The purpose of this Aeronautical Information Circular is to disseminate and explain the airspace restructuring of the TMA Curitiba and Florianópolis, through the application of best practices based on the Concept of Performance-Based Navigation – PBN, implemented in the amendment of 02 NOV 23.
This AIC applies to all those who, in the performance of their duties, may use the Standard Instrument Arrival (STAR), Standard Instrument Departures (SID) and Instrument Approach (IAC), RNAV or conventional procedures of the Curitiba and Florianópolis TMAs, as well as the routes that leave and/or arrive at these TMA.
ATC Air Traffic Control
ATCSMAC ATC Surveillance Minimum Altitude Chart
ATZ Aerodrome Traffic Zone CTR Control Zone
EAC Restricted Airspace FIR Flight Information Region
GND Ground
IAC Instrument Approach Chart
IAF Final Approach Fix
IFR Instrument Flight Rules
ICAO International Civil Aviation Organization
REA Special Route for Aircraft under Visual FlightRules
REH Helicopter Route Charts
RNAV Area Navigation
SID Standard Instrument Departure
STAR Standard Terminal Arrival
RWY Runway
TMA Terminal Control Area
VFR Visual Flight Rules
ATCSMAC ATC Surveillance Minimum Altitude Chart
ATZ Aerodrome Traffic Zone CTR Control Zone
EAC Restricted Airspace FIR Flight Information Region
GND Ground
IAC Instrument Approach Chart
IAF Final Approach Fix
IFR Instrument Flight Rules
ICAO International Civil Aviation Organization
REA Special Route for Aircraft under Visual FlightRules
REH Helicopter Route Charts
RNAV Area Navigation
SID Standard Instrument Departure
STAR Standard Terminal Arrival
RWY Runway
TMA Terminal Control Area
VFR Visual Flight Rules
Number of aircraft under the simultaneous responsibility of an ATC control sector.
VFR flight path, with lateral dimensions of 3 NM (1.5 NM for each side of its axis), supported by visual geographical points on the ground, with maximum and minimum altitudes (visual obstacle separation margin), indicated as a reference for visual flight guidance of aircraft, arranged in the form of an aisle and in such a way as not to interfere with IFR procedures, EAC and local traffic from major aerodromes.
VFR flight path, with lateral dimensions of 1.0 NM (0.5 NM for each side of its axis), supported by visual geographical points on the ground, indicated as a reference for visual flight guidance of helicopters, arranged in the form of a corridor and in a way that does not interfere with IFR, EAC procedures and local aerodrome traffic.
NOTE: In order to meet the specific operating conditions of TMA Curitiba, the visual flight path for helicopter was established in order to fly over natural and/or artificial landmarks that are easy to observe, such as: highways, major avenues, tourist attractions, parks and railways, with this, the obstacle separation margin for category H aircraft will be 300 feet
NOTE: In order to meet the specific operating conditions of TMA Curitiba, the visual flight path for helicopter was established in order to fly over natural and/or artificial landmarks that are easy to observe, such as: highways, major avenues, tourist attractions, parks and railways, with this, the obstacle separation margin for category H aircraft will be 300 feet
Controlled Airspace, which extends from the ground or water to a specified upper limit, containing IFR Procedures.
3.1. The proposed modifications aim to meet the demands of the SIRIUS Program, DECEA's strategic program with the objective of implementing new systems and technologies in world aviation. ICAO has published Doc 9657 - Global Air Navigation Plan (GANP), whose strategic objectives are: Airspace Safety, Efficiency and Capacity, Economic Development in Air Transport and Environmental Protection.
3.2. The SIRIUS Program is the instrument of the Air Force Command focused on the evolution of the Brazilian Airspace Control System (SISCEAB), in response to the demands arising from the growth and increase in the diversity of air traffic expected for the coming decades and technological evolutions in the field of aviation.
3.3. Through the use of high-tech solutions, the implementation of innovative operational procedures and the emphasis on continuously improving the performance of human resources, the Program has allowed Brazilian society to enjoy an agile, safe, environmentally sustainable, high-performance air navigation system that is adequate to the levels of global interoperability, as well as an infrastructure for the defense of airspace sovereignty adequate to Brazil's needs.
3.4. However, it is important to recognize that implementing significant airspace changes faces complex challenges. Safety issues, staff training and adaptation to changing conditions are just some of the crucial considerations that permeate the Restructuring Project of the Terminal Control Areas of Curitiba and Florianópolis. Thus, risk management and the implementation of contingency plans are indispensable elements to mitigate potential obstacles and ensure a smooth and safe transition process.
3.5. In summary, the "Project for the Restructuring of the Terminal Control Areas of Curitiba and Florianópolis" is an initiative that aims to improve the management and capacity of the airspace. The project effectively seeks to optimize air traffic, reduce delays, and contribute to more efficient and sustainable aviation. By addressing challenges with a comprehensive, cooperative, and technically sound approach, the Project is well positioned to drive the next era of excellence in airspace management.
4.1. SISCEAB, created in 1990 and, in accordance with the provisions of Ordinance No. 1,131/GC3, of October 30, 2020 and NSCA 351-1/2010 "Brazilian Airspace Control System", carries out activities in favor of the management and control of airspace, in an integrated, civil and military manner, to ensure surveillance, security and defense of the airspace under the jurisdiction of the Brazilian State.
4.2. In order to meet the purpose of SISCEAB, the Department of Airspace Control (DECEA) constantly seeks to implement an agile, safe, sustainable, highperformance and interoperable air navigation system. To accomplish that purpose, it is necessary to constantly review the Brazilian Airspace for the application of new technologies and adaptation to the needs of users.
4.3. In the post-implementation analysis of the São Paulo Neo Terminal Project, which changed the entry and exit flows of the Curitiba and Florianópolis Terminals, the airspace users identified opportunities for improvement in the trajectories that serve SBCT and SBFL, regarding the distances flown to São Paulo Terminal.
4.4. Another factor considered in the project was the operational complexity of the Curitiba Terminal, due to the intersection of the trajectories of SBCT and SBBI procedures, which resulted in an increase in the trajectories to SBCT.
4.5. In addition, the project proposed to mitigate the effects of conflicting points identified in Curitiba and Florianópolis Terminals, reducing the complexity of these airspaces.
5.1. The Airspace Circulation Restructuring Project of the Curitiba and Florianópolis Terminals was conceived with the following objectives:
a) Improved operational safety;
b) Reduction of the distances flown in the trajectories of the TMA-CT and TMA-FL;
c) Improvement of the efficiency in the circulation of the respective TMA;
d) Reduction of complexity between the TMAs trajectories; and
e) Mitigation of environmental impact.
a) Improved operational safety;
b) Reduction of the distances flown in the trajectories of the TMA-CT and TMA-FL;
c) Improvement of the efficiency in the circulation of the respective TMA;
d) Reduction of complexity between the TMAs trajectories; and
e) Mitigation of environmental impact.
5.2. To achieve the project's objectives, changes were made to the structure of the terminals involved, including:
a) New SID and STAR charts for SBCT, SBBI, SBJV, SBNF and SBFL aerodromes;
b) Adequacy of the IACs of the aerodromes involved;
c) New IAC procedures for the SBBI aerodrome;
d) Update of ATCSMAC charts of Curitiba and Florianópolis;
e) New sectorization of TMA-CT, TMA-FL and ACC-CW;
f) Adequacy of EAC;
g) Adjustments of the visual corridors of the respective TMA;
h) Adjustments in the procedures of SDEN aerodrome; and
i) Adjustments in the structure of the airspaces (TMA and CTR).
a) New SID and STAR charts for SBCT, SBBI, SBJV, SBNF and SBFL aerodromes;
b) Adequacy of the IACs of the aerodromes involved;
c) New IAC procedures for the SBBI aerodrome;
d) Update of ATCSMAC charts of Curitiba and Florianópolis;
e) New sectorization of TMA-CT, TMA-FL and ACC-CW;
f) Adequacy of EAC;
g) Adjustments of the visual corridors of the respective TMA;
h) Adjustments in the procedures of SDEN aerodrome; and
i) Adjustments in the structure of the airspaces (TMA and CTR).
5.3. During the elaboration of the project, preference was given to optimize the trajectories for the most flown city pairs, since a reduction of the distance flown on these routes would bring greater benefits to users.
6.1.1.1. The limits of the TMA-CT and the CTR CT and JV were planned to meet the new arrival and exit flows.
6.1.2.1.
The sectorization of the TMA-CT was adjusted to meet the new circulation, with the most relevant aspect being the readjustment of the lateral limits in order to balance the arrival and departure flows of the terminal's main aerodromes, in addition to the exclusion of the T6 sector. The new configuration of the TMA-CT sectorization was established as follows:
The sectorization of the TMA-CT was adjusted to meet the new circulation, with the most relevant aspect being the readjustment of the lateral limits in order to balance the arrival and departure flows of the terminal's main aerodromes, in addition to the exclusion of the T6 sector. The new configuration of the TMA-CT sectorization was established as follows:
6.1.3.1. The arrival procedures for SBCT were designed prioritizing the trajectories of greatest demand from the aerodrome, and whenever possible, direct trajectories from the beginning of STAR to the IAF.
6.1.3.2. The IAC procedures for the aerodrome have undergone minor adjustments to meet the new circulation. The biggest change is in the missed approach procedures, which were previously with curves at low altitudes and now maintain the direction of the runway in use, to separate them with the traffic on departure.
6.1.3.3. Departure procedures have been established in such a way as to allow CCO (Continuous Climb Operations) whenever possible, prioritizing the initial turn after crossing an altitude, and no longer from pre-established positions.
6.1.3.4. There was also a need to implement RNAV departures for RWY 11/29, which will facilitate the operation of both runways. In addition, a low-performance profile has been developed for the RWY 15 take-offs, with low-altitude turns, quickly freeing the runway axis.
6.1.3.7. For RWY 33 departures, all procedures start with a slight left turn, which aims to ensure a minimum separation of 3NM laterally with the SID and IAC procedures of SBBI, in order to allow simultaneous operation with that aerodrome when RWY 33 is in use at SBCT.
6.1.4.1. For SBBI, STAR procedures were only established for the sector with the highest demand of the TMA-CT, northeast sector. For the other sectors, the aircraft will be guided by the ATC to fly to TMA-CT positions to start the approach procedure to be performed.
6.1.4.2. Regarding the approach procedures, a new procedure was implemented with a direct approach to RWY 18, and there is no longer the "displaced" approach of the existing circulation. The new IAC will make it easier for aircraft to approach and reduce impacts with missed approaches in situations involving atypical weather conditions. With the implementation of this new IAC, the approach profile was also changed to circulate to RWY 36, where there will be two Defined Visual Trajectories contemplating the circulation to threshold 36 and possible missed approaches during the final approach. For RWY 36, adjustments were made to meet the new circulation.
6.1.4.3. Departures of SBBI were elaborated according to the new trajectories of departure and arrival of SBCT, in order to deconflict them as much as possible.
6.1.5.1. As for SBBI, for SBJV were established STAR procedures only for the sector with the highest demand of the TMA-CT, the northeast sector. For the other sectors, the aircraft will be guided by air traffic control to fly to TMA-CT positions to start the approach procedure to be performed.
6.1.5.2. The BJV's IAC were adjusted to meet the new circulation.
6.1.5.2.1. In the case of departures, priority was given to the establishment of trajectories for the sector with the highest demand, in this case also the northeast sector. Two departures were created for aircraft flying to SBGR and SBKP, one departure to serve low-performance aircraft, limited by FL190, to not impact other SID and STAR trajectories of SBCT and SBBI. For the other sectors, the aircraft will be authorized through the SID OMNI of SBJV.
6.1.6.1.1. The main changes to the REA-CT were:
a. Exclusion of Class G preferential routes;
b. Modification of the TIBAGI gate to JAZIDA gate;
c. Modification of the NORTH and SOUTH corridors;
d. Creation of the CAMPO MAGRO - BARIGUI - TAMANDARÉ corridor;
e. Creation of the SANEPAR corridor and gate;
f. Creation of the BARRA DO SUL and SÃO FRANCISCO DO SUL corridors.
NOTE: The details of the CT REA are contained in a specific ICA.
a. Exclusion of Class G preferential routes;
b. Modification of the TIBAGI gate to JAZIDA gate;
c. Modification of the NORTH and SOUTH corridors;
d. Creation of the CAMPO MAGRO - BARIGUI - TAMANDARÉ corridor;
e. Creation of the SANEPAR corridor and gate;
f. Creation of the BARRA DO SUL and SÃO FRANCISCO DO SUL corridors.
NOTE: The details of the CT REA are contained in a specific ICA.
6.1.6.2.1. The main changes of the REH CT were:
a. Adjustments to the circulation of helicopters in relation to the width of corridors and controlled compulsory routes;
b. Exclusion of corridors;
c. Change of the ABRANCHES gate to PARQUE SÃO LOURENÇO.
NOTE: The details of the CT REH are contained in a specific ICA.
a. Adjustments to the circulation of helicopters in relation to the width of corridors and controlled compulsory routes;
b. Exclusion of corridors;
c. Change of the ABRANCHES gate to PARQUE SÃO LOURENÇO.
NOTE: The details of the CT REH are contained in a specific ICA.
6.2.1.1. The limits of the TMA-FL and the CTR FL and NF were not changed, only the Florianópolis Terminal 4 was excluded.
6.2.2.1. The sectorization of TMA-FL was planned in order to meet the new circulation, as well as to obtain a better balance of demand, with positive results in operational safety (with the reduction of complexity) and ATC capacity. The new configuration of the TMA-FL sectorization was established as follows:
6.2.2.2. Sector T1 remains as the approach sector to SBFL, in addition to carrying out the SIDs of the aerodrome in question, ensuring separations with the STAR.
6.2.2.3. Sector T2 became the only final sector of SBFL, for both RWY 14 and RWY 32.
6.2.2.4. The Navegantes sector, previously divided into approach and departure, is now divided into the west sector (T3) and the east sector (T4).
6.2.3.1. The arrival procedures to SBFL were designed prioritizing the trajectories of greatest demand to the aerodrome, and whenever possible, direct trajectories from the beginning of STAR to the IAF.
6.2.3.2. The IAC procedures for the aerodrome have undergone minor adjustments to meet the new circulation.
6.2.3.3. Departure procedures have been established in such a way as to allow CCO (continuous climb operation) whenever possible, prioritizing the initial turn after crossing an altitude, and no longer from pre-established positions.
6.2.4.1. The STAR procedures for SBNF have not changed significantly and have been optimized as far as possible. Due to the low demand of the southern sector, the STAR for that sector was suppressed, allowing a less restrictive circulation in the SID and STAR trajectories of SBFL. Aircraft from the south and west regions will be instructed to fly directly to the IAF for the runway in use.
6.2.4.2. The instrument approach procedures have been adjusted to meet the new circulation. The central IAF of runway 07 has been excluded.
6.2.4.3. The SID procedures of SBNF have been optimized, especially the higher demand departure to the northern sector in the ENSUG transition.
6.2.5.1.1. The main changes to the REA-FL were:
a. On the BAÍA route, the positions TREVO (south gate for SSKT), TRAPICHE (north gate for SBFL), GANCHOS, COSTA ESMERALDA and ESTALEIRINHO (south gate for SBNF) were created;
b. On the EAST route, the positions GAMBOA, PÂNTANO DO SUL (southeast gate to SBFL), SANTINHO, LAGOINHA and GANCHOS (replaced TIJUCAS to avoid the parachuting area) were created;
c. Creation of the CENTRAL route: To facilitate SSKT access to the north of the island. POTECAS (North gate to SSKT) – BIGUAÇU – RATONES – LAGOINHA.
d. On the MADRE PAULINA route, creation of the position SALSEIRO and COSTA ESMERALDA;
e. Creation of the SERRA DO ITAJAÍ route: To facilitate access from the west of SC to SBNF, SDEN or nearby aerodromes. IBIRAMA – PARQUE – BRUSQUE.
f. On the EUROPA route: Creation of the DECKER position to avoid IAF BUTMU RWY 07 from SBNF and COSTA ESMERALDA;
g. Creation of the NORTE route: To facilitate access from SSBL to SBNF through the northern sector, avoid the approach sector RWY 07 and takeoff sector RWY 25 and connect with the REA of Curitiba. BLUMENAU – RODOVIA – PIÇARRAS
– BARRA VELHA;
h. Creation of the PORTO BELO route: Its purpose is to order the traffic taking off from SDEN with Z flight plan, and/or to SDEN (creation of the CALCÁRIO AND PONTA DO ARAÇA gates), as provided for in the specific AIC and in the aerodrome's ROTAER.
NOTE: The details of the REA FL are contained in a specific ICA.
a. On the BAÍA route, the positions TREVO (south gate for SSKT), TRAPICHE (north gate for SBFL), GANCHOS, COSTA ESMERALDA and ESTALEIRINHO (south gate for SBNF) were created;
b. On the EAST route, the positions GAMBOA, PÂNTANO DO SUL (southeast gate to SBFL), SANTINHO, LAGOINHA and GANCHOS (replaced TIJUCAS to avoid the parachuting area) were created;
c. Creation of the CENTRAL route: To facilitate SSKT access to the north of the island. POTECAS (North gate to SSKT) – BIGUAÇU – RATONES – LAGOINHA.
d. On the MADRE PAULINA route, creation of the position SALSEIRO and COSTA ESMERALDA;
e. Creation of the SERRA DO ITAJAÍ route: To facilitate access from the west of SC to SBNF, SDEN or nearby aerodromes. IBIRAMA – PARQUE – BRUSQUE.
f. On the EUROPA route: Creation of the DECKER position to avoid IAF BUTMU RWY 07 from SBNF and COSTA ESMERALDA;
g. Creation of the NORTE route: To facilitate access from SSBL to SBNF through the northern sector, avoid the approach sector RWY 07 and takeoff sector RWY 25 and connect with the REA of Curitiba. BLUMENAU – RODOVIA – PIÇARRAS
– BARRA VELHA;
h. Creation of the PORTO BELO route: Its purpose is to order the traffic taking off from SDEN with Z flight plan, and/or to SDEN (creation of the CALCÁRIO AND PONTA DO ARAÇA gates), as provided for in the specific AIC and in the aerodrome's ROTAER.
NOTE: The details of the REA FL are contained in a specific ICA.
6.3.1. The sectorization of FIR-CW was impacted by the new trajectories of the SID and STAR of the locations involved, as a result, adjustments were made to meet the new demands, aiming to obtain a better balance of demand, with positive results in operational safety (with the reduction of complexity) and ATC capacity.
6.3.2. Sectors 01, 02, 04, 10, 16 and 17 underwent minor adjustments.
6.3.3. Sectors 07, 08, 11, 12, 13, 14 and 15 have not changed.
6.3.4. Sector 03 absorbed a part of sector 18, thus increasing in proportion.
6.3.5. Sector 04 has lost part of its northern portion, which will be incorporated into sector 18.
6.3.6. The new sector 18 lost part of its northern and western portions and absorbed part of sectors 09 and 04. The size of the sectors was planned so that the main conflict points were in the same sector and away from the boundaries between sectors.
6.3.7. The new sector 05 absorbed the part of sector 06, which includes EAC SBR405 and SBR455, and lost a southwestern portion, close to TMA Florianópolis, which was incorporated into sector 06.
6.3.8. In sector 10, an adjustment was made to allow the departures of TMA Curitiba to always be in sector 10.
6.3.9. Sector 17 incorporated a portion of Sector 18 and ceded a portion to Sector 10.
6.3.10. The section from the RAXIT position to the ATIMA position, on the UZ21 airway, was excluded because the new STAR for SBCT and SBJV no longer use the ATIMA position.
6.3.11. The UZ69 airway was expanded from the XONUG position to the TIMRU position.
The restructuring of the airspace circulation of TMA-CT and FL, as well as the other changes resulting from the Project will come into force on 02 NOV 2023, at 04:00 UTC.
DECEA offers a communication channel for sending questions, suggestions, critical comments, compliments, and notifications of errors through the Citizen Service at the following website: https://servicos.decea.mil.br/sac/
Cases not provided for in this AIC will be resolved by the Head of DECEA's Operations Subdepartment.
Cases not provided for in this AIC will be resolved by the Head of DECEA's Operations Subdepartment.
8.1. This AIC republish the AIC A 26/23