brazil · 2021. 4. 28. · sp’s main changes, namely the redirection of sbgr arrival flow from...

BRAZIL MINISTRY OF DEFENSE – AIR FORCE COMMAND DEPARTMENT OF AIRSPACE CONTROL Av. General Justo, 160 – Zip Code 20021-130 – Rio de Janeiro/RJ http://www.decea.mil.br

AIC

A 09/21

20 MAY 21

RESTRUCTURING OF AIR TRAFFIC FLOW IN THE SÃO PAULO TERMINAL CONTROL AREA – NEO TMA-SP PROJECT

Validity period: from 20 MAY 2021 to PERM

1 PRELIMINARY ARRANGEMENTS

1.1 PURPOSE

This Aeronautical Information Circular aims to promulgate and explain the restructuring of air traffic flow in the São Paulo TMA (TMA-SP) as a consequence of the NEO TMA-SP Project, through the application of best practices based on the concept of Performance-based Navigation (PBN). 1.2 SCOPE

This AIC is applicable to all those who, in the course of their duties, come to use the Standard Terminal Arrival Route (STAR), Standard Instrument Departure (SID), Instrument Approach (IAC), RNAV or conventional procedures within the São Paulo TMA, as well as the routes in and out of this TMA. 1.3 ABBREVIATIONS

1.3.1 In this AIC, the abbreviations below stand for the following:

AIC Aeronautical Information Circular

AR Authorization Required ATM Air Traffic Management ATC Air Traffic Control APP Approach Control AWY Airway ATCSMAC CCO

ATC Surveillance Minimum Altitude Chart Continuous Climb Operations

CDO Continuous Descent Operations CGNA CTR

Air Navigation Management Center Control Zone

DECEA Department of Airspace Control

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FAVA Final Approach Vectoring Area FIR Flight Information Region GNSS Global Navigation Satellite System IAC Instrument Approach Chart IAF Initial Approach Fix IAP Instrument Approach Procedure ICAO International Civil Aviation Organization IFR Instrument Flight Rules IPEV Flight Testing and Research Institute MACAR Brazilian Manual on Aeronautical Chart Design NM Nautical Mile PBN Performance-based Navigation RNAV Area Navigation RNP Required Navigation Performance RWY Runway SID Standard Instrument Departure STAR Standard Terminal Arrival Route

TMA Terminal Control Area

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2 INTRODUCTION TO THE NEO TMA-SP PROJECT

2.1 With a view to preparing the airspace structure of the busiest terminal area in Brazil in order to efficiently absorb the growing air traffic demand in the coming years, and considering the maturity reached in the collaborative decision-making process as well as the existing opportunities for improvement, DECEA has launched a project of modernization and complete restructuring of TMA-SP, so as to optimize the airspace in one of Latin America’s main TMAs. 2.2 OPERATIONAL OBJECTIVES OF THE NEO TMA-SP PROJECT:

a) To ensure a capacity of at least 10% more than the expected demand for the 10 years following the project implementation;

b) To reduce air traffic controllers’ and pilots’ workloads; c) To reduce holding due to airspace capacity; d) To reduce delays related to airspace capacity; e) To establish procedures with the least complexity possible in arrival and departure

profiles; f) To adopt the best practices of air traffic management as per the international ATM

community; g) To prevent potential conflict areas which might lead to AIRPROX; and h) To maintain our high levels of operational safety.

2.3 PRINCIPLES OF THE TMA-SP AIR TRAFFIC FLOW RESTRUCTURING: a) Giving priority in air traffic flow design to the busiest airports (namely, Guarulhos,

Congonhas, Campinas, and São José dos Campos in that order); b) Designing air traffic flow that is independent from the route network; c) Improving the distribution of SBGR arrivals among different sectors in TMA-SP; d) Allowing unrestricted departures whenever possible; and e) Correcting the difficulties in current air traffic flow indicated in a TMA-SP data

analysis, e.g., softening the climb and descent gradients.

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3 AIRSPACE SCOPE

3.1 As the redesign of the air traffic flow was based on an in-out concept, since TMA-SP is the main hub in Brazil, the first step was to define the best paths within the TMA. After that, the route network was adjusted to provide the most direct routes possible. 3.2 FIR-CW 3.2.1 Thus, a considerable restructuring of FIR-CW became necessary to enable one of TMA-SP’s main changes, namely the redirection of SBGR arrival flow from the ANISE fix to BUXUK (near Sorocaba). Not only does this alteration allow a better balance among SBGR arrival flows, but it also frees the departures via TMA-SP Sectors E and NE. 3.2.2 The new FIR-CW route structure has made it possible for the distances flown between the main pairs of cities to remain the same as or become shorter than what was flown before Neo TMA-SP implementation. Tables 1, 2 and 3 show the main TMA-SP arrivals and departures via FIR-CW. Further details about the complete routes to be used in flight plans shall be verified in official aeronautical publications.

NEO TMA-SP ROUTES

SBGR Departure Aerodrome

Route Arrival Destination Aerodrome

Route Departure

SBCG UM411 SBCG UM415 - UZ63 SBCT UZ121 SBCT UZ85 SBFI UZ28 - UZ121 SBFI UZ152 SBFL UZ93 - UZ121 SBFL UZ92 SBJV UZ121 SBJV UZ85 SBLO UZ65 – UM411 SBLO UZ58 SBMG UZ65 – UM411 SBMG UZ58 SBNF UZ93 – UZ121 SBNF UZ92 SBPA UZ5 – UZ121 SBPA UZ38

Table 1 – Routes with SBGR as destination/departure aerodrome

NEO TMA-SP ROUTES SBSP

Departure Aerodrome


Route Departure

SBCG UZ42 SBCG UM415 - UZ63 SBCT UM548 - UM540 SBCT UZ85 SBFI UM548 - UM540 SBFI UZ152 SBFL UM540 SBFL UZ92 SBJV UM548 - UM540 SBJV UZ85 SBLO UZ65 – UZ42 SBLO UZ58 SBMG UZ65 – UZ42 SBMG UZ58 SBNF UM540 SBNF UZ92 SBPA UM540 SBPA UZ38

Table 2 – Routes with SBSP as destination/departure aerodrome

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NEO TMA-SP ROUTES

SBKP Departure Aerodrome


Route Departure

SBCG UM411 SBCG UM415 - UZ63 SBCT UZ132 SBCT UZ85 SBFI UZ28 - UZ132 SBFI UZ152 SBFL UZ93 - UZ132 SBFL UZ92 SBJV UZ93 - UZ132 SBJV UZ85 SBLO UZ65 - UM411 SBLO UZ58 SBMG UZ65 - UM411 SBMG UZ58 SBNF UZ93 - UZ132 SBNF UZ92 SBPA UZ5 - UZ121 SBPA UZ38

Table 3 – Routes with SBKP as destination/departure aerodrome

3.2.3 FIR-CW routes have been conceived to cater to the new TMA-SP flow, prioritizing the busiest pairs of cities so as to facilitate the most direct route possible between them. For that to happen, it has also been necessary to update the main terminals in the South of Brazil -- i.e., Porto Alegre, Curitiba, and Florianópolis --, whose structure has been adapted to the new routes, thus requiring the design of new SID and STAR charts. 3.2.4 FIR-CW will comprise 18 control sectors, whose horizontal and vertical boundaries can be found in AIP-Brazil. Two dynamic sectors (S09F and S06F) have also been created, which will allow the transfer of the traffic flow from a congested sector to an adjacent sector with available capacity.

Figure 1 – Dynamic sectors (S09F and S06F)

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3.2.5 The main change to FIR-CW consists in the creation of a new sector (S18) over Curitiba Terminal and the alteration of the flow in the sectors in the vicinity of São Paulo Terminal (S05, S09, and S10).

Figure 2 – Sector 18 and vicinity of TMA-SP (S05, S09, and S10)

3.2.6 Furthermore, there has been a reduction of FIR-CW (S11 and S12) on its interface with FIR-BS (to the Northwest of TMA-SP).

Figure 3 – New FIR-CW boundaries (S11 and S12)

3.2.7 The boundaries of FIR-CW’s remaining sectors, with significant changes, have been

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planned to cater to the arrival and departure flows for Porto Alegre, Florianópolis and Curitiba Terminals. 3.3 FIR-BS 3.3.1 FIR-BS also needed to be adapted, albeit in a smaller scale, to the new TMA-SP structure. FIR-BS horizontal boundaries in sectors S03, S06 and S08 have3.3.4 The arrival procedures (STAR) to SBKP (Campinas/Viracopos) and SBSP (São Paulo/Congonhas) aerodromes will begin at the UTLOT fix if the traffic arrives via São Paulo TMA’s Northwest sector, or at the ENTIT fix when the aircraft arrives via the North and Northeast sectors of the São Paulo TMA. 3.3.5 The arrival procedure to SBGR aerodrome (São Paulo/Guarulhos – Governador André Franco Montoro) will start at the ZARES fix if the traffic arrives via the Northwest sector of the São Paulo TMA; or alternatively at the VUNOX fix when the aircraft arrives via the North and Northeast sectors of this TMA. Exceptions may be applied in both cases by CGNA to balance the route network. Departure procedures will not undergo changes in the area overseen by FIR BS. been modified to enable the inclusion of a new sector S17, which will be responsible for the arrivals to the Northwest sector of the Neo São Paulo TMA. 3.3.2 The new sector S17 will be fed by a route network defined by CGNA that aims to minimize impact to aviation (longer flight paths) as well as to share the load with Brasilia’s sector S02, which receives traffic proceeding from the Brazilian Northeast and Europe. Adjustments have been made in order to provide better air traffic flow in the region, thus contributing to a safer and more organized air traffic. 3.3.3 After the change to the FIR horizontal boundary, the need arose to realign AWY UZ82 so it would lie at a safe distance from the new FIR boundary. The realigned AWY UZ82, after the SINIP fix, will go over the LIVIN, OBGUV, ARUSA, PANAM, UBRAM, TITVO and ANSOK fixes, being the shortest route for aircraft proceeding from SBEG, SBCY, SBPV, North America, Central America and countries in the North and Northwest of South America.

Figure 4 – New FIR-BS Sector

3.4 TMA-YS 3.4.1 The horizontal boundaries of Academia TMA (TMA-YS) in its Southwest, West, and

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Northwest sectors will coincide with the horizontal boundaries of Brasilia FIR, Curitiba FIR, and Bauru TMA. 3.4.2 The arrival procedures (STAR) to SBKP (Campinas/Viracopos) and SBSP (São Paulo/Congonhas) aerodromes will begin at the UTLOT fix, and all aircraft destined to SBKP will be under control of Academia APP, as will be the aircraft flying to SBSP at FL 190 or below. 3.4.3 The arrival procedure to SBGR aerodrome (São Paulo/Guarulhos - Gov. André Franco Montoro) will start at the ZARES fix, but only the aircraft flying at FL 190 or below will be under control of Academia APP. 3.4.4 The departure procedures from SBKP (Campinas/Viracopos) aerodrome which make use of the GERTU and UKBEV transitions will be under control of Academia APP when they enter TMA-YS.

3.5 TMA-RJ 3.5.1 Due to the development of new sectors in TMA-SP, the sector in charge of Rio-São Paulo Air Bridge (Tubulão) had to be transferred to APP-RJ. 3.5.2 During the airspace design phase, the situation of AWY UZ10 was assessed, considering the impact of its frequent deactivation due to the use of flight test areas by Embraer/IPEV. The decision was made, then, to realign the airway to allow its continuous use, as well as to reorganize the remaining Tubulão airways to reduce transiting traffic in TMA-SP. 3.5.3 Therefore, the Tubulão Sector has assumed the following configuration:

a) Boundary adjacent to test flight areas SBR 431 and SBR 434; b) Realigned AWY UZ10, designated for traffic to SBGR and SBKP; c) Realigned AWY UZ42, designated for traffic to SBGL and for TMA-RJ

transits; d) Creation of AWY UZ171, where UZ44 used to be and with the opposite

direction, designated for traffic to SBRJ; and e) UZ45 kept for traffic to SBSP and for TMA-SP transits.

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Figure 5 – Changes to the “Tubulão” Sector

3.5.4 As a response to the new airway configuration of “Tubulão”, all the STAR and SID of TMA-RJ which connected to such airways have been adapted as follows:

a) All SIDs that take to the SIDUR fix have been kept, yet the realigned UZ10 will take to the ESORU fix;

b) STARs to SBGL will begin at the VUREP fix (UZ42); c) STARs to SBRJ will begin at the KEVUN fix (UZ171); and d) The UMBAD transition has been removed from the SIDs, so only the NAXOP

transition has been kept for UZ45.

4 SÃO PAULO TMA RESTRUCTURING

4.1 SECTORIZATION 4.1.1 The TMA-SP boundaries have been planned to cater to the departure and arrival traffic flows with increased demand, enabling a better traffic distribution. 4.1.2 The new TMA-SP 1 configuration has been determined as seen in Table 4 below:

TMA-SP 1 BOUNDARIES

VERTICAL BOUNDARY HORIZONTAL BOUNDARY

LATITUDE LONGITUDE

5500FT – FL245

23 52 59.07 S 045 22 50.97 W

24 04 32.38 S 046 04 18.19 W

24 18 27.07 S 046 10 01.60 W

24 24 24.54 S 046 41 30.07 W

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24 19 43.52 S 046 47 46.17 W

23 40 20.20 S 047 40 01.19 W

23 37 19.39 S 047 43 59.03 W

23 15 27.48 S 047 48 06.03 W

22 56 23.40 S 047 41 15.76 W

22 41 41.74 S 047 33 36.68 W

22 38 47.89 S 047 26 26.82 W

22 27 41.06 S 046 59 07.05 W

22 33 28.43 S 046 07 22.49 W

22 49 12.99 S 045 59 57.28 W

22 58 29.96 S 045 55 33.93 W

23 03 08.26 S 045 40 01.59 W

23 02 25.51 S 045 36 48.96 W

23 14 57.63 S 045 33 22.15 W

23 18 38.06 S 045 32 21.42 W

23 42 44.51 S 045 25 41.57 W

Table 4 – New TMA-SP 1 boundaries 4.1.3 TMA-SP 2, whose vertical boundaries are 3600FT and 5500FT, has kept its boundaries unchanged. 4.1.4 The TMA-SP sectors have been configured in a way to allow the designation of certain sectors to specific traffic flows. The new boundaries and roles are described in Table 5.

TMA-SP Sectors

SECTOR BOUNDARIES ROLES

T1 Horizontal: AS PER ARC RJ/SP Vertical: from 5500FT to FL245

Designated for arrivals from FIR-CW and from Tubulão to SBSP.


Designated for departures to FIR-CW (S05, S09 and S10) and to FIR-BS (S03).


Sector responsible for SBKP arrivals and departures via the West sector.

T4 Horizontal: AS PER ARC RJ/SP Vertical: from FL135 ao FL245

Designated for arrivals from FIR-BS to SBSP.

T5 Horizontal: AS PER RJ/SP Vertical: from 5500FT to FL135

Sector responsible for SBKP arrivals and departures via the East sector.

T6 Horizontal: AS PER ARC RJ/SP Vertical: from FL135 to FL245

Designated for receiving and sequencing the traffic proceeding from FIR-BS and from TMA-SP T13 to SBGR.


Designated for departures to Tubulão and to the Northeast of TMA-SP.


Designated for departures to FIR-BS (S01 and S03).

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Designated for final sequencing for landings at SBGR.


Designated for final sequencing for landings at SBSP.


Designated for final sequencing for landings at SBKP.

T12 Horizontal: AS PER ARC RJ/SP Vertical: from GND to FL105

Sector responsible for ATS provision in CTR-SJ.

T13 Horizontal: AS PER ARC RJ/SP Vertical: from FL135 to FL245

Designated for receiving and sequencing the traffic proceeding from FIR-CW (S10) and from FIR-BS (S03) to SBGR.

T14 Horizontal: AS PER ARC RJ/SP Vertical: AS PER Terminal Area VFR routes

Sector responsible for ATS provision to VFR traffic in Terminal Area VFR routes

Table 5 – TMA-SP sectors description

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4.2 STAR AND SID PROCEDURES 4.2.1 SBGR 4.2.1.1 SBGR arrival procedures have been designed to channel most of the flow to designated feeding sectors (T13 and T6), being T6 responsible for sequencing the aircraft using the Point Merge System technique. 4.2.1.2 The departure procedures have been designed in a way to allow unimpeded CCO climbs as often as possible, offering alternatives to high and low performance aircraft. 4.2.1.3 SBGR RWY 09 Traffic flow

Figure 6 – SBGR RWY 09 traffic flow

4.2.1.4 SBGR RWY 27 Traffic flow

DEPARTURES

ARRIVALS

DEPARTURES

ARRIVALS

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Figure 7 – SBGR RWY 27 traffic flow

4.2.2 SBSP 4.2.2.1 SBSP arrival procedures have remained similar to the current ones, with the difference that the flow proceeding from FIR-CW will enter TMA-SP via the ANISE fix. Descent gradients have been reduced and IAF altitudes have been lowered in order to improve traffic management and prevent unstabilized approaches. 4.2.2.2 Departure procedures have been designed so as to allow unimpeded CCO climbs as often as possible and to offer alternatives to lower performance aircraft. 4.2.2.3 SBSP RWY 17 Traffic flow

Figure 8 – SBSP RWY 17 traffic flow

4.2.2.4 SBSP RWY 35 Traffic flow

ARRIVALS

DEPARTURES

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Figure 9 – SBSP RWY 35 traffic flow

4.2.3 SBKP 4.2.3.1 SBKP arrival procedures have had their descent gradients reduced and IAF altitudes lowered in order to improve traffic management and prevent unstabilized approaches. 4.2.3.2 Departure procedures will have higher level restrictions than the current ones, providing more direct climbs. Departures for low-performance aircraft to high-demand sectors have been also designed for use whenever possible. 4.2.3.3 SBKP RWY 15 Traffic flow

Figure 10 – SBKP RWY 15 traffic flow

DEPARTURES

ARRIVALS

ARRIVALS

DEPARTURES

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4.2.3.4 SBKP RWY 33 Traffic flow

Figure 11 – SBKP RWY 33 traffic flow

4.2.4 SBSJ 4.2.4.1 SBSJ arrival and departure procedures have undergone few changes, since it was only necessary to make them compatible with the new traffic flow in TMA-SP. A new RNP (AR) approach procedure for RWY 16 has also been designed.

5 SPECIFIC PROCEDURES

5.1 POINT MERGE SYSTEM 5.1.1 Point Merge is an arrival sequencing method developed by EUROCONTROL’s Experimental Center in 2006. It is considered one of ICAO aviation system block upgrades and is referenced as a technique to support continuous descent operations (CDO). 5.1.2 The Point Merge arrival is an operational method of integrating high density arrival flows. Traffic integration is accomplished through the integration of arrival flows at a single point. This system increases situational awareness, improves predictability, and reduces flight deck and ATC workloads. 5.1.3 The system consists in the creation of sequencing legs with a buffering role before the merge point (where traffic converges). When an aircraft is flying that leg, it can be cleared “direct to” the merge point at any appropriate time. This enables the controller to stretch the path by keeping an aircraft on the leg for a certain time. Alternatively, ATC can clear the aircraft direct to the merge point from the start, shortening the path without detriment to the optimized profile descent.

ARRIVALS

DEPARTURES

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Figure 12 – Point Merge System

Figure 13 – Lateral view of the Point Merge System

5.2 POINT MERGE SYSTEM OPERATIONAL PRINCIPLES 5.2.1 With this technique, the controller is expected to sequence a high number of aircraft with minimum vectoring and with less radio frequency use, with the predominance of the “Cleared direct to...” instruction. Hence, pilots are strongly advised not to occupy the frequency with questions about whether they will need to join the sequencing legs (arcs) or be able to fly directly. The correct procedure will be to maintain the STAR in use and wait for authorization to go direct to the merge point (the SANPA fix). 5.2.2 Another important requirement is the speed, which has been defined as compulsorily 250kt along sequencing legs and compulsorily 230kt at the SANPA fix (merge point). The aim here is to prevent the loss of lateral separation between traffic during sequencing and ensure an expeditious flow. If an aircraft is unable to comply with the prescribed speeds, the pilot in command is expected to inform APP-SP as soon as possible so it can increase separation or provide radar vectors. 5.3 FINAL APPROACH VECTORING AREAS (FAVA) ON ATCSMAC 5.3.1 FAVAs are predefined areas based on the use of surveillance radar equipment. These areas aim to delimitate airspace dimensions to which an aircraft will be directed in order to intercept the final approach of an IFR procedure. Its descent may be cleared up to the minimum altitude set for the area. 5.3.2 FAVA has predefined dimensions and begins 1.5 NM from the threshold, with a semi-width of 1.25 NM, extending for 8 NM, with an opening of 15%. If there is an operational need,

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FAVA can extend for up to 15 NM, with a 15% opening.

Figure 14 - Final Approach Vectoring Area (FAVA) Dimensions

5.3.3 FAVAs are delimited for each threshold and can only be used for IFR procedures with a final approach heading within 3° of the runway heading. 5.3.4 Descent to the minimum altitude of the FAVA can only occur if the aircraft is established on the final approach course or on an intercept heading of 40° or fewer. If the intercept heading is above 40°, the descent can only occur to the minimum altitude prescribed in ATCSMAC. 5.3.5 The criteria for FAVA design are available in CIRCEA 100-54 - Padronização da Elaboração de Procedimentos de Navegação Aérea [Standardization of Air Navigation Procedure Design], while the publication criteria can be found in MACAR - Manual de Cartas IFR [IFR Chart Manual]. 5.3.6 With that in mind, FAVAs have been designed for TMA-SP main airports. The main operational advantages sought by the implementation of this new concept are:

a) lowering of minimum altitudes for vectoring near the final approach segments; b) reduction of the distances flown in vectoring; c) reduction of unstabilized descents; and d) optimization of the flow in the final sectors of the Terminal.

Figure 15 – SBSP and SBGR FAVAs

5.4 OMNIDIRECTIONAL DEPARTURES 5.4.1 One of the measures adopted to reduce the number of charts as well as to mitigate the

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problems posed by the frequent navaid failures in TMA-SP was the design of omnidirectional departures in place of conventional SIDs. 5.4.2 Omnidirectional departures, named OMNI SID, are instrument departure procedures whose initial section is, in most cases, the departure runway heading and which allow turns to any direction after the aircraft reaches a certain altitude. In this regard, OMNI SIDs differ from traditional instrument departures in that they do not set predefined flight paths and in that they can do without navaids to guide navigation. 5.4.3 This type of procedure provides more flexibility for ATC because, depending on the demand, it may clear a direct route to the required departure fix or an alternative route to avoid busy areas. 5.5 IAC PROCEDURE IDENTIFICATION – PBN 5.5.1 Neo TMA-SP PBN approach procedures comply with AIC-N 31/20 of 31 JUL 2020. This document outlines the change in the identification criteria for PBN IAC which go from RNAV (GNSS) RWY XX to RNP RWY XX and from RNAV(RNP) RWY XX to RNP RWY XX (AR). 5.5.2 Such change aims to follow the directives of ICAO Circular 353, which explains the identification criteria of the procedures listed in Annex 11, namely, that the IAP must be identified by the sensor (or NAV SPEC) used to provide lateral guidance for the final approach segment. As far as GNSS approach procedures are concerned, the navigation identification is RNP APCH or RNP AR APCH.

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6 IMPLEMENTATION DATE

6.1 The restructuring of the TMA-SP traffic flow, as well as all the other changes motivated by the Neo TMA-SP Project, will be valid from 20 MAY 2021 at 00:00 UTC.

7 FINAL ARRANGEMENTS

7.1 DECEA offers a communication channel for questions, suggestions, comments, criticisms, compliments, and error reports through our Ombudsman Service at https://www.decea.mil.br/?idioma=en , under the CONTACT tab. 7.2 Unforeseen cases will be resolved by the Head of the DECEA Subdepartment of Operations.

https://www.decea.mil.br/?idioma=en

brazil · 2021. 4. 28. · sp’s main changes, namely the redirection of sbgr arrival flow from...

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