This  Aeronautical  Information  Circular  (AIC)  gives  the  requirements  for  the establishment of Category  I  ILS Authorization Required approach procedure charts (CAT I ILS AR) and Low Visibility Takeoff (LVTO) operations.

The  CAT  I  ILS  AR  procedures  described  in  this  AIC,  destined  to  Operators specifically  approved  by  the  competent  unit,  will  use  a  minimum  of  450  m  Runway  Visual Range  (RVR)  and  150  ft  Decision  Height  (DH),  determined  by  the  Radar  Altimeter  Setting Height (RA), being required by the Pilot in Control the use of the Head-up Display (HUD) up to the DA/DH.

Low  Visibility  Takeoff  (LVTO)  operations  addressed  in  this  AIC,  also  aimed  at Operators  specifically  approved  by  the  competent  unit,  can  be  performed  with  minimum  RVR values which could reach 75 m, at least, according to specific criteria, and it isnot required that the  landing  and  takeoff  runways  dispose  of  touchdown  zone  lights  or  runway  centerline  lights since the Pilot in control of the aircraft uses the HUD.

The requirements for publication of relevant information in the mentioned CAT I ILS AR and LVTO charts are also presented in this AIC.

The   provisions   set   forth   in   this   AIC   apply   to   everyone   involved   in   the implementation  and  operation  of precisioninstrument  approach  procedures  of  CAT  I  with Authorization Required and takeoff minima lower than the regular minima.

 

2.1. The air navigation procedures set forth in this AIC (CAT I ILS AR and LVTO) may only be performed  by  Operators  and  aircraft  approved  by  the  State  of  Registry  or  State  Operator,  as appropriate.  The  process  forthe  approval  of  aircraft  and  Operators  is  established  within  the Brazilian State by the National Civil Aviation Agency (ANAC).

2.2. Historically,  ground  navigation  equipment  is  correlated  with  a  specific  operation.  For example,  in  ICAO  Annex  10,  Volume  I,  a  system  with  performance  CAT  II  ILS  is  associated with an operational performance of CAT II procedure. The basic assumption of thiscorrelation is that  a  certain  performance  level  of  ground  navigation  equipment  is  required  to  support  the corresponding air operation.

2.3. The  term  "Type"  is  used  in  this  AIC  in  order  to  differentiate  the  ground  facility  from  the category  of  flight  operation  (i.e.:  Type  II  ILS  facility  as  opposed  to  CAT  II  operations).  This distinction is intended to eliminate existing confusion between facility establishment criteria and operational criteria for approval of CAT  I flight  operations. Typically, the "Type" classification defines   the   ground   equipment   necessary   to   support   the   precision   approach   and   landing operations by aircraft and Operators which meet the minimum airborne equipment requirements for that category of operation. While certain ground facilities requirements are needed to support all levels of either CAT I, CAT II or CAT III operations, a higher category of operations may be performed on different "Types" of ground equipment if the airborne equipment, crew training or other  factors  offset  any  changes  in  ground  facility  requirements.  The  higher  performance capabilities of new and improved avionics have mitigated some of the performance requirements of the ground-based navigation equipment.

2.4. A Type I facility is defined as all Localizer (LOC) and glideslope (GS) facilities not meeting the  definition  of  Type  II  or  Type  III  and  which  have  a  published  straight-in  course  coincident with the centerline of the runway or an offset Localizer which is not offset in excess of 3 degrees from the centerline of the runway.

2.5. A  Brazilian  Type  II  facility  meets  or  exceeds  all  requirements  for  an  ICAO  facility performance CAT II, as specified in Annex 10, Volume I, Chapter 3.

2.6. A  Brazilian  Type  III  facility  meets  or  exceeds  all  ICAO  criteria  as  specified  in  Annex  10, Volume  I,  Chapter  3  and  is  identified  as  CAT  III  in  standards,  recommended  practices  and guidance  material.  A  Type  III  facility  typically consists  of  a  dual-frequency  LOC  which  meets all CAT  III requirements to at least a point 3000 ft from the approach end of the runway,  a GS which meets CAT III requirements to the threshold, executive integrity monitors which identify any degradation of signal integrity exceeding CAT III standards, a far field monitor  to identify critical  area  incursions  or  signal  variations  in  the  far  field  which  may  affect  signal  integrity, backup transmitters and backup power to ensure continuous power for critical systems.

 

It is the part of an aerodrome used by aircraft for landing, takeoff and taxiing that does not include the aprons.

It is the part of an aerodrome used by aircraft for landing, takeoff and taxiing, consisting of the maneuvering area and aprons.

Capability of the system to provide navigation information during the accomplishment of the procedure, with specified accuracy and integrity, considering that it was available since the beginning of the operation.

Percentage of time during which the information provided by the system is used. It is an indication of the system's ability to provide usable information within a given coverage area, as well as the percentage of time during which navigation signals are transmitted from external sources. The availability is a function of the physical characteristics of the environment and of the technical capabilities of the transmitter facilities.

Equipment provided in the quantities established by the Brazilian Requirements for Aeronautical Certification (RBHA 91), Civil Aviation Brazilian Regulation (RBAC 121 and RBAC 135) and on the dispositions of the ICA 100-11 “Flight Plan”.

A special instrument flight procedure can be public or private; in both cases the Operator must specifically request permission to use these procedures. A special instrument flight private procedure is not generally available to the public, but is developed exclusively for the applicant, which may be an Operator or some other private entity. These special procedures are developed at the request of an Operator / applicant so that it can perform scheduled or non-scheduled transport of passengers or cargo under instrument flight rules (IFR), where there are no standard procedures for instrument flight or these are inappropriate.

Equipment must be used together with basic air navigation equipment. The approval of additional equipment for a given phase of flight requires airborne basic equipment for air navigation for the referred stage. Concerning the performance, additional air navigation equipment must meet the requirements of accuracy and integrity for such an operation or phase of flight and it is not necessary to satisfy the requirements of availability and continuity.

Assurance that all functions of the navigation system are within the limits of operational performance. It is the ability of the air navigation system to provide timely warnings to users in cases where it should not be used.

It is the degree of uniformity between information on position and time provided by the navigation system and the real position and time.

Term used in relation to takeoff operations on a runway where the RVR is less than 350 m.

An optical and electronic system that generates and projects flight information into the pilot’s forward external field of view. It provides basic flight and navigation data that overlap the outdoor scene, including the graphical representation of the landing and takeoff runway, during the approach operations using the system on a full-scale (1:1).

The criteria to determine the regular take-off minima (or SID minima, when it is the case) are defined in the AIP, PART 3 – AERODROME (AD), AD 1. AERODROMES/HELIPORTS – INTRODUCTION, item 1.1.4 – AERODROME OPERATING MINIMA.

NOTE 1: This Circular shows criteria for takeoff in low visibility conditions, where additional equipment helps the pilot of the aircraft on a runway with low visibility, or when it is necessary to ensure safe operations with minima below acceptable values for the exclusive use of visual reference.

NOTE 2: To perform the takeoff operation with minima operating below the level supported by the isolated use of visual reference, the Operator must be specifically approved to use the additional guidance system with minima additional of the intended operation.

The pilot designated by the owner, as being in charge of the operation and safety of the flight.

The pilot who operates the aircraft controls in order to conduct its movements on the ground or in the air.

The HUD presents flight information into the pilot’s forward external field of view, without significantly restricting that external view.

A  variety  of  flight  information  may  be  presented  on  a  HUD  depending  on  the intended  flight  operation,  flight  conditions,  systems  capabilities  and  operational  approval.  The information presented by the system may include:

a) airspeed;

b) altitude;

c) heading;
d) vertical speed;

e) angle of attack;

f) flight path and velocity vector;

g) attitude with "bank" and "pitch" references;

h) course and glidepath with deviation indications;

i) status indications (navigation sensor, autopilot, flight director etc.); and

j) alerts and warning displays (ACAS, wind shear, ground proximity warning etc.).

 

4.1.1. Flight  operations  with HUD  can  improve  situational  awareness  by  combining  flight information  located  on  displays  with  the  external  view  to  provide  pilots  with  more  immediate awareness  of  relevant  flight  parameters  and  situation  information  while  they  continuously  view the  external  scene.  This  improved  situational  awareness  can  also  reduce  errors  in  flight operations and improve the pilot's ability to transition between visual and instrument references as meteorological condition changes. Flight operations applications may include the following:

a)enhanced situational awareness during all flight operations, but especially during taxi, takeoff and approach and landing;

b)reduced flight technical error during takeoff, approach and landing, especially in all-weather; and

c)improvements in performance due to precise projection of touchdown area, tail strike awareness and fast recognition and recovery from unusual attitudes.

4.1.2. According  to  the  Convention  on  International  Civil  Aviation  (CACI)  Annex  6,  the  HUD may be used for the following purposes:

a)to supplement conventional flick deck instrumentation in the performance of a particular task or operation. The primary cockpit instruments remain the primary means for manually controlling or maneuvering the aircraft; and

b)as a primary flight display.

-information  presented  by  the  HUD  may  be  used  by  the  pilot  in  lieu  of scanning  displays.  Operational  approval  of  a  HUD  for  such  use  allows  the pilot to control the aircraft by reference to this system for approved ground and flight operations; and

-information  presented  by  the  HUD  may  be  used  as  a  means  to  achieve additional  navigation  or  control  performance.  The  required  information  is displayed  on  the  HUD.  Operational  credit in  the  form  of  lower  minima  for HUD used for this purpose may be approved for a particular aircraft.

4.1.3. The  characteristics  of HUD  cited  above,  recognized  by  ICAO,  may  contribute  to  the increased  accessibility  of  aerodromes  eligible  for  certain  operations,  duly  approved  by  the competent authority, such as those discussed in this AIC.

 

The  establishment  of  the  requirements  for  the  pilots  training,  as  well  as  the monitoring  and  approval  of  the  training program proposed by the Operator, are the ANAC’s competency.

The ANSP must guarantee that the ATCO involved in ILS CAT I AR and LVTO operations are aware about the information included inthis AIC and in the letter of operational agreement associated to the referred operations, mentioned in the following item 5.2.2.

The establishment of requirements for the training of Operators of aerodromes for which ILS CAT I AR and LVTO operations have been implemented, as well as the approval of the  training  program  proposed  by  the  aerodrome  Operator,  through  a  letter  of  operational agreement related to the mentioned operations, is the competence of ANAC.

This chapter deals with  ILS approach operations with RVR as low as 450 m and DH as low as 150 ft, based on RA, using the HUD to DH, on runways provided with installation Type  I,  for  which  there  is  no  requirements for  Touchdown  Zone  (TDZ)  lights  nor  runway landing and takeoff axis (RCL) lights.

a)to be eligible for ILS CAT I AR approaches runways have to be qualified for ILS CAT I operation, with minimum DH of 200 ft and minimum visibility of not more than 800 m;

b)only aircraft operated by two pilots are allowed to use the ILS CAT I AR landing minimums;

c)the runway must dispose of the following lighting aids and auxiliary equipment:

•Simplified  Short   Approach   Lighting   System   With  Runway   Alignment Indicator  Lights (SSALR), Medium  Intensity  Approach  Light System  With Runway  Alignment  Indicator  Lights  (MALSR)  or  ALS  Cat  I,  with  flash (ALSF-1) / ALS Cat II, with flash (ALSF-2);

•runway edge lights;

•RVR sensor on touchdown zone.

d)instrument approachprocedure


•the angle of the Surface Electronic Glide Path (GP) published in the CAT I ILS  procedure  in  force  must  be  3º.  A  different  angle  requires  specific approval by the DECEA’S Operation Subdepartment regarding the process of accomplishing the instrument flight procedure;

•maximum RDH of 60 ft;

•OFZ in accordance with the standards set out in Appendix 14 to CAT I ILS;

•plan of approach lights free of obstructions according to CACI Annex 14;

•the process  of  approval  of  the  procedure  will  depend  on the  in-flight Inspection detailed in CIRCEA 121-4;

•the  missed  approach  segment  must  meet  the  current  Terminal  Instrument Procedures (TERPS) CAT II/III standard, until Order 8260.3 is revised with new CAT  I missed approach surfaces which accommodate CAT  IILS AR, or  meet  the  criteria  of  DOC  8168  when  concerning  the  implementation  of the  Collision  Risk  Model  (CRM)  method,  adding  the  option  CAT  II  to  the CRM.  If  the  DH  is  increased  to  accommodate  an  obstacle  in  accordance with   TERPS   CAT   II/III   standards,   theRVR   must   be   increased   in accordance  with  the  Table  1  below.  If  the  DH  using  TERPS  CAT  II/III standards is increased by 50 ft or less to accommodate an obstacle, the CAT I ILS AR DH need not be adjusted.

•enter  a  separate  line  of  CAT  I  ILS  AR  minima  immediately  below  the standard  minimums  on  the  CAT  I  ILS  approach  chart.  Separate  them  with the   heading   "SPECIAL   OPERATOR   AND   AIRCRAFT   APPROVAL REQUIRED".  The  new  line  of  minima  shall  be  published  as  RA  minima. Include  the  following  in  the  notes  section:  "Requires  specific  Operative Specifications (OpSpec) or Letter of Authorization (LOA) approval and the use of HUD to DH, referenced to the CAT I ILS AR minimum."

TABLE 1 -Minimum Visibility Values

5.1.1. Table  2  below  summarizes  the  operational  constraints  to  the  execution of  ILS  CAT  I AR procedure in case of Localizer (LOC), Glide Path (GP) or visual aids being out of service.

 

TABLE 2 –Operational Restrictions relating to IAC ILS CAT  I AR

 

5.2.1. The ILS flight inspection report will be part of the approval process on a specific runway.

5.2.2. Airport  sponsor  involvement  through  a  letter  of  operating  agreement  is  required  and  such letter must be submitted to a regional unit. This agreement may include the airport administrator willingness to maintain the operability of the referred runway, including surveillance concerning ZPA  and  OFZ  obstacles,  as  well  as  the  maintenance  of  lights  and  the  minimum  required equipment.

5.2.3. The documentation for the approval of each CAT I ILS AR chart procedure, when referred to  DECEA,  must  be  filed  in  the  Regional  Authority  within  jurisdiction  in  the  area.  Operators interested in using CAT I ILS AR minima must obtain ANAC approval.

5.2.4. Only  those  Operators  authorized  for  CAT  II  operations  using  aircraft  operationally approved  for  CAT  II  operations  and  equipped  with  an  operable  HUD  which  is  approved  for  at least CAT  II  operations  are  eligible for this operation. The HUDmust be operated in the mode used  for  CAT  II  or  CAT  III  operations.  The  OpSpec  or  LOA  must  include  the  limitation requiring  the  use  of  HUD  to  DA/DH  and  the  limitation  prohibiting  single  pilot  Operators  from using CAT I ILS AR minimums.

The standard takeoff minimums are defined in the CIRCEA 100-54, Standardized Rules for Elaboration of Air Navigation Procedures.

 

6.1.1. For operations with RVR below 350 m, theaerodrome must have operating procedures in low visibility, detailed in a  Letter of Operational Agreement, to be followed in the operation of the aerodrome for the areas of Air Traffic Control, Apron Management, Vehicle Control, Access Control, Maintenance, Emergency and Fire Fighting Service and Follow Me Vehicle Service.

6.1.2. The  procedures  contained  in  the  operating  agreement  between  the  Managements  of Operations  and  Air  Navigation,  for  Low  Visibility  Operation,  should  be  designed  to  enable  the TWR  and  the  Apron  Management to  ensure  a  safe,  efficient  and  orderly  flow  in  order  to  avoid the incorrect displacement and to prevent inadvertent entry to Movement Area by unauthorized aircraft, vehicles and persons.

6.1.3. As  stated  in  the  ANAC  RBAC  154,  a  stopbar  must  be  installed  in  all runway  holding positions,  which  serve  to  a  landing  and  takeoff  runway,  when  it  is  intended  for  use  in  runway visual range conditions less than a value of 350m, except when:

a)appropriate aids and procedures are available to protect against incursions of aircraft and vehicles to the landing and takeoff runway; or

b)there are operational procedures, when the runway visual range is less than 550 m, to limit the amount of:

(1)aircraft on the maneuvering area to one at a time; and

(2)vehicles on the maneuvering area to the essential minimum.

6.1.4. Aerodrome  where  the  SOCMS  (Surface  Movement  Guidance  and  Control  System)  is already implemented is exempt from the above requirements.

 

6.2.1. The certificate holder is authorized to use the take-off minima prescribed in Table 3. 

6.2.2. The certificate holder is authorized to conduct operations using the lowest RVR authorized in Table 3 below, based on the applicable criteria in this OpSpec.

Table 3 –Requirements and lowest RVR values authorized for take-off.

6.2.3. The  certificate  holder  authorizations  listed  in  Table  3  above  are  dependent  upon  the following criteria:

a)RVR 350 m on the beginning of takeoff (TDZ RVR), RVR 350 m on the middle of the runway (MID-RVR if installed) and RVR 300 m on the zone of deceleration after touchdown (Rollout RVR or RO RVR if installed), if authorized, may be used, provided one of the following visual aids combinations is available:

•Daytime hours: Runway Centerline Marking (RCLM) or Operative Runway Edge Lights (REDL) or Operative RCL Lights.

•Night Time hours: Operative REDL or Operative RCL Lights

b)TDZ-RVR 300m, MID-RVR 300m (if installed) and RO-RVR 300m, if authorized, may be used provided one of the following visual aids combinations is available:
•Operative RCL Lights, or

•Operative REDL and RCLM.

c)TDZ-RVR 175 m (or) MID-RVR 175m and RO-RVR 175 m, if authorized, may beused provided all of the following visual aids operative combinations are available:

•Operative REDL; and

•Operative RCL Lights.

6.2.4. Other  requirements  for  using  the  reduced  takeoff  minima  for  the  LVTO  approval  by employing HUD.

6.2.4.1. The certificate holder is authorized to use the takeoff minima of TDZ RVR-300 m, MID-RVR  300  m  and  RO-RVR  300  m,  specifically  based  upon  the  use  of  HUD  takeoff  guidance system, provided that:

a)all takeoffs using such takeoff minima must be conducted by the certificate holder using the HUD; and

b)the following special provisions and limitations for the authorization to use the  HUD for takeoff are established:

•Operative REDL.

•Front  course  guidance  from  the  Localizer,  providing  roll-out  CAT  III guidance, must be available.

•The crosswind  component  on  the  takeoff  runway  is  less  than  the  aircraft flight  manual’s  crosswind  limitation,  or  15  Kt,  whichever  is  more restrictive.

6.2.4.2. The  certificate  holder  is  authorized  to  use  the  takeoff  minima  of  TDZ-RVR  150  75  m, MID-RVR  150  m  and  RO-RVR 150  75  m,  specifically  based  upon  the  use  of  HUD  takeoff guidance system, provided that:

a)all takeoffs using such takeoff minima must be conducted by the certificate holder using the HUD; and

b)the following special provisions and limitations for the authorization to use the HUD for takeoff are established:

•Operative HIRL (high intensity runway lights).

•Front  course  guidance  from  the  Localizer,  providing  roll-out  CAT  III guidance, must be available.•Operative RCL lights.

•The  crosswind  component  on  the  takeoff  runway  is  less  than  the  aircraft flight  manual’s  crosswind  limitation,  or  15  Kt,  whichever  is  more restrictive.

6.2.5. Table  4  below  summarizes  the  operational  restrictions  to  the  accomplishment  of  the  SID LVTO relating to the inoperativeness of LOC, GP and lighted visual aids.

TABLE 4 –Operational Restrictions relating to SID LVTO.

The Pilot-in-Command must:

a)inform the air traffic controlunit the intention of performing the CAT I ILS ARor LVTO procedure with use of HUD; and

NOTE:The act of the Pilot in Command in manifesting the intention of accomplishing a procedure ILS CAT I AR or LVTO by employing the HUD must be understood by the air navigation service provider as a declaration that the crew is qualified and the aircraft is certified for the referred question.

b)report, immediately, the control unit any anomaly or disability found in the equipment.

 

8.1. This AIC  shall enter  into  force  on 23MAY2019,  repealing,  on  this  date,  AIC  A  19/12,  of JAN10, 2013

8.2. Cases not provided for in this AIC shall be settled by the Head of DECEA’s Operations Subdepartment.

8.3. This AIC republishes the AIC A05/19.