The air traffic rules and procedures in use in Brazil conform to Annexes 2 and 11 to the Convention on International Civil Aviation to the information contained in the Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS), Procedures for Air Navigation Services – Rules of the Air and Air Traffic Services and Regional Supplementary Procedures applicable to the SAM Region, except for the differences listed in GEN 1.7 and the following information:

1.1. The holding and approach procedures within the holding pattern shall be executed according to those published by DECEA. When there are no published holding and approach procedures, or when the pilot-in-command of the aircraft does not know them, the APP must indicate the procedures to be followed.

1.2. All aircraft must remain at the designated holding point. Suitable minimum vertical, lateral or longitudinal separation will be provided, in relation to aircraft, according to the method used at the holding point in question.

1.3. When aircraft have to accomplish holdings in flight, they will keep being provided with suitable minimum vertical separation between them and the ones in route, provided that these aircraft in route are five minutes, or less, from the holding area, unless there is a lateral separation.

1.4. Aircraft must enter and fly on the holding patterns within the indicated speeds equal to or less than those specified below.

NOTE: Tabulated levels represent corresponding “altitudes” or “flight levels”, depending on the altimeter setting used.

1.5. Level and altitude changes, within the holding patterns, must be executed at a climb and descent rate between 500 and 1000 feet per minute.

1.6. APP are assigned to issue traffic clearances to the aircraft flying or intending to fly within TMA or CTR, with the purpose of:

a) maintaining the minimum separations established between aircraft;

b) organizing, accelerating and maintaining the air traffic flow orderly; and

c) guiding and instructing aircraft when accomplishing holding, approach and departure procedures, as established by DECEA.

1.7. Climb or descent rates lower or higher than 500 and 1000 feet per minute, respectively, may be used when previously cleared by the respective APP.

1.8. Whenever necessary, the APP may request an aircraft to use a climb or descent rate lower or higher than 500 and 1000 feet per minute respectively.

1.9. When flying under IFR plan within a CTR or TMA, the pilots-in-command of aircraft are responsible for:

a) accomplishing the initial call to APP;

b) maintaining a permanent listening watch on an official APP frequency;

c) complying with the air traffic clearances issued by the APP; and

d) reporting to APP, regardless of request, whenever they:

- abandon a flight level;

- reach a flight level;

- abandon a holding reporting point;

- reach a holding reporting point;

- begin the phases of an instrument approach procedure;

- enter a new phase of a departure procedure and

- reach VMC
 

1.10. When it is clear that arriving aircraft will be submitted to a long delay, the APP must notify the aircraft operator or an accredited representative of this fact, maintaining him informed about the changes in delay forecasts, so that a change to the aircraf destination may be planned as soon as possible.

1.11. Clearances air traffic control for departing aircraft must specify:

a) the direction aircraft must maintain after departure, as well as subsequent turns;

b) the path they must follow, before proceeding on the desired heading;

c) the flight level or the altitude that they must maintain before they go on climbing to the authorized cruising level;

d) the hour, point or speed, or both, where the flight level will change and

e) any other necessary manouver compatible with the safe operation of aircraft.

NOTE: Whenever the air traffic orderly movement is not affected, the APP must allow departing aircraft to follow their heading with the minimum number of turns or other maneuvers and climb, to cruising level, without restrictions.

1.12. The departure of aircraft may be facilitated, if it is suggented that the departure be conducted in a direction not opposite to the wind. It is the pilot-in-command’s responsibility to decide whether he will accomplish the takeoff in favour of the wind or if he will wait to do it under more favorable conditions.

1.13. The APP must notify the aircraft operators or their accredited representatives of foreseen long delays due to traffic conditions and when delays are supposed to exceed thirty minutes.
 

1.14. Segregated simultaneous operations on converging
runways

a) Simultaneous instrument operation on converging runways in which one runway is used exclusively for landing and the other exclusively for takeoff, in accordance with the operational criteria established for each set of runways.
b) Converging Runway Operations (CRO) is a condition in which landing and takeoff movements occur when the extended runway centerline intersects with another extended centerline at a distance of one mile or less.

2.1. IFR Approach under Adverse Meteorological Conditions

2.1.1. When an ATS unit informs minimum meteorological values lower than those established on the instrument approach chart (IAC), the pilot-in-command may, at his discretion and after notifying the unit of his decision, accomplish only the instrument approach procedure for straight-in landing precribed on this chart. The execution of instrument approach procedures to circling is not allowed. However, the descent to straight-in landing procedure shall be limited to the MDA or DA altitude, and the pilot can only proceed to landing, when he establishes visual contact with the runway or with the approach lights (ALS). If this does not occur, he must initiate the missed approach procedure before or at the initial point of this procedure.

NOTE: The values for MDA or DA are determined in relation to vertical and lateral safety margins, related to existing obstacles that interfere with the final approach portion of the considered procedure.
 

2.1.2. The procedures prescribed in 2.1.1 do not exempt the pilot in command from accomplishing the restrictions prescribed in the Brazilian Rules of Aeronautical Homologation (RBHA ), or in the Brazilian Rules of Civil Aviation (RBAC) issued by ANAC.

2.2. Instrument Approach at places not provided with an air traffic control unit.

2.2.1. Locations within Airways

An aircraft flying under instrument flight rules within an airway shall:

a) obtain from the ACC, directly or through an aeronautical telecommunication station, clearance to initiate approach until reaching the airway minimum level;

b) obtain from the local aeronautical telecommunication station the information required for the approach and landing execution;

c) overhead the basic navigation aid of the approach procedure at the airway minimum level and continue the approach in orbit, up to transition level at which the altimeter will be set (QNH);

d) initiate the instrument approach procedure to the selected runway after reaching transition altitude; and

e) transmit on the local aeronautical telecommunication frequency, during the approach, the levels or altitudes and the succeeding phases of the procedure to be reached.

2.2.2. Location outside Airways

Aircraft flying under instrument flying rules outsidean airway shall:

a) mantain cruising level or descend up to IFR minimum level and overhead the basic navigation aid of the approach procedure;

b) obtain from the local aeronautical telecommunication station the information required for the approach and landing execution;

c) initiate the approach in orbit until reaching transition level, at which the altimeter will be set (QNH) after overheading;

d) initiate the instrument approach procedure for the selected runway after reaching transition altitude; and

e) transmit, on the local aeronautical telecommunication station frequency, during the approach, the levels or altitudes and the sucessive phases of the procedures to be reached.

3.1. Climb gradient on instrument departure charts

3.1.1. Minimum climb gradient is the angle, expressed in percentage, which the aircraft must maintain in order to reach minimum safe altitude over obstacles during departure procedures and to allow climb rate calculation, according to the aircraft speed.

3.1.2. The minimum climb gradient will always be published when above 3.3%. In case it is not established on the chart, the minimum climb gradient (3.3%) must be complied with. The separation regarding obstacles, on a SID, is ensured when the aircraft executes a gradient which is equal or higher than the minimum established.

3.1.3. In complex TMA, crossing between procedures might occur, resulting in the establishment of altitude restrictions for purposes of ATC separation in SID. It is mandatory to comply with such restrictions, unless otherwise authorized by the ATC.

3.1.4. Therefore, in order to comply with established altitude restrictions, which are not related to obstacles, it might be necessary to use a gradient higher than the established minima. The pilot is responsible for complying with altitude restrictions and, in case it is impossible (due to aircraft performance), inform the ATC unit beforehand.

3.1.5. The ATC unit is autonomous enough to exempt the aircraft from SID altitude restrictions according to concerned legislation. However, a SID must not be executed without complying with the minimum climb gradient.

4.1. Operational restrictions to Category I ILS

a) Localizer: A ILS category I shold not be used for approaching when there is no indication of the localizer.

b) Glide Slope: When there is no indication of glide slope, a category I ILS cannot be used for approach.

c) Outer marker: A ILS Category I shall not be used for approach when the outer marker is out of use, unless there is:

1) a corresponding beacon (NDB together with OM) in use;

2) radar vectoring or published approach procedure that allows the aircraft (FAP) in the glide trajectory, at the interception altitude;

3) DME information that allows to determine the position corresponding to the OM; or

4) DME connected to the ILS

4.1.1. Operational restrictions to ILS category II.

a) ILS Category II procedures shall be used only by aircraft certified for this kind of operation and flown by crews duly qualified as prescribed by the IAC.

b) The parameters for aircraft homologation and crew qualification are included in the current legislation, as prescribed by the National Civil Aviation Agency (ANAC).

c) It is the pilot in command’s responsibility to check the compliance with what is established in itens (a) and (b) above. When the meteorological conditions allow the ILS Category II procedures only, the air traffic contro units will inquire the pilot in command about his intentions, concerning the accomplishment of the approach procedure, before authorizing the beginning of the procedure, just for the sake of selecting the aircraft that will execute such procedures and not for controlling purposes.

4.1.2. Visibility indication in Precision Approach Procedures (ILS)

a) In operations CAT I, visibility may be informed by a metereological observer or by the indication of the runway visual range (RVR) equipment.

b) In operations CAT II, visibility may be indicated, if possible, by the runway visual range (RVR) equipment.

c) In operations CAT III (a,b,c), Visibility shall only be indicated by the runway visual range (RVR) equipment.