This Aeronautical Information Circular (AIC) intends to provide the airspace users and the air traffic control units with the information on the use of the Aircraft Positioning System (SPA), placed on a runway strip, as well as the description of the use of such system during the flight inspections of navigation aids.
The information, procedures and requirements established by this AIC apply to all SISCEAB (Brazilian Airspace Control System) Units, as well as airmen that operate within the Brazilian airspace.
It consists of investigation and flight evaluations of the air navigation aids and air navigation procedures to certify or verify that they meet applicable tolerances, ensuring a safe operation of aircraft, as prescribed by ICAO (International Civil Aviation Organization) Annex 10 – Aeronautical Telecommunications and according to the current national legislation.
Professional qualified to deal with the Aircraft Positioning System (SPA) during air navigation aids flight inspection mission.
Brazilian Air Force Group, under DECEA jurisdiction, responsible for the activity of the flight inspection within all the Brazilian territory.
Airborne or ground system able to provide an accurate positioning of the aircraft during flight inspection mission of a specific aid (e.g.: theodolites, DRTT, GPS, DGPS, INERCIAL etc.).
A system of white and red lights installed on the ground which provides visual approach slope on the final approach. They may consist of two types: Visual Approach Slope Indicator System (VASIS) or Precision Approach Path Indicator (PAPI).
System that transmits electronic beams for the aircraft equipment to track, providing guidance to an aircraft during the final stages of the approach to land. An ILS comprises the following elements: the Localizer (LOC), providing the guidance information and the Glide Path (GS), providing the glide guidance.
Primary radar designed to provide lateral and vertical guidance to an aircraft pilot during a landing, observing the nominal glide slope angle, using distance information concerning the touchdown.
An object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to aircraft.
It is the condition of being very easily broken or distorted. Frangibility can be incorporated into the support structure by means of a mechanism that slips, breaks or folds away on impact and removes the structural integrity of the support.
Obstacles are defined as all fixed objects, or parts thereof, that are located on an area intended for the surface movement of aircraft or that extend above a surface intended to protect an aircraft in flight.
3.1. Following the periodicity prescribed by the current Brazilian legislation, the scheduled flight inspections of VASIS, PAPI, ILS and PAR air navigation aids are carefully planned by GEIV. Whenever possible, as for any flight inspection, the departures are scheduled to occur particularly at out of the congestion hours;
3.2. If it is indispensable for the inspection, the Positioning System Operator (OSP) mounts the SPA (theodolite, DGPS etc). Such procedure is conducted on a pre-determined location, normally on the runway centerline, with extreme accuracy, so that the equipment reaches the proper level required for the inspection. Once placed the equipment, it shall not be dismounted and mounted during landings and departures as this may turn the inspection flight impossible.
4.1. Calibrations and checks of air navigation aids, electronic as well as mechanical, are indispensable for the air navigation safety.
4.2. As recommended by the ICAO Annex 14 – Aerodromes, any equipment required for the aircraft navigation, installed at the aerodrome runway must be frangible and mounted as low as possible. Such guidance, as included on the ICAO Doc. 9157 Aerodrome Design Manual Part 6 intends to ensure that impact will not result in loss of control of the aircraft during landings and departures.
4.3. The SPA (theodolite, DGPS etc), when located on a runway strip for the flight inspection will not be defined as obstacles, although they are not designed to be frangible, they are not fixed on the ground.
4.4. When using the SPA for the flight inspections, they should not be removed during the conventional air activities, as, according to the international rules, they would not endanger aircraft operations.
5.1. This AIC was approved by DECEA Internal Bulletin nr. 116, dated 23 JUN 2009.
5.2. Non-expected circumstances which may nevertheless be detected shall be revised by the current Chief of DECEA Sub department of Operations.
This AIC republishes AIC A17/09.