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The air traffic rules and procedures applicable to air traffic in Brazilian territory conform to Annexes 2 and 11 to the Convention on International Civil Aviation and to the Regional Suplementary Procedures applicable to the SAM Region, included in ICAO Doc. SUPPS 7030, except for the
differences listed in GEN 1.7.
Moreover, Brazil adopts, totally or partially, the Procedures for Air Navigation Services (PANS), included in ICAO Doc. 4444 ATM/501.
The following items, that are also prescribed in the ICAO documents mentioned above, comprise only the air traffic procedures and rules that are applied to Brazil, aiming at improving the national air traffic management.
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2 IFR APPROACH IN ADVERSE WEATHER CONDITIONS
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2.1. When an ATS unit informs metereological minima below those established in the Instrument Approach Chart (IAC), the pilot in command, at his own discretion and after communicating his decision to the ATS unit, shall accomplish only the instrument approach procedure for straight-in
landing prescribed in this chart, being the execution of the instrument approach procedure for circling prohibited. However, the approach for straight-in landing procedure is limited to MDA or DA values and the pilot shall be allowed to land only if visual contact with the runway or the approach lights (ALS) is established.
If the pilot is unable to establish the visual contact, he must compulsorily begin the missed approach procedure before os at the initial point of such procedure.
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2.2. The MDA or DA values are determined, based on vertical and lateral safety margins, relating to the existing obstacles that may interfere with the final approach portion of the considered procedure.
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2.3. The procedures prescribed in 2.1 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.
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3.1. The supersonic flight is not allowed within the airspace under Brazilian jurisdiction, outside of the approved routes and levels established by DECEA.
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3.2. Is regarded as a Protected Zone against adverse effects of sonic boom. All the geographic portion, corresponding to the Brazilian territory and its territorial waters.
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3.3. The restrictions mentioned in 3.1 and 3.2 do not apply to Brazilian military aircraft, provided that they are engaged in a military operation or in missions coordinated by an Air Defense Operations Center.
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4 COMMUNICATION BETWEEN AIRCRAFT
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4.1 Air-Air Communication Channel
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4.1.1. ACFT flying over remote and/or oceanic zones and that are out of reach from the ground VHF stations can exchange
operational on the 123.45 MHz frequency.
Note: That air-air communication channel aims, basically, at assisting with the operational purposes to increase the safety and it does not exempt the aircraft from compliance with the ordinary demands relative to the establishment of communication with the ATS units during the flight.
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4.2 Frequency for Co-ordination between ACFT (FCA)
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4.2.1. The FCA shall be executed at AD not provided with a local ATS unit or where that unit just operates during part of the time, with the purpose of improving the safet of the air navigation at those AD vicinities.
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4.2.2. At an AD not provided with a local ATS unit, the pilot shall use the defined frequency in the aeronautical publications as FCA for the AD at issue.
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4.2.3. In spite of the determination in 4.2.2 above, in case there is no frequency destined to the coordination between aircraft to that AD, the pilot shall use the frequency 123.45MHz as FCA.
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4.2.4. When operating out of the operational schedule of the AD ATS unit, the pilot shall use the frequency of the mentioned unit as FCA.
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Note: the procedures described below do not exempl the pilot from compliance with the air traffic rules, as well as the flight requeriments related to ATS airspace classification.
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4.3.1. Since there is not a specific procedure published for that aerodrome, the FCA shall be used in the following way:
a) Departure ACFT
- shall maintain a listening watch from engine start-up up to 10NM from the AD; and
- shall transmit their position prior to entering the runway in use for take off.
b) Arrival ACFT:
- shall maintain a listening watch 10NM from the AD until engine cut-out; and
- shall transmit their position and purpose when entering the downwind leg, at the final APCH, when abandoning the RWY and starting the missed APCH procedure.
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4.3.2. In aerodromes which have published IAC, and IFR operation without ATS unit or outside working hours, the subsequent ACFT performing IFR approach will only be allowed to take the approach segment for landing when the previous aircraft has reported free runway in FCA.
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4.4.1. Communication between aircraft, either using the air-air communications channel or the FCA, must be first in Portuguese.
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4.4.1.1. The aircraft crew destined to domestic aerodromes without an ATS unit must have capacity to perform coordination by radiotelephony, in Portuguese.
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5 CHANGES IN THE FLIGHT RULES
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5.1. Shall be considered a compulsory reporting point. During the flight, the point where there is a change in flight rules, from IFR to VFR, or vice versa.
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5.2. When using the letter Y or Z and since the destination aerodrome is conducting only VFR flights, the Flight Plan must include at least one alternate aerodrome certified for IFR to be used in case of two-way communication failure until reaching the reporting point where the expected change of flight rules will occur.
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5.3. In case of radio communication failure, according to 5.2, the ATS unit shall consider that the pilot will proceed to the IFR AD ALTN. However, the pilot, considering his own separation under visual flight meteorological conditions (VMC), may proceed to the destination aerodrome if:
a) the time of flight from the point of change of flight rules up to the destination AD is equal to or lesser than from this point of change to the AD ALTN; and
b) the landing time is informed to an ATS unit by any communications mean until 30 (thirty) minutes beyond the EET.
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6 OVERFLIGHT OF PENAL INSTITUTIONS
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6.1. No ACFT can overfly penal institutions in height lower than 300 meteres (1000FT) taking as a reference, the highest structure of the built part.
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7 PROCEDURES FOR THE USE OF VHF-DF (HOMING)
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7.1. Procedure normally used when due to failure in the airborne equipment, the aircraft needs guidance to the station and to overhead it with the information furnished by the ATS unit.
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7.2. The locations where VHF-DF are available, are included in the AIP, part GEN, item GEN 3.4.
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7.3. Radio direction-finding stations in radiotelephony shall use as call sign the word “HOMING”, preceded by the name of the location that uses the VHF-DF equipment.
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7.4. The VHF (VHF-DF) Radio direction-finding Station may furnish only:
a) Heading to the Station; and
b) Overheading station instructions.
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7.5. Used phraseology:
Example:
AIRCRAFT – “Natal Homing, Air Force 2362”.
HOMING – “Air Force 2362, Natal Homing, go on”.
AIRCRAFT – “Air Force 2362 request heading to Natal”.
HOMING – “Air Force 2362, press microfone button for ten seconds, then say your identification”.
AIRCRAFT – (After pressing the microfone button for ten seconds) “Air Force 2362”.
HOMING – “Air Force 2362 to Natal, go on heading ZERO THREE ZERO”.
AIRCRAFT – “Air Force 2362 ROGER, heading ZERO THREE ZERO”.
HOMING – “Air Force 2362, maintain heading ZERO THREE ZERO and press microfone button for ten more seconds”.
AIRCRAFT – (After pressing the microfone button for ten seconds) “Air Force 2362”.
HOMING – “Air Force 2362 you are Southwest of Station, take heading ZERO THREE FIVE. Report when reaching heading”.
AIRCRAFT – “Natal Homing, Air Force 2362, on heading ZERO THREE FIVE”.
HOMING – ¨Air Force 2362 overheading Station¨.
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8 AIRSPACE JURISDICTION BELOW A TMA FOR THE PURPOSE OF ATS PROVISION
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8.1. In the airspace corresponding to the projections of lateral limits to the terminal control areas, the responsibility for providing flight information and alert services to the ground or water shall be the respective APP’ s.
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9 INFORMATION ON AIRCRAFT MOVEMENT AND MESSAGES
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9.1. Air traffic service units shall give information on aircraft movement and messages, happened more than 24 hours, when the request is made through the Serviço Regional de Proteção ao Voo, Centro Integrado de Defesa Aérea e Controle de Tráfego Aéreo or the Departamento de Controle do Espaço Aéreo (DECEA) director.
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10.1.1. ATC clearance is based on well-known traffic conditions. Thus, the alteration in the initial clearance can be issued by the ATC, at any moment, in order to prevent a possible conflict among aircraft.
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10.1.1.1. The pilot shall comply with that alteration and, if necessary, he can require pertinent correction, to which, as far as practicable, will result a further clearance.
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10.1.2. When a change in the flight level or altitude is cleared by the ATC unit, the pilot shall inform, independently of request, as soon as:
a) vacating the flight level or altitude that was being maintained; and
b) reaching the new flight level or altitude assigned.
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10.1.3. The pilot, when instructed to maintain a specific flight level or altitude, although he had already been cleared previously to change to another flight level or altitude, shall confirm the new flight level or altitude prior to perform such a change.
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10.1.4. Any change in the flight level or altitude in a foreign FIR that was previously cleared by a Brazilian ATC unit, the pilot shall confirm such a change with the foreign responsible unit prior to perform it.
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10.2 Standardized Clearance for Departing Aircraft.
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10.2.1. The standardized clearance for departing aircraft will be issued by a TWR and can just comprise the necessary content to the commencement of the flight.
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10.2.1.1. The content not issued in a standardized clearance for departing aircraft will be complemented, during the flight, by the ACC of origin.
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10.2.2. The standardized clearance for departing aircraft will comprise, at least, the following content:
a) aircraft identification;
b) clearance limit, usually the destination aerodrome;
c) SID indicator used, if applicable;
d) initial level, except when that element is already included in the SID layout;
e) SSR code; and
f) any other necessary instruction or information not contained in the SID layout, for example, instruction related to the frequency change.
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10.2.3. The following TWR and Radios issue standard clearance for departing aircraft: Belém TWR, Belo Horizonte TWR, Boa Vista TWR, Brasília TWR, Campinas TWR, Campo Grande TWR, Confins TWR, Congonhas TWR, Cuiabá TWR, Curitiba TWR, Eduardo Gomes TWR, Florianópolis TWR, Foz TWR, Fortaleza TWR, Galeão TWR, Goiânia TWR, Guarulhos TWR, Palegre TWR, Palmas TWR, Porto Velho TWR, Rio TWR, Rio Branco TWR, Salvador TWR, Vilhena Radio, Oiapoque Radio, São Gabriel da Cachoeira Radio, Tiriós Radio, Tabatinga Radio and Guajará-Mirim Radio.
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10.3 Use of the Clearance Limit Point
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10.3.1. The clearance limit point is the application, for operational need, of a point that is not the destination aerodrome as a limit of an ATC clearance.
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10.3.2. The ATC shall issue the supplementary clearance up to the flight destination aerodrome or other pertinent instruction, as soon as possible, prior the aircraft reaches the specific clearance limit point.
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