The purpose of this Aeronautical Information Circular is to present the planning for the operationalization of the ADS-B OUT in the Brazilian Continental Airspace.
This AIC applies to all users of the Brazilian Airspace Control System (SISCEAB).
2.1. The ATS Surveillance Service represents an important component for Air Traffic Management (ATM), considering that where this service exists, the Control Units do not depend on the pilots to confirm the position of the aircraft conventionally
2.2. In areas where an ATS Surveillance Service is provided by DECEA, the airspace is used more safely and with greater capacity in terms of a greater number of aircraft controlled by the Control Units.
2.3. This service variously represents ADS-B, SSR (Secondary Radar), PSR (Primary Radar) or any equivalent ground system that allows aircraft identification.
2.4. Specifically, as an ATS Surveillance Service, ADS-B offers a more improved use of airspace compared to PSR and SSR systems, as its technology allows for a much higher update rate of aircraft positioning information.
2.5. In this sense, the ability of ADS-B Surveillance to monitor an aircraft more precisely allows the Control Units to provide an even safer and, thus, more efficient service, given the possibility of applying optimized lateral and longitudinal separations.
2.6. Thus, the operationalization of ADS-B at SISCEAB in continental airspace seeks to evolve the ATS Surveillance Service at SISCEAB in areas with higher air traffic density and, consequently, increase the capacity of Brazilian airspace.
Automatic Dependent Surveillance-Broadcast - Function by which aircraft, vehicles and other objects can automatically transmit data such as identification, position and additional data of interest, in broadcast mode via a data link..
Surveillance function provided to an appropriately equipped aircraft to receive and display ADS-B OUT information onboard from other aircraft, as well as ADS-B information from services provided by ground systems.
Set of organizations, agencies or entities that can participate, collaborate and cooperate in the planning, development, use, regulation, operation and maintenance of the ATM System.
Generic expression that represents the dynamic and integrated management of traffic and airspace in a safe, economical and efficient way through the provision of CNS/ATM facilities and continuous services, in collaboration with all participants.
A packet of information transmitted by the aircraft/vehicle. Each ADS-B message contains a defined set of parameters. Multiple messages can be used to transmit all necessary data. Message formats and the number of messages required to provide a complete set of parameters depend on the type of air-to-ground data link used.
A method of navigation that allows aircraft to be operated on any desired flight path within the coverage of navigation aids, within the limits of the capabilities of autonomous navigation equipment, or a combination of both.
Horizontal separation between aircraft applied when aircraft position
information is obtained from a radar.
Generic term that means ADS-B, PSR, SSR or any other similar system
located on the ground that allows the identification of aircraft.
NOTE: A similar system is one for which it has been proven, by benchmarking or other methodology, that the safety and performance levels are equal to or better than those of the monopulse SSR.
NOTE: A similar system is one for which it has been proven, by benchmarking or other methodology, that the safety and performance levels are equal to or better than those of the monopulse SSR.
The average of the time difference between two samples of information related to the same aircraft or the same vehicle and with the same type of information.
Technique for the timely detection of targets, the determination of their position (acquisition of additional information about the targets, if necessary) and the timely delivery of this information to air traffic controllers, in support of the service of control and separation of targets within a defined area of interest.
Volume of airspace in which the surveillance system is capable of
ensuring the required level of performance.
5.1.1. ADS-B is mainly characterized by being dependent, since it has navigation sources and transmission subsystems on board to provide surveillance information, and by being cooperative, since the information is broadcast automatically by radio broadcast by the aircraft and without the need for any external stimulus
5.1.2. ADS-B involves the transmission of aircraft information over a data communication link, including its position (latitude and longitude), flight number, aircraft type and identification, horizontal and vertical velocity, and other information obtained from the systems on board.
5.1.3. Each ADS-B position message also includes data quality indication, which allows users to determine whether the data is adequate to support the intended function. This combined information is simultaneously disseminated to other aircraft with ADS-B capability and to the ground infrastructure or even to satellite communications transceivers, which forward all data to the Air Traffic Control Unit.
5.1.4. Aircraft position, velocity and associated quality indicators are obtained on board via the GNSS receiver. The altitude is obtained from the aircraft's barometric system and matches the data transmitted to the SSR via the onboard transponder (Mode C).
5.1.5. As ADS-B messages are transmitted in broadcast form, they can be received and processed by any receiver developed for this purpose. Thus, ADS-B supports both land-based applications (ADS-B OUT) and onboard aircraft applications (ADS-B IN).
5.1.6. For the ATC Unit to visualize air traffic in a similar way to systems based on SSR sensors, ground stations of the ADS-B system (receivers and processors) must be strategically implemented to provide the surveillance service in a given volume of airspace, and the aircraft operating in that airspace must be equipped with ADS-B avionics
6.1.1. The ADS-B surveillance system will be applied in the Brazilian continental upper airspace with a view to ensuring the evolution of air traffic control management in areas with higher air traffic density.
6.1.2. Thus, in Brazil, ADS-B will be operationalized in the upper continental airspace, in order to enable greater availability and continuity of the ATS surveillance service.
6.1.3. The entire operationalization strategy is centered on the use of the ADS-B OUT 1090 Extended Squitter and the DO 260B version by the operators, given the Brazilian operational needs and in view of the objective of providing the harmonized ADS-B surveillance service, in terms of requirements, with other international air navigation providers.
6.1.4. In this regard, the ADS-B system on board aircraft must provide ground/platform stations with the following minimum set of parameters:
6.2.1. The implementation of the infrastructure to serve the ATS ADS-B OUT surveillance in the Brazilian continental airspace will be carried out, chronologically, according to the priorities established from the identification of homogeneous areas and main air traffic flows.
6.2.2. In this sense, the phases will be as follows:
6.2.3. by July 2024, sensors will be deployed to provide ADS-B surveillance, starting from FL245, in the FIR-RE;
6.2.4. by December 2024, sensors will be deployed to provide ADS-B surveillance, starting from FL245, in the FIR-CW;
6.2.5. by August 2025, sensors will be deployed to provide ADS-B surveillance, starting from FL245, in the FIR-BS; and
6.2.6. by May 2026, sensors will be deployed to provide ADS-B surveillance, starting from FL245, in FIR-AZ.
6.2.7. As of June 2026, the terrestrial infrastructure for ADS-B OUT surveillance will be fully implemented at SISCEAB, providing coverage from FL 245.
6.3.1. As of February 25, 2027, all aircraft operating in Brazilian upper airspace, at FL 245 or above, must be equipped with avionics that comply with the new surveillance technology ADS-B OUT 1090 ES, version DO-260B.
6.3.2. Aircraft without the ADS-B OUT capability will not be able to collaborate with the ATC service and, therefore, will not be cleared to operate at FL 245 or above. This aims at greater efficiency and safety in the provision of air traffic services.
7.1. The certification of aircraft and the approval of airlines for the use of ADS-B OUT in Brazilian airspace must be obtained in accordance with the rules and procedures established by the Brazilian Civil Aviation Agency (ANAC).
8.1. This AIC enters into force on May 22, 2023.
8.2. Additional procedures related to the use of the ADS-B OUT will be published in due course.
8.3. DECEA provides a communication channel for sending questions, suggestions, comments, criticisms, compliments and error notifications through the Citizen Service at
https://servicos.decea.mil.br/sac/index.cfm.