This Aeronautical Information Circular (AIC) aims to publicize the planning for the change in air traffic flow in the Rio de Janeiro and São Paulo TMAs, through the implementation of Performance-Based Navigation (PBN).

The provisions set forth in this AIC shall apply to all those who in the course of their activities make use of Standard Instrument Arrival Routes (STAR), IFR Standard Instrument Departure Charts (SID) and IFR Instrument Approach Charts (IAC), based on Area Navigation (RNAV) and/or Required Navigation Performance (RNP) at the Rio de Janeiro and São Paulo TMAs.

2.1. Performance-Based Navigation specifies the RNAV system performance requirements for aircraft operating on an ATS route, on an instrument approach procedure or in a designated airspace.

2.2. Performance requirements are defined in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular airspace concept. The performance requirements are identified in navigation specifications, which identify the sensors and equipment that can be used to satisfy such requirements.

2.3. There are RNP specifications and RNAV specifications. An RNP specification includes a requirement for on-board navigation performance monitoring and alerting, and is designated as RNP "X", in which "X" is the accuracy value associated with navigation performance. An RNAV specification, in turn, does not have the requirement for on-board navigation performance monitoring and alerting, and, in the same way, it is designated as RNAV "X".

2.4. Performance-based navigation depends on: 

a) the installation in the aircraft of the RNAV system, which will be approved to meet the functional and navigation performance requirements specified for RNAV and/or RNP operations in a particular airspace; 
b) flight crew compliance with the operational requirements established by the RNAV operations regulatory entity; 
c) a defined airspace concept, which includes RNAV and/or RNP operations; and 
d) the availability of an adequate air navigation aid infrastructure.

2.5. The main benefits of PBN are: 

a) Increased airspace safety through the implementation of continuous and stabilized descent procedures with vertical guidance, enabling a significant reduction in events of controlled flight into terrain (CFIT); 
b) Reduced aircraft flight time due to the implementation of optimal flight paths, independent of the ground-based air navigation aids, reducing fuel consumption and, thus, the harmful emissions to the environment; 
c) Use of the RNAV and/or RNP capabilities already installed on a significant percentage of the aircraft fleet flying within the Brazilian airspace; 
d) Optimization of airport and airspace arrival paths in all weather conditions, making it possible to prevent critical terrain and environmental conditions (e.g. aircraft noise) through the use of RNAV and/or RNP paths; 
e) Implementation of more precise approach, departure and arrival paths that will reduce dispersion and provide more predictable traffic flows; 
f) Reduced delays in high-density airspaces and airports through an increase in the ATC and airport capacity, provided by the implementation of parallel routes, new arrival and departure points in terminal areas and approach procedures with lower operating minima;
g) Potential reduction in the separation between parallel routes to accommodate more traffic on the same flow; and 
h) Decreased ATC and pilot workload, considering that the use of RNAV and/or RNP paths will reduce the need for radar vectoring and, therefore, the time spent on Pilot/ATC communications.

2.6. The ICAO Performance-Based Navigation (PBN) Manual (Doc 9613) establishes several Navigation Specifications that can be applied in world-wide level. Within the air traffic characteristics of the Rio de Janeiro and São Paulo TMAs, different navigation specifications will be applied, which can accommodate the largest possible number of aircraft equipped with RNAV systems, as described below.

3.1. The new air navigation procedures for the Rio de Janeiro TMAs (STAR, SID and IAC), based on RNAV, will be published on 07 February 2013 and will enter into force on 04 April 2013.

3.2. The air navigation procedures in 3.1 shall only be followed by operators and aircraft approved by the State of Registry or State of Operator, as applicable. The approval process for Brazilian operators and aircraft is established by the National Civil Aviation Agency.

3.3. The use of the navigation specifications and navigation systems described on this AIC must follow the occasional restrictions prescribed for the approval of aircraft and operators issued by the Civil Aviation Authorities.

3.4. STANDARD INSTRUMENT ARRIVAL ROUTES (STAR) AND STANDARD INSTRUMENT DEPARTURES (SID), BASED ON AREA NAVIGATION (RNAV)

3.4.1. The STAR RNAV and SID RNAV may be followed by aircraft and operators that are approved for one or more of the following navigation specifications: RNAV1 and Basic RNP1.

3.4.2. Aircraft operation in RNAV STAR and RNAV SID, based on RNAV1, will be conditioned to the use of the ATS Surveillance System by the ATC units involved. Only operators and aircraft approved for Basic RNP1 navigation specification, with the use of GNSS, may continue to use RNAV STAR and RNAV SID, in case of unavailability of ATS Surveillance Systems.

3.5. RNAV APPROACH PROCEDURES

3.5.1. The RNAV approach procedures may be followed by aircraft and operators that are approved for the RNP APCH Navigation Specification.

3.5.2. The RNAV approach procedures may also be followed by aircraft and operators that are approved for the execution of such procedures with the use of GNSS.

3.5.3. The Airports of the Rio de Janeiro and São Paulo TMAs follow RNAV/ILS and RNAV/Baro-VNAV procedures. These procedures will be adjusted to meet the new airspace concept to be adopted in the airspace concerned. The adoption of such procedures also requires specific approval from the aircraft and operators.

4.1. Aircraft and operators without approval for RNAV and/or RNP navigation specifications may continue to fly within the Rio de Janeiro and São Paulo TMAs, after the PBN implementation dates, by using “conventional” procedures (ILS, VOR/DME or NDB), under the radar vectoring used by the ATC units involved in the aircraft operations or by using the RNAV system available on board the aircraft for navigation to waypoints designated by the ATC unit. However, the ATC units concerned may be required to authorize the operation of such aircraft out of their optimum flight profiles, either by increasing the distance flown or by using altitude restrictions.

4.2. Updated documentation and information about PBN implementation at the Rio de Janeiro and São Paulo TMAs may be found at the site of the Department of Airspace Control: http://www.decea.gov.br/pbn

4.3. Additional information may be obtained through the following contact:

• DECEA 
Air Navigation Management Division: Tel: ++55-21-21016273; Fax: ++55-21-21016233; 
Email: dgna@decea.gov.br. 

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

5.2. This AIC was approved by DECEA Internal Bulletin, issue nr. 127, dated 06 July 2011.

5.3. This AIC republishes the AIC A12/11.