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SBCT - Curitiba

General Information

Information
Aerodrome name Afonso Pena
Type of Operation International, Public and Military
Transition altitude 9000 ft
Elevation 2989 ft (911 m)
Largest aircraft Wide-bodies (up to code 4E) on 15/33; light aircraft and ATRs (up to code 3C) on 11/293
Airspace Curitiba CTR, class D, GND/4500 ft12
Operation IFR and VFR
Accepts A380?

Useful Information

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Traffic

Runways

Preferential runway system

SBCT has two crossing runways. 15/33 (2218 m) is the main runway; 11/29 (1798 m) is used by light aircraft. The runways are used in pairs: the 11/15 system or the 29/33 system1.

  • Main runway: 15 / 33

    2218 × 45 m. All landings and takeoffs by ATRs and jets. ILS CAT II on 15 and CAT I on 33.

  • Secondary runway: 11 / 29

    1798 × 45 m. Takeoffs by light aircraft, depending on the departure sector. Landings only on pilot or ATC request.

Preferential system: 11/15

With a tailwind component of 7 kt or less and a dry runway, the 11/15 system is used in preference to 29/331.

With the 11/15 system in use and a tailwind, pilots requesting the 29/33 system should expect a delay to their landing or takeoff1.

System Landings ATR and jet takeoffs Light aircraft takeoffs
11/15 (preferential) 15 15 11 for the sector between CTB VOR radials 020 and 129; 15 otherwise
29/33 33 33 29 for the sector between CTB VOR radials 210 and 315; 33 otherwise

Aircraft groups used on this page

Group Examples In the AIP
Light Piston, C208, King Air Code 1 and 2
ATR ATR 42 and ATR 72 Code 3
Jets A320, B737, E-Jets and larger Code 4

The AIP groups aircraft by the runway length they need for takeoff. If in doubt, the pilot says what they can comply with.

Runway data

Runway Dimensions TORA LDA Approach Remarks
15 2218 × 45 m 2218 m 2218 m ILS CAT II, RNP, VOR No taxiway to the threshold: entry via C (see Takeoff points)
33 2218 × 45 m 2218 m 2218 m ILS CAT I, RNP, VOR Entry via F, at the threshold
11 1798 × 45 m 1798 m 1798 m RNP, VOR Entry via A, at the threshold
29 1798 × 45 m 1798 m 1798 m RNP, VOR No taxiway to the threshold
  • 180° turns (backtrack) by aircraft with MTOW above 40 t only on the thresholds, on both runways2.
  • The aerodrome accepts aircraft up to wide-bodies such as the B777 and A330 (code 4E). The B747-8F operates under special procedures3.

ATC Units

Code Abbr. Callsign Frequency Remarks
SBCT_ATIS ACT Curitiba ATIS 127.800 D-ATIS
SBCT_DEL DCT Curitiba Clearance 119.300 DCL (code SBCT)
SBCT_GND GCT Curitiba Ground 121.900
SBCT_TWR TCT Curitiba Tower 118.150

DCL

SBCT has DCL (departure clearance via datalink)4. On the network, the station code is SBCT.
Station code SBCT
Who operates it SBCT_DEL. Without DEL, whichever position covers clearance top-down (GND, TWR, APP or ACC)
Controller tool DCL window, with your personal Hoppie ACARS code
Pilot tool Aircraft ACARS or a Hoppie-compatible client, sending the clearance request to SBCT

How it works:

  1. The pilot sends the request (RCD) to SBCT, with the stand and the ATIS letter.
  2. The controller checks the flight plan and replies with the clearance: limit, runway, SID, squawk, ATIS letter and next frequency.
  3. The pilot accepts (WILCO/ACCEPT). The clearance is then delivered and no voice readback is needed.
  4. Once the clearance is accepted, the pilot calls Ground directly for start-up or pushback.

Controller setup

  • Log in to the DCL with the code SBCT before opening the position.
  • Announce it in the controller information: DCL AVBL LOGON SBCT.
  • A request with errors (invalid plan, wrong SID, no ATIS) is answered with REVERT TO VOICE: the pilot calls Clearance on frequency.
  • If the pilot does not accept within a reasonable time, treat the clearance as not delivered and call by voice.

Takeoff from intersection C

On runway 15, light aircraft and ATRs take off from intersection C. Pilots unable to comply say so when requesting taxi9.

Areas of responsibility

SBCT map with both runway strips and TWY C in yellow, under Tower, and the rest in blue, under Ground
Yellow areas (runway strips and TWY C): Tower. Everything else: Ground. The dashed line runs through the runway holding points. Colored circles: handoff points and crossings, explained below. White circles: apron numbers.

The split follows the runway holding points: everything inside the holding points of 15/33 and 11/29 belongs to Tower. The exception is TWY C, which belongs entirely to Tower.

Position Responsible for
GND Aprons 1 and 2, the hangar area, TWY A, B, L (apron 1 taxiway), G, H, J, M and N and the parts of D, E and F up to the holding point
TWR Both runways, the runway 11 threshold crossing between A and C, the 15/33 crossing via E, all of TWY C and the other taxiways inside the holding points

Handoff points (circles on the map):

  1. Departure: Ground hands the aircraft to Tower before the holding point: on A, for 11 and for 15 (the route to C crosses the runway 11 threshold), and on F, for 33.
  2. Arrival: after vacating, the pilot does not call Ground until instructed by Tower5. Aircraft vacating 33 via C cross the runway 11 threshold still with Tower and only change to Ground on A (HEAVY or wingspan above 36 m: only after vacating via E).
  3. Crossings: the runway 11 threshold (between A and C) and 15/33 via E (towards D) only with Tower clearance.

Ground flow

General rule

  • TWY B is the route between the aprons and the runways, parallel to 15/33. Eastbound it leads to F (runway 33 threshold); westbound, via A, to the runway 11 threshold and to C.
  • G, H, J, M and N link the apron 1 taxiway (L) to B. Apron 2 faces B directly.
  • Runway 15 has no taxiway to its threshold: the entry is via C, 1740 m from the runway 33 threshold.

Ground flow in the 11/15 system: departures via B and A to C, with a backtrack for jets; landings on 15 vacating via E or F
Green: departures, from the apron exit to the runway. Dashed green: backtrack. Blue: arrivals. Dashed orange: HEAVY or wingspan above 36 m. Red bar: mandatory hold before crossing the runway 11 threshold.

  • Departures (15): taxi via B westbound, A and C, crossing the runway 11 threshold with Tower clearance. Light aircraft and ATRs take off from C (TORA 1740 m); jets enter via C and backtracks to the runway 15 threshold.
  • HEAVY or wingspan above 36 m (15): via B to E, enter the runway and backtrack to the runway 15 threshold.
  • Departures (11): light aircraft departing to the eastern sector, via B and A to the runway 11 threshold.
  • Landings (15): light aircraft vacate via E (1465 m from the threshold); ATRs and jets vacate via F, at the end of the runway6.

Example: GLO1234, taxi to holding point runway 15 via B, A, C.

Ground flow in the 29/33 system: departures via B to F, runway 33 threshold; landings on 33 vacating via C or via runway 29 towards A
Green: departures, from the apron exit to the runway. Blue: arrivals. Dashed orange: HEAVY or wingspan above 36 m. Red bar: mandatory hold before crossing the runway 11 threshold.

  • Departures (33): taxi via B eastbound to F, at the threshold (TORA 2218 m).
  • Departures (29): light aircraft departing to the western sector. Runway 29 has no taxiway to its threshold: access is via D, crossing 15/33 via E with Tower clearance.

  • Landings (33): ATRs and jets vacate via C (1740 m from the threshold) and return via A, crossing the runway 11 threshold; light aircraft vacate via runway 29, towards A (1200 m from the runway 33 threshold)6.

  • HEAVY or wingspan above 36 m (33): vacate via C to the runway 11 threshold, backtrack on 29 to the runway intersection, backtrack on 33 and vacate via E. It stays with Tower until vacating via E.

Example: AZU4321, taxi to holding point runway 33 via B, F.

Runway exits

During HIRO, pilots must vacate via the exit below or tell APP or Tower as soon as possible if they cannot6.

Runway Light aircraft ATRs and jets
15 E (1465 m) F (end of the runway)
33 Runway 29, towards A (1200 m) C (1740 m)

Distance from the threshold to the exit. HEAVY aircraft or those with a wingspan above 36 m landing on 33 follow their own flow, described below.

Taxi restrictions

Restriction Where
Maximum wingspan 36 m All of TWY A and TWY B between E and A2
IMC, wingspan of 36 m or more Prohibited on B and E while an ATR or jet is landing or taking off2
RVR below 350 m One aircraft at a time on the manoeuvring area. Stop bars are on C, E and F8
Wingspan above 24 m Leaving the stand only with pushback7

HEAVY or wingspan above 36 m

These aircraft use neither A nor B west of E and follow their own flow:

  • Takeoff from 15: enter via E and backtrack to the runway 15 threshold.
  • Landing on 33: vacate via C, backtrack on 29 to the runway intersection, backtrack on 33 and vacate via E.

Takeoff points

SBCT overview with numbered aprons and the takeoff points marked with the available TORA
Takeoff points (purple) with the available TORA. Circled numbers: aprons.
Runway Point TORA Used by
15 C 1740 m Light aircraft and ATRs9
15 Threshold, backtracking from C 2218 m Jets and anyone not accepting the intersection
15 Threshold, backtracking from E 2218 m HEAVY or wingspan above 36 m
33 F (threshold) 2218 m Everyone
11 A (threshold) 1798 m Light aircraft, sector between CTB VOR radials 020 and 129
  • Pilots reach the holding point ready for departure; if not, they tell Tower before entering the runway10.
  • Line up immediately when cleared, and start the takeoff roll within 10 seconds of the takeoff clearance10.
  • The next unit's frequency comes with the takeoff clearance. Tower does not give the takeoff time10.
  • After takeoff, call APP immediately with only CONTROLE CURITIBA, [CALLSIGN], with no additional information10.

HIRO

HIRO (high-intensity runway operations) cuts runway occupancy time to shorten separation on final, between departures and between arrivals and departures11.
Hours 1130–1530 UTC and 2000–2300 UTC. Tower may change them according to demand; the hours are broadcast on the ATIS
Approach speed 170 to 150 kt IAS between the IF and the FAF
Landing Vacate the runway completely at the highest safe speed before slowing to taxi speed, via the planned exit (see Runway exits)
Takeoff On 15, light aircraft and ATRs take off from C

Aprons and airlines

A reference for simulation. Stands follow the PDC chart; airlines follow the airport's airline list on Wikipedia. The split between stands is a simplification, not the airport's official allocation. VAs use the stands of the real airline they represent.

Apron1Passenger terminalDomesticStands 04 to 14
Azul
AZU
GOL
GLO
LATAM
TAM
Azul Conecta
ACN
Apron1Passenger terminalInternationalStands 02 and 03
Aerolíneas Argentinas
ARG
LATAM Chile
LAN
LATAM Perú
LPE
JetSMART
JAT
TAP
TAP
Apron1RemoteOvernight and overflowStands 15 to 23

Any airline, subject to availability.

Apron2Cargo terminalFreightersStands 24 to 27C · stand 01 on apron 1
LATAM Cargo
LCO
Lufthansa Cargo
GEC
Cargolux
CLX
Cargolux Italia
ICV
Avianca Cargo
TPA
Sideral Linhas Aéreas
SID
AreaHHangarsGeneral aviation, air taxi and maintenance · via TWY A

General aviation and air taxi. No numbered stands on the PDC.

Logos from GRU Airport, Travelpayouts (Cargolux) and Wikipedia (Sideral). Trademarks belong to their respective airlines.

Other procedures

Approaches and landings

  • Vacate the runway completely before stopping5.
  • After vacating, do not call Ground until instructed by Tower5.
  • Pilots do not report gear down, except in an emergency.

Aerodrome regulations

Diagrams drawn by VATSIM Brasil on OpenStreetMap geometry (ODbL), checked against the SBCT ADC and PDC charts. Not for real-world navigation. Normative source: AIP Brasil, AD 2 SBCT, AMDT 2610A1.

  1. AIP Brasil, AD 2 SBCT 2.20, item 10. ↩↩↩

  2. AIP Brasil, AD 2 SBCT 2.20, item 6. ↩↩↩

  3. AIP Brasil, AD 2 SBCT 2.20, item 1. Declared distances: AD 2.13. ↩↩

  4. AIP Brasil, AD 2 SBCT 2.18. ↩

  5. AIP Brasil, AD 2 SBCT 2.20, item 11. ↩↩↩

  6. AIP Brasil, AD 2 SBCT 2.20, item 13.1. ↩↩↩

  7. AIP Brasil, AD 2 SBCT 2.20, item 2. ↩

  8. AIP Brasil, AD 2 SBCT 2.9 and AD 2.20, item 6. ↩

  9. AIP Brasil, AD 2 SBCT 2.20, item 13.2. ↩↩

  10. AIP Brasil, AD 2 SBCT 2.20, item 12. ↩↩↩↩

  11. AIP Brasil, AD 2 SBCT 2.20, item 13. ↩

  12. AIP Brasil, AD 2 SBCT 2.17. ↩