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2 CIVIL USE OF MILITARY AIR BASES
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3 LOW VISIBILITY PROCEDURES (LVP)
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CAT II/III Operations at Aerodromes
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3.1.1. The CAT I, II and III ILS operations require aircraft, aerodromes and involved units to be equipped with specific devices in order to enable more precise and safer guidance to aircraft performing precision approach procedure with reduced weather minima.
In order to perform an ILS operation, the following factors should be considered:
a) System of ground components and on-board equipment that comply with the technical specifications for the operation;
b) Instruction and certification for aircraft pilots, within the special requirements needed for this type of operation;
c) Evaluation of the obstacle limiting surfaces and analysis of terrain characteristics regarding the design of instrument landing procedures;
d) Suitability of landing and taxiing runways with additional lighting and visual signals required;
e) Effective traffic control of aircraft and vehicles in the maneuvering area;
f) Preparation of the technical staff in charge of the maintenance of equipment installed at the aerodrome;
g) Suitability and certification of the staff in charge of emergency situations; and
h) Indication of ILS status at the pertinent ATS unit.
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3.2 Operational requirements
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3.2.1. AIRCRAFT CERTIFICATION
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3.2.2. In order to perform an approach and precision landing procedure, it is necessary that the aircraft have navigation, approach and communication equipment that enable the required procedure to be carried out for the category of the ILS made available.
The aircraft should be certified in order to enable the required maneuvers to be carried out in approach and landing procedures, with safety, at any aerodrome operating an Instrument Landing System.
The minimum quantity of navigation, approach and communication equipment will be fixed:
a) By the National Civil Aviation Agency, for Brazilian civil aircraft;
b) By the Staff of the Air Force, for Brazilian military aircraft; and
c) By the Civil Aviation Authority of the State to which the aircraft belongs, for foreign aircraft.
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The criteria and requirements for qualification and certification of pilots for operations with the Precision Landing System will be fixed:
a) By the National Civil Aviation Agency, for civilian pilots that have a Technical Qualification Certificate issued by Brazilian authorities;
b) By the Staff of the Air Force, for Brazilian military pilots; and
c) By the Civil Aviation Authority of the State which issued the Technical Qualification Certificate, for foreign pilots.
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4 AERODROME OPERATING MINIMA
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The aerodrome operating minima defined in this item are applied to the instrument approach and take-off operations and are established in terms of visibility or RVR limits, depending on the case.
NOTE 1: When there is the need to see and avoid obstacles during take-off, in a specific SID, ceiling values are established. In this case, the ceiling and visibility values are published on the respective SID.
NOTE 2: The meteorological conditions to perform instrument flights (IFR) or visual flights (VFR) are defined in item ENR 1.2 and ENR 1.3 of the current publication.
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4.1 AERODROME OPERATING MINIMA FOR LANDING
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4.1.1. Up to December 2018, the operating minima for landing in Brazil are established in terms of visibility or RVR limits, according to the case, and ceiling. However, a revision of the criteria to determine such minima has concluded it is convenient to remove the ceiling.
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4.1.2. Within this context, until all charts are updated the ceiling information will remain on the IAC, however the aerodrome operating minima for landing no longer require the ceiling information.
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4.1.3. The pilot in command or the operator or explorer of the aircraft will be responsible for determining the appropriate MDA or DA before proceeding to land, considering the weather conditions, the aircraft's performance, crew qualification, among other factors. The MDA or DA (assigned by the pilot-in-command or operator) shall not be less than the MDA or DA published in the instrument approach chart under any circumstances.
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4.1.4. The reported ceiling value is not an impediment to perform the instrument approach procedure until the DA or MDA. The decision as to the continuity of the approach and landing will be the responsibility of the pilot in command through the analysis of the informed ceiling, the weather conditions existing at the time, the standards established by the operator. It is necessary to see the runway and/or approach lights.
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4.2 AERODROME OPERATING MINIMA FOR TAKE-OFF
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The aerodrome operating minima for take-off are subdivided into two types: aerodrome minima and SID minima.
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4.2.1.1. Aerodrome minima.
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4.2.1.1.1. The aerodrome minima determine the minimum admissible values for take-off. This concept is related to the aircraft movement through the taxiway, such as the takeoff maneuver. The establishment of a minimum visibility value depends on the available resources at the aerodrome and/or the use of HGS (Head-up Guidance System).
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4.2.1.2.1. The SID minima shall only be applied and published when it is not possible to establish an identification surface (according to PANS OPS) free of obstacles or when the calculated gradient is considered unacceptable from an operational point of view.
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4.2.1.2.2. The SID minima, when they exist, will prevail over the aerodrome minima, in cases when the SID to which the minima were established is used.
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4.2.1.2.3. SID minima include the minimum ceiling and visibility values necessary to initiate takeoff and may also include an altitude or fix/waypoint to which the aircraft must remain under VMC or with visual references in order to avoid obstacles.
NOTE 1: When SID which do not contain specific minima are used, the aerodrome minima must be applied.
NOTE 2: During the execution of a given SID, the aircraft will be protected from obstacles, except when the aircraft is required to remain under VMC or with visual references up to a certain altitude or fixed/waypoint.
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4.2.1.2.4. The minimum SID visibility, according to item 2.1.2.1, will be defined by the shortest distance between the end of the take-off runway and the obstacle determining the need to establish the minima. The ceiling will be defined by the height of the obstacle regarding the aerodrome elevation or other sufficient value to start the IMC segment of the flight in a safe way.
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4.2.1.2.5. When there are SID minima, the chart will contain a specific symbology to indicate the segment where visual reference or VMC flight is required, according to the case.
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4.2.2.1. CRITERIA TO DETERMINE THE AERODROME MINIMA
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4.2.2.1.1. The pilot-in-command and/or the aircraft operator is(are) in charge of determining the take-off minimum to take into consideration any type of technical restrictions or limitations, as well as complying with the prescribed by ANAC legislation. In any circumstance, the take-off minimum established by the pilot-in-command or aircraft operator must be higher or equal to the value established in item 2.2.2.
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4.2.2.1.2. The necessary requirements to determine the aerodrome minima do not include ceiling.
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4.2.2.2. REGULAR TAKE-OFF MINIMA
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4.2.2.2.1. The regular take-off minima are defined by the least admissible value to start an IFR take-off from an aerodrome operational IFR.
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4.2.2.2.2. For single engine-aircraft, the take-off visibility minimum will be equal to the minimum value established on the IAC. The navaids and lighting system which determine the landing operating minima must be serviceable, and the wind speed and direction should allow a direct approach to the runway in use in case it returns to the departure aerodrome.
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4.2.2.2.3. The tables below indicate the minimum visibility values and the requirements for determining aerodrome minima for aircraft with two or more engines:
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MÍNIMOS PARA DECOLAGEM IFR - CRITÉRIO GERAL PARA AVIÕES /
IFR TAKE-OFF MINIMA - GENERAL CRITERIA FOR AIRPLANES
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REQUISITOS/ REQUIREMENTS
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VIS
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NIL
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1600 m |
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RCLM
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800 m |
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REQUISITOS ESPECÍFICOS /
SPECIFIC REQUIREMENTS
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REQUISITOS/ REQUIREMENTS
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RVR
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Dia/Day: RCLM + 1 RVR
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500 m |
Dia/Day: (RCLL ou/or RCLM ou/or HIRL) + 2 RVR (TDZ e/and RO)
Noite/Night: (RCLL ou/or HIRL) + 2 RVR (TDZ e/and RO)
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350 m |
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(HIRL e/and RCLL) + 2 RVR (TDZ e/and RO)
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150 m |
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REQUISITOS PARA AERONAVE EQUIPADA COM HGS
(Head-up Guidance System)/
REQUIREMENTS FOR AIRCRAFT EQUIPPED WITH HGS
(Head-up Guidance System)
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REQUISITOS/ REQUIREMENTS
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RVR
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Sistema de Guia de Decolagem HGS aprovado
Approved HGS (Head-up Guidance System)
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500 m |
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(RCLM ou/or REDL ou/or RCLL ou/or HIRL) + 1 RVR (TDZ) + HGS
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350 m |
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(RCLM e/and REDL, ou/or RCLL) + 1 RVR (TDZ) + HGS
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300 m |
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(REDL e/and RCLL) + 2 RVR (TDZ e/and RO) + HGS
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175 m |
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(REDL e/and RCLL) + 3 RVR (TDZ, MID e/and RO) + HGS
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150 m |
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(HIRL e/and RCLL) + 3 RVR (TDZ, MID e/and RO) + HGS
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75 m |
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MÍNIMOS PARA DECOLAGEM IFR - HELICÓPTEROS/
IFR TAKE-OFF MINIMA – HELICOPTERS
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REQUISITOS/ REQUIREMENTS
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RVR ou/or VIS
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Heliponto localizado em terra (Onshore) /
Helipad located on ground (Onshore)
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DIA / DAY |
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Nil
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250 m¹ |
Heliponto localizado em terra (Onshore) /
Helipad located on ground (Onshore)
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NOITE / NIGHT |
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Nil
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800 m |
REDL, FATO iluminada, RCLM, RVR
REDL, lighted FATO, RCLM, RVR
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200 m |
Heliponto localizado no mar (Offshore)/
Helipad located in the sea (Offshore)
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DIA ou NOITE/
DAY or NIGHT
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Operações com dois pilotos / Operations with two pilots
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250 m |
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Operações com um piloto / Operations with one pilot
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500 m |
¹ ou distância para RTODAH, o que for maior./ ¹ or distance to RTODAH, whichever is greater
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Legenda/ Legend
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HIRL
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Luzes de pista de alta intensidade
High-intensity runway lights
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RCLL
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Luzes de eixo de pista
Runway centerline lights
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REDL
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Luzes de borda de pista
Runway edge lights
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RCLM
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Marcação de eixo de pista
Runway centerline marking
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LVP
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Procedimentos para operações em baixa visibilidade
Low visibility operations procedures
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TCLL
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Luzes de eixo de pista de taxi
Taxiway centerline lights
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HGS
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Head-up Guidance System
Head-up Guidance System
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FATO
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Área de aproximação final e decolagem
Take-off and Final Approach Area
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TDZ
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RVR de zona de ponto de toque
RVR of touchdown zone
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MID
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RVR de meio de pista
RVR of mid-runway
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RO
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RVR de fim de pista
RVR of runway end
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RTODAH
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Distância de decolagem abortada disponível para helicópteros
Aborted take-off distance available for helicopters
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VIS
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Visibilidade
Visibility
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4.2.2.2.4. Operations below RVR 350m require stop bars installed in all runway holding positions.
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4.2.2.2.5. When two or more RVR sensors are installed, the readings of all of them must be equal to or greater than the minimum established according to the respective values indicated in 2.2.2.3.
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4.2.2.2.6. RVR values will be reported in accordance with ICA 105-15.
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4.2.2.3 CRITERIA TO DETERMINE AN ALTERNATE TAKEOFF AERODROME
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4.2.2.3.1. An alternate take-off aerodrome must be informed before take-off from a location whose visibility condition is less than the minimum established on the IAC available for use. The verification of the minimum visibility will take into consideration the respective aircraft category and runway in use.
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4.2.2.3.2. The criteria for the alternate take-off aerodrome do not apply to the single-engine aircraft, which may only takeoff under IFR if the meteorological visibility condition or RVR is equal to or greater than the minimum established on the IAC of the take-off aerodrome, considering the respective category and the runway in use.
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4.2.2.3.3. For twin-engine or multi-engine aircraft, when it is not possible to comply with the provided in item 2.2.3.6 or 2.2.3.7, the Table 1 minima will not be applied, and the criteria provided in item 2.2.3.2 must be considered.
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4.2.2.3.4. The information regarding the alternate take-off aerodrome should comply with the prescribed by MCA 100-11.
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4.2.2.3.5. The selection of the IAC available for use, in order to comply with the provided in item 2.2.3.1, must take into consideration the runway in use at the aerodrome, the aircraft's navigation capability, as well as the meteorological information. The IAC that provides the best operational advantage may be considered, provided that it is available for use and that the respective navigation and visual aids required for the IAC are in operation.
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4.2.2.3.6. The Flight Plan must indicate, at least, one alternate take-off aerodrome located within the following distances regarding the departure aerodrome:
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4.2.2.3.6.1.
Twin-engine Aircraft
The alternate take-off aerodrome must be located at not more than one hour of flight away, at normal cruise speed, in calm air, considering one engine as inoperative.
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4.2.2.3.6.2.
Multi-engine aircraft
An alternate take-off aerodrome must be located at not more than two hours of flight away, at a normal cruise speed, in calm air, considering one engine as inoperative.
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4.2.2.3.7. The predominant meteorological condition, at an alternate take-off aerodrome, in terms of RVR or visibility, must be equal to or higher than the minimum established in the respective IAC available for use considering the runway in use and the aircraft category.
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