NIL

This term “Air Traffic Services Reporting Office” is not used, instead:

- at controlled aerodromes, the expression “Aerodrome Aeronautical Information Office” is used for the purpose of providing previous information service to the flights, and also receiving reports concerning air traffic services and flight plans submitted before departure.

- at non-controlled aerodromes, the expression “Aerodrome Flight Information Service Unit (AFIS)” is used to designate a unit established at aerodrome for the purpose of providing flight information services, and also receiving reports concerning air traffic services and flight plans submitted before departure.

Air Traffic Services Unit is a generic term meaning variously, air traffic control unit or flight information service unit.

Flight Information Centre - Not applicable.

Note: Flight Information Service is provided by an Area Control Centre

Special VFR flight is that authorized by air traffic control (APP), performed within the vertical and horizontal limits of a Terminal Control Area (TMA) or Control Zone (ATZ) under meteorological conditions below VMC.

NIL

3.3.1.2 It is compulsory to submit a Flight Plan previously, when a flight, partially or totally, is planned to operate:

a) according to Instrument Flight Rules;

b) according to Visual Flight Rules, in case it is subject to the Air Traffic Control Service;

c) in aerodrome with ATS unit provision;

d) in certain airspace or aerodrome, where this submission is required, according to aeronautical publications; or

e) in Air Defense Identification Zone (ZIDA).

3.3.1.3 Before departure, a flight plan shall be submitted before departure to an aerodrome aeronautical information
office.

3.3.1.4 A flight Plan shall be submitted, at least, 45 (forty five) minutes before the EOBT.

3.3.5.3 and 3.3.5.4 The closing of a flight plan to an aerodrome not provided with an ATS unit will occur automatically at being completed the estimated elapsed time (EET).

3.6.5.2.2 An aircraft has a communication failure, in IFR weather flight conditions or, if in IFR flight, and the pilot
deems it is not convenient to end the flight in visual flight weather conditions, land at the nearest appropriate
aerodrome and report landing to the appropriate ATS unit by the fastest means, he/she shall:
 

Nil

Flight altitude rules:

4.2.7 - Aerodrome AIS units

The letter C displayed vertically in black against a yellow background (Figure 1.10) indicates the location of the
Aerodrome Aeronautical Information Office.

The RVR value is reported in meters, during periods in which the visibility or visual range on the runway is less than 2,000m, differently from what is established by ICAO, which is 1,500 m.

Chapter 4 - Brazil does not provide Aerodrome Obstacle Chart - Type B.

Chapter 5 - Brazil does not provide Aerodrome Terrain and Obstacle Chart - (Electronic).

Chapter 18 - Brazil does not provide Aeronautical Navigation Chart - Small Scale.

Chapter 19 - Brazil does not provide Plotting Chart.

Chapter 20 - Brazil does not provide Electronic Aeronautical Chart Display.

Nil

4.2.7.1– Brazilian Administration has the prerogative to set up meteorological minima to be applied at any aerodrome in Brazil.

4.2.8.1 - Brazilian Administration has the prerogative to set up aerodrome operational minima to be applied to any
aerodrome in the Brazilian territory.

Nevertheless the publication of aerodrome operational minima by the Brazilian State, the responsibility for the
establishment of those minima, for each aerodrome in particular, to be used in operations, is the aircraft operator/explorer, and the specific regulation of the National Civil Aviation Agency (ANAC) shall be observed.

4.2.11.2 and 6.12 - Cosmic radiation measurement and control requirements have not been implemented yet

4.3.6 – The requirements for fuel and oil are determined in a somewhat different way from that shown in Annex 6. The national legislation is more strict to ensure a higher level of safety.

6.5.1 - Brazil has no specifics requirements for emergency equipment to seaplanes.

6.15.6 - A ground proximity warning system (GPWS) has not yet been required for pistonengined aeroplanes of a
maximum certificated take-off mass in excess of 5,700Kg or authorized to carry more than nine passengers.

7.1.3 - Brazilian regulations do not establish specific requirements for operations required to meet an RCP specification for PBC.

7.4 - Eletronic Navigation data management requirements have not established yet.

2.5.1.6 - Brazilian regulations do not establish specific requirements for operations required to meet an RCP specification for PBC.

4.4.2 Submission of a flight plan

4.4.2.1 Prior to Departure

4.4.2.1.2 Except when other arrangements have been made for submission of Repetitive Flight Plan, a Flight Plan
submitted prior to departure should be submitted to the Aeronautical Information Office at the departure aerodrome. If no such unit exists at the departure aerodrome, the Flight Plan should be submitted to the ATS UNIT at the departure aerodrome or, if prescribed by an Aeronautical Information Publication, to a specific unit to the concerning aerodrome.

4.4.2.1.3 In the event of a delay of 45 minutes in excess of the EOBT for which a Flight Plan has been submitted, this flight plan shall be amended or a new flight plan shall be submitted and the old flight plan cancelled, whichever is applicable.

5.4.1.1, 5.4.1.2, 5.4.1.3 and 5.4.1.5 – The published MDA corresponds to the round value of the OCA to the next higher 10 and does not consider the factors included in the Annex 6.

The MDA or DA, when established by the DECEA charts, are considered for a particular approach as the lowest MDA or DA that can be regarded by the operator or the explorator, not exempting him, however, of finding higher values after applying the factors included in CACI Annex 6, aiming to determine the specific MDA (Minimum Descent Altitude) or DA (Decision Altitude) for a particular aerodrome, considering such aspects as aircraft performance, aerodrome characteristics and crew qualification.
 

Nevertheless the publication of aerodrome operating minima by the Brazilian State, the responsibility for the establishment of those minima for each aerodrome in particular to be used in operations is the aircraft operator/explorer and the specific regulation of the National Civil Aviation Agency (ANAC). The aerodrome operating minima determined by aircraft operator/ explorer must not be lower than those described in the
aeronautical information.

7.2.4 and Table I.4.7.3 – Values for ceiling and visibility are calculated according to the prescribed in the Federal Aviation Administration (FAA) ORDER-8260.3B.

2.4.12 - All aeroplanes shall be equipped with at least one automatic or portable ELT.

2.5.1.6 - Brazilian regulations do not establish specific requirements for operations required to meet an RCP specification for PBC.

2.4.6.2 - Brazil has not established yet requirements for pressurized aeroplanes intended to be operated at flight
altitudes at which the atmospheric pressure is less than 376 hPa to be equipped with a device to provide positiva warning to the flight crew of any dangerous loss of pressurizatio.

2.4.11.3 - A ground proximity warning system has not yet been required for piston engined aeroplanes of a maximum certificated take-off mass in excess of 5,700kg or authorized to carry more than nine passengers.

3.6.3.1.1.1 - Brazil has no requirement for the recording of data link communications in general aviation operations.

2.2.8. - Brazil has not defined requirements for IFR operations heliports.

2.3.8.2 - Brazil has not established requirements for supplementary oxygen for pressurized helicopters.

2.6; 8.3 and 8.5 - Brazilian regulations do not require a Dispatcher for helicopter operations.

3.4.3 and 3.4.4 - Brazil has established requirements for IMC flight only for Class 1 helicopters.

4.2.2 - Brazil has no especific requirements for helicopter emergency equipments concerning general aviation
operations.

4.3 - FDR is required only for multiengine turbine helicopters with configuration for more than 10 passengers.

4.3.5.1; 4.3.5.2 and 4.3.6 - CVR is required only for multiengine turbine helicopters with configuration for more
than 6 passengers certified to operate with two pilots.

4.4.4 - A ground proximity warning system has not been yet required for helicopters.

4.5.2.2.1 - Brazil has no requirement for life jackets during offshore operations, when operating beyond auto rotational distance from land.

4.5.2.6; 4.5.2.7 and 4.5.2.8 - Brazil has not established requirements for life raft deployment in helicopter operations.

4.7 - ELT has not been required for helicopters yet.

4.15 - Brazil has not set requirements for vibration health monitoring system of helicopters with maximum certificated take-off mass 3,175 Kg or passenger seating configuration of more than 9.

7.4.2.1 Recent experience requirements for pilots to assume as co-pilots in helicopters are not established.

7.4.2 - There is no specific requirement on this SARP. But, since it would be dependent on the compliance of 7.4.2.2 and 7.4.2.3, it was considered as less protective. S

2.9.2 - Brazil has not established requirements for supplementary oxygen for pressurized helicopters.

3.3 - Brazil has no requirements set for risk control associated with a power-unit failure for helicopters operating to or from heliports in a congested hostile environment.

4.1.3.2 - Brazil has not set specific requirements for installing signal equipaments to be used in search and rescue purposes for helicopters.

4.1.4.1 and 4.1.4.2 - Brazil has no requirements for marking of break-in points in helicopters, if applicable.

4.3.1 and 4.3.2 -Brazil has no specifics requirements for means of flotation and emergency equipment for helicopters on flights over water.

4.4 - Brazil has no specifics requirements for signaling devices and life-saving equipment for helicopters on flights over land areas in which search and rescue would be especially difficult.

4.7 - FDR is required only for multiengine turbine helicopters with configuration for more than 10 passengers.

4.7.1.5 - Brazil has not set requirements for all the communications to be recorded in general aviation
operations with helicopters.

4.7.5 - CVR is required only for multiengine turbine helicopters with configuration for more than 6 passengers
and certified to operate with two pilots.

4.9 - Brazilian regulations do not require that all helicopters be equipped with pressure-altitude reporting transponders

Section 10

Chapter 1

1.1 - Brazilian regulations do not require aircraft tracking.

1.2.1 - Brazilian regulations do not require aircraft tracking.

1.2.2 - Brazilian regulations do not require aircraft tracking.

1.2.3 - Brazilian regulations do not require aircraft tracking.

Appendix to Chapter 1 - Brazilian regulations do not require aircraft tracking.

Chapter 2

2.1 - Brazilian regulations do not require transmission of location of aircraft in distress.

2.2.1 - Brazilian regulations do not require transmission of location of aircraft in distress.

2.2.2 - Brazilian regulations do not require transmission of location of aircraft in distress.

ARO - Air Traffic Services Reporting Office.

The term “Air Traffic Services Reporting Office” is not used, instead:

- at controlled aerodromes the expression “Aerodrome Aeronautical Information Office” is used for the purpose of
providing previous information service to the flights, and also receiving reports concerning air traffic services and flight plans submitted before departure.

- at non-controlled aerodromes the expression “Aerodrome Flight information Service Unit” is used to designate a unit established at aerodrome for the purpose of providing aerodrome information service to the flights, and also
receiving reports concerning air traffic services and flight plans submitted before departure.

FIC - Flight Information Center - Not applicable.
Note: Inside the FIR, Flight information Service is provided by
an Area Control Centre.

Nil

2.2.7.1 - The recent improvements under "2.2.7.1 f" related to "at time of landing performance" are not yet incorporated into RBAC 25.
Operational takeoff and landing distance margins are applied where appropriate by ANAC operational regulations (RBAC 121 and RBAC 135).
For 2.2.7(b): In addition to the accelerate-stop distance associated with failure of the critical engine, ANAC also requires the accelerate-stop distance with all engines operating to be considered.
2.2.7.2 - This ICAO provision requires performance data to be scheduled for ranges of gradient of the landing surface for landplanes and ranges of surface conditions, water density, and current strength for seaplanes. For landplanes, ANAC only requires the landing distances to be determined on a level runway. For seaplanes, ANAC
only requires the landing distance on water to be determined on smooth water.
2.2.7.3 - The recent improvements under "2.2.7.1 f" related to "at time of landing performance" are not yet incorporated into RBAC 25.

2.4 – The General Declaration is not required. However, the operator shall produce to the Federal Police and Sanitary Inspection Units, at stopover and destination airports, a written document stating, not only the name of the airline, flight, aircraft number or registration mark, but also the following data:

Arrival: Course and number of crew members and passengers to be disembarked and in transit;

Departure: Course and number of crew members and passengers to be embarked and in transit.

2º – When any event of medical sanitary concern takes place on board of the aircraft, it is up to its commander to inform the National Division of Harbour, Airport and Border Sanitary Surveillance of such fact, immediately after the arrival, especially of the following details:

Cases of diseases observed during the flight or in passengers disembarked for this reason, in previous stops;

Conditions on board that favor the development or dissemination of diseases;

The desinfestation processes to which the aircraft has been submitted when proceeding from countries that present areas affected by infectious diseases, object of international control, or infested by their vectors.

2.12 – For departure clearance, the operator shall deliver to the Federal Police and Sanitary Inspection Units at the airports where he stops, a written document stating not only the name of the airline, but also the number of the flight or registration of the aircraft, the route and number of crew members and passengers to be embarked or in transit.

2.15 – When the aircraft arrives at the stopover or destination airports, the operator shall deliver to the Federal Police and Sanitary Inspection Units a written document stating not only the name of the airline, but also the number of the flight or registration of the aircraft, route and number of crew members and passengers to be disembarked and in transit.

When any event of medical sanitary concern takes place on board of the aircraft, it is up to its commander to inform the Sanitary Unit of such facts, especially of the following data:

Cases of diseases observed during the flight or passengers disembarked for this reason, in previous stops;

Conditions on board that favor the development or dissemination of diseases;

The disinfestation processes to which the aircraft has been submitted when proceeding from countries that present areas affected by infectious diseases, object of international control and/or infested by their vectors.

2.35 – The authority of the international airport, where the aircraft will land as first stop when entering Brazilian territory, must be notified at least 24 hours before arrival (paragraph 1, art.2, Decree 46.124, dated 26 MAY 59).

3.8.2 – The validity for the use of any of the visas is 90 days, from the date of issue, and it may be extended just once by consular authority, the fees owed being charged. An alien possessing a tourist visa who absents himself from Brazil may return regardless of a new visa, if he does so within the term of validity of his stay in Brazilian territory, as set on his visa (art.9, 12, 20 and 52, Law 6.815, dated 19 AUG 1980).

3.10 – Brazilian authorities shall require the filling out of the entry and exit card which replaces the model contained in Appendix 3 of Annex 9 to the International Civil Aviation Convention, 8th. Edition.

3.36 – Operators are subject to time if they carry to Brazil alien passengers that do not possess appropriate documents (art.147, Law Decree 941, dated 13 OCT 1969).

2.41 - For clearing small – sized aircraft and their load, more than one Government Agency is required (Decree 66.485, dated 24 APR 70).

3.5.1 – A Brazilian passport shall be granted to all Brazilians who intend to leave the national territory or return to it. For Brazilian passport grant, the submission of the following documents shall be required: identity card or, should it be missing, birth certificate or marriage license; voter’s card; payment proof of due fees (art.8 and 9, Decree 84.541, dated 11 MAR 80).

3.5.2 – A Brazilian passport is valid for 6 (six) years, undelayable (art.11 of Decree 84.541, dated 11 March 1980).

3.9 – Embarkation and disembarkation control shall be carried out by means of entry and exit cards, which shall be filled out and delivered, original and copy, to the Federal Police by the passengers and crew members.

4.22 – Customs clearance of imported merchandise shall be processed based on, a declaratIon, independently of the weight and value established. To all intents and purposes, the airwaybill will be considered equal to the commercial invoice and the carrier shall provide the Federal Revenue authority of the place of unloading with the airwaybill, within the 48 hours after the aircraft arrival, according to the model prescribed by the Bureau of the Federal Revenue (art.44, Law-Decree 37, dated 18 NOV 66 and Decree 66.485, dated 24 APR 70).

5.2.1.7.1.2- During radiotelephony communication, in international traffic, Brazil adopts the terms CENTER to
specify the functions carried out by the Area Control Center (ACC) and Control to specify the functions carried out by the Approach Control facility (APP).

This term “Air Traffic Services Reporting Office” is not used, instead

- at controlled aerodromes, the expression “Aerodrome Aeronautical Information Office” is used for the purpose of
providing previous information service to the flights and also receiving reports concerning air traffic services and flight plans submitted before departure.

-at non-controlled aerodromes, the expression “Aerodrome Flight Information Service Unit” is used to designate a unit established at aerodrome for the purpose of providing flight information services and also receiving reports concerning air traffic services and flight plans submitted before departure.

 

Air Traffic Services Unit is a generic term meaning variously air traffic control unit or flight information service unit.

Area Navigation is a method of navigation which permits aircraft operation on any desired flight path within the
coverage of navigations aids or within the limits of capability of self-contained aids, or a combination of these.


Flight Information Centre - Not applicable
Note: Flight Information Service is provided by an Area
Control Centre.


Special VFR flight is the one performed under meteorological conditions below VMC, authorized by the approach control, within a CTR or even an ATZ of a controlled aerodrome that is located within the vertical projections of the lateral limits of a TMA.

Nil

3.2 a) 2) By an approach control unit to which the attribution of providing such service has been delegated in a certain airspace.

3.3.3 This recommendation is not implemented yet

3.7.3.1 c) So as to avoid unnecessary frequency load, information contained in ATIS broadcaasts have to be
readback only on controller reques.

3.7.4.2.1 Not applicable. There is no downstream air traffic control unit.

4.3.2 HF operational flight information service (OFIS) broadcast - Not Applicable.

4.3.3 VHF operational flight information service (OFIS) broadcast - Not Applicable

4.3.4.7 Voice-ATIS broadcasts are available in more than one language (English and Portuguese) at the same channel.

Nil

Nil

1.2.2 – Brazilian requirements related to aerodrome design are fully applicable to aerodrome facilities registered
from the date of entry into force and, in the following cases and conditions, to facilities existing before the date of entry into force:
(1) to accommodate more demanding operations or operations of a new critical aircraft; or when the civil aviation authority requires compliance with new rules:
(2) in the aerodrome certification process;
(3) in airport concession contracts;
(4) in specific infrastructure adequacy programs; or
(5) in face of an identified unacceptable level of risk.

1.4.1 – Brazilian requirements for aerodrome certification apply to all Brazilian public civil aerodromes that process or intend to process:
(1) domestic or flag operations, governed by RBAC nº 121;
(2) supplemental operations, governed by RBAC nº 121, when there is regularity; or
(3) operations of foreign companies whose objective is public civil air transport in Brazil, governed by RBAC nº 129.

CHAPTER 5

5.2.1.8 - Unpaved taxiways are not required to be provided with the markings prescribed for paved taxiways.
5.2.6.2 - Touchdown zone marking is not required to be provided in touchdown zone of a paved non-precision approach or non-instrument runway.
5.2.6.5 - Additional pair of touchdown zone marking stripes is not required to be provided on non-precision approach runway where the code number is 2.
5.2.8.2 - Taxiway centre line marking is not required on a paved taxiway where the code number is 1 or 2.
5.2.17.8 – Character height of information marking may be reduced to 3 m, if necessary.
5.3.9.2 - Runway edge lights are required to be provided only for a runway intended for use at night or for a precision approach runway intended for use by day or night.
5.3.19.2 - Runway turn pad lights are required to be provided only on a runway turn pad for use in RVR less than a value of 350 m.
5.3.20.1 - A stop bar is required at runway-holding positions serving a runway intended to be used in RVR less than a value of 350 m.
5.3.21.2 - Intermediate holding position lights where there is no need for stop-and-go signals are not implemented in Brazilian regulation.
5.3.25.10 - Azimuth guidance unit is not required to be aligned for use by the pilot occupying the right seat.
5.3.25.15 - Stopping position is not required to be usable by the pilot occupying the right seat.
5.3.29.1 - No-entry bar is only required to be provided across a taxiway which is intended to be used as an exit only taxiway serving a runway intended to be used in RVR less than a value of 350 m.
 

CHAPTER 6

6.2.2.2 - White color is used for ambulances. Service vehicles not used in manoeuvring area can use any color different from yellow, white or red.
6.2.2.6 - Flashing lights for emergency vehicles (ambulance and rescue and fire fighting vehicles) are red and white.
 

9.1 – Brazilian requirements do not set “public health emergencies” as example of emergencies to be considered by aerodrome operators in the development of aerodrome emergency plans (AEP).

9.2.18 – According to Order 115/2009, Brazilian requirements establish that the extinguishing powder shall comply with NBR (Brazilian Rules) 9695, which is an ABNT (Brazilian Association of Technical Standards - www.abnt.org.br) standard on fire extinguishing powder.

9.2.19 – Brazilian requirements establish that the extinguishing powder shall comply with NBR (Brazilian Rules) 9695, which is an ABNT (Brazilian Association of Technical Standards - www.abnt.org.br) standard on fire extinguishing powder.

10.1.4 Brazil makes Area-2 electronic obstacle data available, which are already available for some international aerodromes and may be obtained according to the prescribed in the AIP, GEN part. Brazil will be making all international aerodrome data available by 2022.

10.1.5 Brazil makes Area-2 electronic terrain data available, which are already available for some international aerodromes and may be obtained according to the prescribed in the AIP, GEN part. Brazil will be making all international aerodrome data available by 2022.

 

10.2.4 In order to comply with Table A8-1 (Terrain data numerical requirements), specifically concerning Area-1 terrain data requirements, Brazil meets the requirements, excepting vertical and horizontal accuracies, once the digital terrain model used, SRTM (Shuttle Radar Topography Mission), is very precise in flat areas but may show discrepancies in mountainous regions.

Nil

Nil

11.1 - Brazil dos not establish inspection or operational surveillance over shippers. However, applies penalties such as fines for non-compliance with Technical Instructions when this is identified during inspections of the air operator or in the investigation of incidents or complaints related to the transport of dangerous goods.

Nil