoffs from runway 33 and landing on runway 28 dependents.
The provisions contained in this AIC apply to TWR-GL, APP-RJ, and air operators.
For this publication, the following terms and expressions will be used:
It is a condition in which takeoff and landing operations occur where the extension of one runway intersects the extension of another runway at a distance of one mile or less.
Simultaneous instrument operation on converging runways in which one runway is used exclusively for landing and the other exclusively for takeoff, according to the operational criteria established for each set of runways.
Simultaneous instrument operation under VMC on converging runways in which one runway is used exclusively for landing and the other exclusively for takeoff, according to the operational criteria established for each set of runways, considering the approaches and takeoffs dependent.
The radial limit sets a reference for pilots so that the probability of interference between aircraft taking off from runway 33 and those on missed approach on runway 28 is reduced.
Visual separation can be used provided that another separation method, provided for in ICA 100-37, can be ensured before and after its application.
2.1. The CROs in SBGL were initially established from the dependent simultaneous operations on landings on runway 28 and takeoffs on runway 33, with a cut-off point of 3NM.
2.2. Intending to optimize these operations, this circular establishes the criteria for dependent simultaneous operations, with a reduction of the cut-off point to 1.4 NM, for this same runway system, when weather conditions are under VMC.
2.3. The procedures with the indication of CONVERGING for runway 28 of the SBGL have missed approach point (MAPT) set back so that the go-around profile does not interfere with takeoffs from runway 33. With the reduction of the cut-off point, a go-around after the MAPT may result in greater proximity between aircraft. An aircraft going around after MAPT should be considered a contingency, in which case an application of visual separation may be necessary.
2.4.1. In addition to the provisions set out in the aeronautical information publications (AIP), for Dependent Simultaneous Operations on Converging Runways, the responsibilities described in this AIC must be observed.
2.4.2. In order to use visual separation in the event of a go-around after MAPT, the pilot-in-command must observe the following procedures:
a) Immediately inform TWR that you are starting to go-around.
b) Keep visual with the take-off sector of runway 33 and pay attention to essential traffic information provided by the TWR.
c) Inform TWR when the traffic reported is in sight.
d) Start a right turn, as soon as possible, to intercept the trajectory of the missed approach procedure, not interfering with the take-off sector of runway 33 (do not exceed the radial limit of the chart).
e) Remain visual with the other aircraft until it no longer constitutes essential traffic.
f) Observe the possibility of wake turbulence when the aircraft taking off is of the heavier wake turbulence category.
b) Keep visual with the take-off sector of runway 33 and pay attention to essential traffic information provided by the TWR.
c) Inform TWR when the traffic reported is in sight.
d) Start a right turn, as soon as possible, to intercept the trajectory of the missed approach procedure, not interfering with the take-off sector of runway 33 (do not exceed the radial limit of the chart).
e) Remain visual with the other aircraft until it no longer constitutes essential traffic.
f) Observe the possibility of wake turbulence when the aircraft taking off is of the heavier wake turbulence category.
a) Pay attention to the approach sector of runway 28 and essential traffic information provided by the TWR.
b) Inform TWR when the traffic reported is in sight.
c) Maintain visual separation from the other aircraft, if possible.
d) Assess the need to maneuver to avoid traffic.
b) Inform TWR when the traffic reported is in sight.
c) Maintain visual separation from the other aircraft, if possible.
d) Assess the need to maneuver to avoid traffic.
2.5. In order to use the visual separation applied by the pilot-in-command, the ATCOs of TWR-GL and APP-RJ must observe the following procedures:
a) Provide pilots in command, both for approaching aircraft and for aircraft taking off, essential local traffic information in the event of a go-around after MAPT.
b) Instruct the pilot-in-command to maintain visual separation if the provisions cited on a) above occur.
c) Issue a wake turbulence precautionary notice when the aircraft taking off is of the heaviest wake turbulence category.
d) To reiterate to the aircraft the existence of converging courses between them and that visual separation must be applied, reinforcing, for the approaching pilot, the need for a right turn to intercept the trajectory of the missed approach procedure.
e) Transfer traffic to APP-RJ only after flight paths diverge.
b) Instruct the pilot-in-command to maintain visual separation if the provisions cited on a) above occur.
c) Issue a wake turbulence precautionary notice when the aircraft taking off is of the heaviest wake turbulence category.
d) To reiterate to the aircraft the existence of converging courses between them and that visual separation must be applied, reinforcing, for the approaching pilot, the need for a right turn to intercept the trajectory of the missed approach procedure.
e) Transfer traffic to APP-RJ only after flight paths diverge.
2.6.1. Dependent operation under VMC, with reduction of the cut-off point to 1.4 NM, considers the possibility of applying visual separation in an eventual go-around after MAPT. The trajectories of missed approaches do not interfere with the take-off sector of runway 33, however, in an eventual go-around after MAPT, the application of the cut-off point and the visual conditions allow the pilots to apply a visual separation, maintaining acceptable levels of operational safety.
2.6.2. TWR-GL may employ the operations described above, provided that:
a) Weather conditions are such that the ceiling is equal to or greater than 1500 FT and visibility is equal to or greater than 5000 m.
b) The information of “operações simultâneas em pistas convergentes / simultaneous operations on converging runway in progress” is provided through ATIS / D-ATIS, or, in the case of unavailability of these means, via radiotelephony, when traffic enters the TMA.
c) The instrument approach chart specific to that type of operation is in use.
NOTE: Even if the meteorological conditions disclosed are above the established in a), the TWR-GL/APP-RJ in coordination, may, through an operational evaluation, suspend the CROs, considering the various reasons that increase the possibility of missed approaches or any other operational reason.
a) Weather conditions are such that the ceiling is equal to or greater than 1500 FT and visibility is equal to or greater than 5000 m.
b) The information of “operações simultâneas em pistas convergentes / simultaneous operations on converging runway in progress” is provided through ATIS / D-ATIS, or, in the case of unavailability of these means, via radiotelephony, when traffic enters the TMA.
c) The instrument approach chart specific to that type of operation is in use.
NOTE: Even if the meteorological conditions disclosed are above the established in a), the TWR-GL/APP-RJ in coordination, may, through an operational evaluation, suspend the CROs, considering the various reasons that increase the possibility of missed approaches or any other operational reason.
2.7.1.1. In an eventual go-around after the MAPT on runway 28, it is possible that the separation with the aircraft taking off from runway 33 is reduced, so that, being VMC, the application of visual separation may be feasible. In this case, essential traffic information must be detailed and provided to pilots as soon as possible.
a) Information to be provided for the approaching aircraft in the event of a go-around after MAPT:
b) Information to be provided for the aircraft taking off:
3.1. The criteria and procedures established in this AIC do not exempt the pilots and ATS bodies involved from complying with the other provisions contained in the legislation in force.
3.2. Unforeseen cases will be resolved by the Hon. Mr. Head of the Operations Subdepartment of the Airspace Control Department.
3.3. This AIC republish the AIC A 23/22.