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1.1.1 The use of preferred IFR routes and User Preferred Routes (UPR) has the objective of optimizing the airspace use, enabling better flight planning and increasing air traffic flow, maintaining the high rate of operational safety. Preferred IFR routes will be applied to the Brazilian airspace, according to the following described.
1.1.2 Aircraft with IFR flight planning, departing from one of the IFR certified airports shall comply with IFR departure procedures published which lead such aircraft to the fix/waypoint to intercept the airway approved in their flight planning. This fix/ waypoint shall be previous to or match the beginning of the Preferred IFR Route or Alternative IFR Route, if there is any. 1.1.3 Aircraft following Preferred IFR Routes, Alternate IFR Routes or User Preferred Routes (UPR) will be treated, by the ATC, according to the same standards applied to other ACFT and may be subject to vectoring, for example, in order to adjust to the sequencing, shorten flight paths or provide suitable separation from other aircraft when speed adjustments are not sufficient. Note : The complete list of Preferred IFR Routes, Alternate IFR Routes and User Preferred Routes (UPR) is described in the DECEA Aeronautical Information portal on the INTERNET at www.aisweb.decea.mil.br (AIRSPACE menu, Route Playbook option). |
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2.1 A Preferred IFR Route is an ATFM measure, of mandatory nature, previously defined, publicized in our Aeronautical Information Publications (AIP), NOTAM and other media. It has been established under coordination and approval of CGNA.
2.2 A preferred IFR route may contain the complete route between two airports or only a route segment, connecting the Terminal Control Area (TMA) or ATC Sectors of one or more Flight Information Regions (FIR). |
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3.1 An Alternative IFR Route is an ATFM measure, of mandatory nature, previously defined, publicized in our Aeronautical Information Publication (AIP), NOTAM and other media. It has been established under coordination and approval of CGNA. It may replace a Preferred IFR Route when there is technical or operational restriction, according to the following described.
3.2 An alternative IFR Route may contain the complete route between two airports or only a route segment, connecting the Terminal Control Area (TMA) or ATC Sectors of one or more Flight Information Regions (FIR). The Alternative IFR Routes will be applied to one of more of the following situations: a) At certain times of the day when the air traffic movement, which originated the associated, preferred IFR, route is reduced; b) When the associated Preferred IFR Route cannot be used due to the total or partial application of the contingency plan established or due to the activation of the Conditioned Airspace; c) When requested by the user whose aircraft performance does not adjust to the associated Preferred IFR Route; and d) Due to operational demand from ATC units. |
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4.1 An User Preffered Routes (UPR) is a non-mandatory route, previously established collaboratively and published by CGNA, with the aim of optimizing the traffic flow, enabling fuel savings and reducing CO2 emissions.
4.2 An UPR contains DCT segments outside the airspace, defined by item 6.2.5 "Direct Routes Airspace" of ENR 1.9 4.3 The criteria for requesting UPR must follow the procedure provided in CIRCEA 100-14 |
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5.1. The proposed IFR flight planning will be authorized, a priori, according to the preferred IFR routes (if any) established for the destination airport (or region).
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5.2. The requested alternate IFR routes (subsection “c” of item 1.3) will be analyzed by the ATC unit and may be totally or partially approved, depending on the air traffic movement foreseen in the preferred IFR routes or other circumstances which may affect the air flow.
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6.1.1. The EUR/SAM corridor is the airspace over the South Atlantic (SAT) area which lies within Flight Information Regions of Atlantico, Canarias, Dakar Oceanic, Recife and Sal Oceanic.
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6.1.2. RNP 10 shall be applicable in that volume of airspace between FL 290 and FL 410 in the following airspace:
From 25º00’N/015º30’W; 17º20’N/020º00’W; 15º00’N/ 020º00’W; 12º58’N/021º22’W; 08º31’S/034º21W; 08º08.2’S/ 034º56’W (RECIFE VOR) then follow the Northern continental limits of Brazil until the point 01º21’S/043º08’W; 07º40N/035º00W; 13º30N/ 037º30’W; 17º00’N/037º30’W; 24º00’N/025º00’W; 30º00’N/025º00’W; 30º00’N/020º00’W; 31º39’N/017º25’W; from this point following the limit between Canarias/Lisbon FIR boundary to 31º30’14’’N/017º01’44’’W; 27º00’N/020º00’W; 25º00’N/020º00’W; 25º00’N/015º30’W. |
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6.2.1. With the exception of State Aircraft, no aircraft shall flight plan to operate in the RNP 10 airspace at the EUR/SAM corridor unless it is RNP 10 certified to operate in this airspace by the State of Registry or the State of operator, as the case may be, except in the following circumstances:
a) The aircraft is being initially delivered to the State of Registry or the State of the operator; b) The aircraft is RNP10 certified but experienced navigation system degradation and is being flown back to base or to a maintenance facility for repairs; c) The aircraft is engaged on a humanitarian or mercy flight; NOTE: The procedures below do not apply to the airspace at North of Parallel 27° North in the Canarias FIR where no exceptions are allowed. |
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6.2.2. Special coordination procedures:
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6.2.3. These provisions are intended to address the special cases listed and shall not be taken as a means to circumvent the normal RNP 10 requirements and processes.
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6.2.4. Contacts:
I Atlântico ACC: 55.81 21298330 II Canárias ACC: 34 928 577060/928577064 III Dakar ACC: 221 869 2305/869 2307 IV Sal ACC: 23 82411970 |
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6.3.1. The RNP 10 approval is provided by the State of Registry or State of the Operator, as appropriate.
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6.3.2. Brazilian operators shall contact National Civil Aviation Agency (ANAC) to obtain operational approval for RNP 10. Other operator shall consult their relevant State authority.
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6.4.1.1. The minimum lateral separation that shall be applied between RNAV-equipped aircraft approved to RNP 10 shall be 50 NM.
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6.4.1.2. Operators shall establish programs to mitigate the occurrence of large lateral track errors due to equipment malfunction or operational error, which:
a) Ensure that operating procedures include mandatory navigation cross-checking procedures to identify navigation errors in sufficient time to prevent aircraft inadvertently deviating from an ATC cleared route; and b) Provide for the continued airworthiness of aircraft navigation systems necessary to navigate to the degree of accuracy required. |
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6.4.2.1. Minimum longitudinal separation between aircraft will be 10 minutes, when the MACH number technique is applied, ou 80 NM RNAV.
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7.1.1. The EUR/SAM corridor is the airspace over the South Atlantic (SAT) area which lies within Flight Information Regions of Atlantico, Canarias, Dakar Oceanic, Recife and Sal Oceanic
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7.1.2. RVSM shall be applicable in that volume of airspace between FL 290 and FL 410 in the following airspace:
From 2500N/01530W; 1720N/02000W; 1500N/02000W; 1258N/02122W; 0831S/03421W; 0808.20S/03456.64W (RECIFE VOR) then follow the Northern continental limits of Brazil until the point 0121S/04308W; 0740N/03500W; 1330N/ 03730W; 1700N/ 03730W; 2400N/02500W; 3000N/02500W; 3000N/02000W;3139N/01725W; from this point following the limits between Canarias/Lisbon FIR boundary to 313014N/ 0170144W; 2700N/02000W; 2500/02000W; 2500N/01530W. |
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7.2.1. With the exception of State Aircraft, no aircraft shall fill the flight plan to operate in the RVSM airspace at the EUR/SAM corridor unless it is RVSM approved to operate in this airspace by the State of Registry or the State of operator, as the case may be, except in the following circumstances:
a) The aircraft is being initially delivered to the State of Registry or the State of the operator; b) The aircraft is RVSM Approved but experienced navigation system degradation and is being flown back to base or to a maintenance facility for repairs; c) The aircraft is engaged on a humanitarian or mercy flight; NOTE: The procedures below do not apply to the airspace at North of Parallel 27° North in the Canarias FIR where no exceptions are allowed. |
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7.2.2. Special coordination procedures:
a) Aircraft under 2.2.1 a) and 2.2.1 b) shall not fill flight plan to operate between 21:00 UTC and 09:00 UTC. b) Aircraft operators of non RVSM approved aircraft shall obtain a special authorization from the first ACC concerned, i.e., Atlantico, Canarias, Dakar or Sal ACC. Authorization must be requested no more than 12 hours and no less than 4 hours before the intended time of departure. c) In addition the operator shall notify by phone all other ACC’s concerned of the following elements (see 2.2.4. for contact details): I Aircraft identification; II Type of aircraft; III Departure aerodrome and Estimated time of departure (ETD), IV Route; V Position and estimated time over the entry and exit points of each FIR concerned; VI Requested Flight Level; VII Destination aerodrome and Estimated time of arrival (ETA). d) The operator shall insert STS/NONRVSM in field 18 of the Flight Plan; e) Minimum vertical separation to be applied to aircraft operating under these provisions are 2000 FT. |
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7.2.3. These provisions are intended to address the special cases listed and shall not be taken as a means to circumvent the normal RVSM requirements and processes.
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7.2.4. Contacts
I Atlântico ACC: 55.81 21298330/21298388 II Canárias ACC: 34 928 577060/ 928577064 III Dakar ACC: 221 869 2305/869 2307 IV Sal ACC: 23 82411970 |
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7.3.1. The 300 m (1000 ft) separation minimum only be applied between operators and aircraft that have been
approved by the State of Registry or State of the Operator, as appropriate, to conduct flights in RVSM airspace and that are capable of meeting the minimum aircraft system performance specification (MASPS) height-keeping requirements (or equivalent). |
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7.3.2. Brazilian operators shall contact National Civil Aviation Agency (ANAC) to obtain operational approval for RVSM capability. Other operator shall consult their relevant State authority.
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The following flight planning requirements will apply to operators of RVSM approved civil aircraft intending to conduct flights within the EUR/SAM Corridor RVSM airspace:
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7.4.1. For RVSM Approved Civil Aircraft
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7.4.1.1. Operators of RVSM approved civil aircraft shall indicate the approval status by inserting the letter W in Item 10 of the ICAO flight plan form, regardless of the requested flight level.
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7.4.1.2. Operators of RVSM approved civil aircraft intending to operate within the EUR/SAM Corridor RVSM airspace shall include the following in Item 15 of the ICAO flight plan form:
a) The entry point at the lateral limits of the EUR/SAM Corridor RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM entry point; and b) The exit point at the lateral limits of the EUR/SAM Corridor RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM exit point. |
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7.4.2. For RVSM Approved State Aircraft
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7.4.2.1. Operators of RVSM approved State aircraft shall indicate the approval status by inserting the letter W in Item 10 of the ICAO flight plan form regardless of the requested flight level, except that operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned.
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7.4.2.2. Operators of formation flights of State aircraft intending to operate within the EUR/SAM Corridor RVSM airspace as General Air Traffic (GAT) shall include STS/ NONRVSM in Item 18 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned.
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7.4.2.3. Operators of RVSM approved State aircraft intending to operate within the EUR/SAM Corridor RVSM airspace
shall include the following in Item 15 of the ICAO flight plan form: a) The entry point at the lateral limits of the EUR/SAM Corridor RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM entry point; and b) The exit point at the lateral limits of the EUR/SAM Corridor RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM exit point. |
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7.4.3. For NON-RVSM Approved state Aircraft
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7.4.3.1. Operators of non-RVSM approved State aircraft with a requested flight level between FL290 and FL 410 shall insert STS/NONRVSM in Item 18 of the ICAO flight plan form.
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7.4.3.2. Operators of formation flights of State aircraft shall not insert the letter W in Item 10 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned. Operators of formation flights of State aircraft intending to operate within the EUR/SAM Corridor RVSM airspace as General Air Traffic (GAT) shall include STS/NONRVSM in Item 18 of the ICAO flight plan form, regardless of the RVSM approval status of the aircraft concerned.
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7.4.3.3. Operators of non-RVSM approved State aircraft intending to operate within the EUR/SAM Corridor RVSM
airspace shall include the following in Item 15 of the ICAO flight plan form: a) The entry point at the lateral limits of the EUR/SAM Corridor RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM entry point; and b) The exit point at the lateral limits of the EUR/SAM Corridor RVSM airspace and the requested flight level for that portion of the route commencing immediately after the RVSM exit point. |
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7.4.4. Special Procedures for crossing traffic (East/West) operations
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7.4.4.1. For the purpose of this application, crossing traffic is defined as all that traffic entering or leaving the EUR/SAM RVSM Airspace along its Eastern or Western Boundaries (i.e., at any point other then its Northern (Canarias) or Southern (Brazil) boundaries.
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7.4.4.2. Crossing traffic can flight plan to enter and leave the RVSM airspace at any point along its boundaries, indicating in the flight plan the coordinates and estimated time of the entering and exit points into the RVSM airspace and of the crossing of each of the fixed ATS routes.
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7.4.4.3. Except when flying on published crossing routes/ tracks, all crossing traffic intending to operate through the RVSM airspace must obtain an ATC Clearance. This should be requested, sufficiently in advance to preclude operational difficulties, from the ACC responsible for the first RVSM airspace to be entered, or, in case of communications difficulties, from any of the ACC concerned with the EUR/ SAM RVSM airspace or, still, of any other ACC responsible for an adjacent FIR.
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7.5.1. In addition to reading back altitude assignments, pilots shall report reaching any altitude assigned within RVSM
airspace. This serves as a double check between pilots and controllers and reduces the possibility of operational errors. This requirement for altitude read-back and reports of reaching assigned altitudes applies to both RVSM and non RVSM altitudes. EXAMPLE: (initial altitude read-back): “Global Air 543 climbing to flight level 360.” (upon reaching assigned altitude): “Global Air 543 level at flight level 360.” |
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7.6.1. If ACAS (TCAS) is installed in RVSM compliant aircraft, the equipment should be updated to Change 7, or a later approved version, for optimum performance in RVSM .airspace
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7.7.1. Before entering RVSM airspace, the pilot should review the status of required equipment. (See Appendix 4 of FAA Interim Guidance 91-RVSM for pilot RVSM procedures). The following equipment should be operating normally:
a) Two primary altimetry systems. b) One automatic altitude-keeping system. c) One altitude-alerting device. |
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7.7.2. The pilot must notify ATC whenever the aircraft:
a) No longer able to meet the requirements for RVSM operation due to equipment failure; b) Experiences loss of redundancy of altimetry systems. c) Encounters turbulence that affects the capability to maintain flight level. (See Appendix 5 of FAA Interim Guidance 91-RVSM for pilot and controller actions in such contingencies). |
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7.8.1. Air Traffic Service providers will consider suspending RVSM procedures within affected areas within FIR- Atlantico and Recife FIR, and adjacent transition areas when there are pilot reports of severe turbulence. Within areas where RVSM procedures are suspended, the vertical separation minimum between all aircraft, between FL 290 and FL 410 will be 2000 FT.
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7.9.1. Pilots should use the Strategic Lateral Offset Procedure as standard operating practice in the course of normal operations to mitigate collision risk and wake turbulence. The Strategic Lateral Offset Procedure will be in force throughout the Atlântico FIR. This procedure should be used both to avoid wake turbulence and to mitigate the increased risk of collision when abnormal events such as altitude misalignment operational errors and turbulence altitude drifts occur associated with highly accurate navigation systems.
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7.9.2. Strategic Lateral Offset Procedures will be applied using the following guidelines:
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7.9.2.1. Strategic lateral offsets and those executed to mitigate the effects of wake turbulence are to be made to the right of a route or track;
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7.9.2.2. In relation to a route or track, there are three positions that an aircraft may fly: centerline, 1 NM or 2 NM right; and
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7.9.2.3. Offsets are not to exceed two miles right of centerline.
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7.9.3. The intent of this procedure is to reduce risk (increase the safety margin) by distributing aircraft laterally and equally across the three available positions. In this connection, pilots must take account of the following:
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7.9.3.1. Aircraft without automatic offset programming capability must fly the centerline;
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7.9.3.2. Aircraft capable of being programmed with automatic offsets may fly the centerline or offset one or two miles right of centerline to obtain lateral spacing from nearby aircraft;
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7.9.3.3. Pilots should use whatever means are available (e.g. TCAS, communications, visual acquisition) to determine the best flight path;
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7.9.3.4. Any aircraft overtaking another aircraft is to offset within the confines of this procedure, if capable, so as to create the least amount of wake turbulence for the aircraft being overtaken;
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7.9.3.5. For wake turbulence purposes, pilots are also to fly one of the three positions aforesaid and never offset to the left of centerline nor offset more than two miles right of centerline;
NOTE: It is recognized that the pilot will use his/her judgment to determine the action most appropriate to any given situation and has the final authority and responsibility for the safe operation of the airplane. The air-to-air channel, 123.45 MHZ, may be used to co-ordinate the best wake turbulence offset option. |
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7.9.3.6. Aircraft transiting radar-controlled airspace shall remain on their established offset positions unless otherwise instructed by ATC.
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7.9.3.7. There is no ATC clearance required for this procedure and it is not necessary that ATC be advised; and,
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7.9.3.8. Voice position reports are to be based on the current ATC clearance and not the exact co-ordinates of the offset position.
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8.2.1. The Atlantic Ocean Random Routing RNAV Area (AORRA) is the volume of airspace between FL290 and FL410 inclusive within the Atlantico, Accra, Comodoro Rivadavia, Dakar, Dakar Oceanic, Ezeiza, Johannesburg Oceanic, Luanda and Montevideo FIRs limited by a line joining the following coordinates: (See attached map)
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8.2.2. Flights operating within the AORRA shall enter and exit AORRA via the following gates:
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8.2.2.1. In case does not exist established AWY, standard instrument arrival (STAR) or standard instrument departure (SID), soon after the entrance in to/exit from AORRA, which attend origin/destiny of a specific flight, ACFT may enter in to/ exit from AORRA out of the gates established in item 3.1.2
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8.2.3. Aircraft may indicate, by flight plan, the preferred trajectories between these gates. Before entering or after leaving AORRA by a certain gate, aircraft must:
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8.2.3.1. Comply with the structure of the ATS route associated to a certain entry or exit point; or
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8.2.3.2. When entering the Atlântico FIR, towards AORRA, via the ARUSI or UKEDI fix: indicate in the flight plan a trajectory composed of waypoints existing in the Brazilian airspace, following the flight level rules provided for in ENR 3.3, item 3.1. In this case, exceptionally, the ADSC/CPDLC capability is mandatory, meeting the requirements set out in ENR 3.3 item 4. The same applies to flights in the opposite direction.
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8.3.1. ADS-C/CPDLC will be used within AORRA airspace by ACC Atlântico as the primary means of providing route compliance monitoring and communication for aircraft equipped with FANS 1/A data link systems, while HF communications will be employed as a secondary means.
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8.4.1. No aircraft shall flight plan to operate in the AORRA airspace unless it is RPN10 certified to operate in this airspace by the State of Registry or the State of operator, as the case may be, except in the following circumstances:
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8.5.1. RNP 10 Approval – The operators operating or intending to operate in AORRA airspace shall obtain RNP 10
approval from the State’s registry or State’s Operator as appropriate, in accordance with the following conditions: a) The aircraft satisfies specifications of “Minimum aircraft system performance specifications” (MASPS) of the State’s registry. b) The aircraft is operated under the conditions indicated in the RNP 10 operational approval issue by the user’s State. |
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8.6.1. When it is intended to operate an aircraft in AORRA airspace, RNP10 compliance shall be indicated placing an “R” in box 10 of the flight plan form.
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8.6.2. Flight plans shall contain entry and exit point to AORRA and the estimated time for every 5° of longitude.
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8.6.3. In the case of repetitive flight plans RNP10 compliance shall be indicated placing an “R” in box Q of the RPL, as follows: EQPT/R.
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8.6.4. Operators working under the circumstances indicated in paragraphs 3.4.1 must insert the expression RMK/NONRNP10 in field 18 of ICAO FPL.
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8.7.1. Before entering to AORRA airspace the RNP10 certified aircraft pilot-in-command shall verify that the required equipment to fly within AORRA airspace is normally operating and verify with the greatest possible accuracy the position of the aircraft through external air navigation aids.
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8.7.2. If any equipment is not operating normally, the pilot should notify the ATC before entering the AORRA airspace.
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8.7.3. Whilst operating within the defined area of the AORRA flight levels will comply with the table of cruising levels as reflected in Annex 2 Appendix 3(A).
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8.7.4. RVSM transition procedures should be taken into consideration from/to RVSM airspace in the FIR where RVSM transition areas is defined.
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8.8.1. General Procedures
If an aircraft cannot continue the flight in compliance with the ATC clearance issued and/or cannot maintain the precision required for the specified navigation performance in the airspace, ATC will be advised immediately. |
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8.8.2. Position reporting shall be required at Entry/Exit gate:
10°; 0°; 10°W; 20°W; 30°W; 40°W; 50°W. As well as any other position required by ATC. |
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9.1.1. Brazil adopts the CPDLC message elements contained in ICAO Doc 10037 Global Operational Data Link (GOLD) Manual, according to MCA 100-23 - Operational Procedures for the Use of Controller-Pilot Data Link Communications (CPDLC).
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9.1.2. To use ADS-C and/or CPDLC in Brazilian FIRs, aircraft must be equipped with FANS 1/A, according to the ACARS subnets indicated in the table below:
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NOTE 1: FANS 1/A refers to data link communication applications using ACARS (Aircraft Communications Addressing and Reporting System) network, which support air traffic services (ATS).
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NOTE 2: VDL Mode 2, VDL Mode A and SATCOM subnets may be used.
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9.1.3. CPDLC will be used as an additional means of voice communication, except in the Atlântico FIR, according to items 7.3.1 and 8.5.1.4.
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9.1.4. In the event of unavailability of the appropriate voice communication channel, the crew must adopt the communication failure procedures provided for in the DECEA rules. CPDLC may be used to issue information and instructions in order to maintain flight safety until voice communication is reestablished.
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9.1.5. CPDLC will only be used in airspace where the ATS surveillance service is being provided, except in the Atlântico FIR.
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9.1.6. CPDLC will not be used for vectoring.
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9.2.1. Logon must be established, through a procedure performed by the pilot, using the four-letter ICAO identifiers below:
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a) Amazônica FIR: SBAZ;
b) Atlântico FIR: SBAO; c) Recife FIR: SBRE; and d) Brasília FIR: SBBS. |
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9.2.2. Logon must be established between 10 and 25 minutes before entering the corresponding FIR.
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NOTE 1: If the aircraft takes off within airspace in which CPDLC will be used, the logon procedure must be carried out before takeoff.
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NOTE 2: Where the Data Link service is provided only in Upper Airspace, and local procedures do not dictate otherwise, the crew must initiate the logon with the first ATS Unit where the Data Link service will be provided.
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9.2.3. If the aircraft is inbound from airspace where ADS-C and CPDLC are already used, the connections related to such applications will be automatically transferred between the ACC currently responsible for the flight and the ACC responsible for the adjacent FIR, if the latter also uses such applications.
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NOTE: Crews must check the condition of the connection (active connection) with the system when crossing the FIR boundaries. If there is no automatic transfer of the connection when crossing the FIR boundary, the crew must terminate the existing CPDLC connection and perform the procedure to establish a new connection using the address of the corresponding FIR.
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9.2.4. To prevent automatic rejection of the logon, the pilot must ensure that the identification and registration of the aircraft are exactly the same as the identification and registration filed in the Flight Plan.
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9.2.5. In the event of a logon failure, crew must:
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a) Confirm the information according to 4.2.4;
b) Make the necessary corrections and restart logon; and c) If the previous action was not enough to solve the problem, contact the ATS unit by voice and notify the failure. |
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9.3.1. Aircraft operators must verify the approval process for aircraft and operators required for ADS-C/CPDLC operations, in accordance with rules established by the Operator State or Registration State, as the case may be. National aircraft operators must consult the National Civil Aviation Agency (ANAC) in order to verify the certification/approval process for the use of ADSC/CPDLC.
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9.4.1. CPDLC Messages
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9.4.1.1. Controllers and pilots shall compose the CPDLC messages using the set of standardized and free text messages or a combination of both.
NOTE: The use of long messages should be avoided. |
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9.4.1.2. Free text messages will only be used when the appropriate standard message is not available, using ATS phraseology, following the standard format and using only abbreviations that are part of the standard phraseology.
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9.4.1.3. When the controller or pilot communicates via CPDLC, the response must be via CPDLC. Additionally, when the controller or pilot communicates by voice, the response must be by voice.
NOTE: Every CPDLC dialog (messages related to each other) must be closed, that is, for every message that requires a given response, a reply must be issued. |
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9.4.1.4. Whenever it is deemed necessary to make a correction to a message sent by CPDLC or the content of a message requires clarification, the controller or pilot shall use the most appropriate means available to issue the correct details or to provide clarification.
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9.4.1.5. When a “MONITOR” message is received, the pilot must switch to the designated frequency at the appropriate time without making an initial call.
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9.4.1.6. When a “CONTACT” message is received, the pilot must change to the designated frequency at the appropriate time and make an initial call. The sending or receiving of a “CONTACT” message does not indicate to the pilot that the use of the CPDLC should be terminated or suspended once voice contact has been established. If the ATS unit wishes to terminate or suspend the use of CPDLC when voice contact is established, then an additional instruction must be specifically issued in addition to the “CONTACT” message.
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9.4.1.7. Clearances issued by voice will take precedence over those sent via CPDLC. If there is ambiguity or divergence between the messages transmitted by the two means of communication, the messages received by voice shall prevail.
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9.4.1.8. When voice communications are used to correct a CPDLC message for which no operational response has yet been received, transmission from the controller or pilot shall be as formulated below, with the correct clearance, instruction, information or request:
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“Disregard CPDLC (message type) message, break, (correct clearance, instruction, information or request)”
Example of application by the ATC unit: “Disregard CPDLC clearance message, break, keep FL360” Example of application by the crew: “Disregard CPDLC request message, break, keeping FL360” |
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9.4.1.9. When a controller requests all aircraft or a specific flight to refrain from sending CPDLC requests for a limited period of time, the following structure will be used:
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(Call Sign/All Aircraft) Stop sending CPDLC requests [until further advised] [reason]
Application example: “All aircraft stop sending CPDLC requests until advised due to system instability” |
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NOTE: In these circumstances, CPDLC remains available for the pilot to respond to messages, if necessary, to report information and to declare or cancel an emergency.
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9.4.1.10. The resumption of normal use of CPDLC shall be notified using the following structure:
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(Call Sign/All Aircraft) resume normal CPDLC operation.
Application example: “All aircraft resume normal CPDLC operation” |
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9.4.1.11. When the pilot does not receive a response after issuing a message, after a reasonable period of time and without any error message having been received indicating that it was not sent, the message must be sent as indicated in the following structure (alternatively, voice communication can be used):
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“WHEN CAN WE EXPECT (request already sent and no response received)”
Application example: “REQUEST CLIMB TO FL350” Crew, after a reasonable period of time without receiving a response: “WHEN CAN WE EXPECT HIGHER LEVEL” or “WHEN CAN WE EXPECT CLIMB TO FL350” |
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9.4.2. Reverting from CPDLC to voice communication
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9.4.2.1. In the situations indicated below, the ATS unit and the crew may revert to voice communication:
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a) When there is a need to clarify the meaning or intent of an unexpected, inappropriate or ambiguous CPDLC message;
b) When there is a need to ensure that an instruction or clearance is executed in a timely manner; and c) When there is a need for correction relating to clearances, instructions and information that were erroneously sent using CPDLC. |
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9.4.2.2. In case of reversion of communications to the voice channel, if a response to the CPDLC message to be disregarded has already been sent, the crew must cancel any action initiated and comply with the message received by voice.
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9.4.2.3. In case of reversion to voice communications, if the CPDLC message to be disregarded has not yet been received by the aircraft, the crew must comply with the message received by voice.
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9.4.3. Flight plan
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9.4.3.1. In addition to what is established in item 4.2.4 regarding the aircraft identification and registration, aircraft operators who hold aircraft and operation approval for the use of ADS-C and/or CPDLC must include the following in item 10 of the Flight Plan:
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a) Complementing or replacing equipment and radio communications, navigational aids and approach aids required for the route under consideration, insert the equipment and capabilities relating to the data link; and
b) Alphanumeric characters referring to surveillance equipment and capabilities. |
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9.4.3.2. The SELCAL code of the aircraft must be inserted in item 18 of the Flight Plan, preceded by the “SEL/” indicator.
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9.4.4. CPDLC failure
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9.4.4.1. The controller and pilot shall be alerted in the event of a CPDLC failure as soon as the failure has been detected.
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9.4.4.2. When a controller or pilot is alerted that the CPDLC has failed, they must revert to voice, initiating communication with the following information: “CPDLC FAILURE”.
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9.4.4.3. Controllers who need to transmit information regarding a complete CPDLC ground system failure to all aircraft must precede such transmission with the general call “ALL STATIONS CPDLC FAILURE”, followed by the identification of the ATS unit.
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NOTE: No response is expected to this general call, unless an aircraft is subsequently called to acknowledge receipt.
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9.4.4.4. When CPDLC fails, and communications are reverted to voice, all pending CPDLC messages shall be considered as not delivered and the entire dialog involving the pending messages shall be resumed by voice.
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9.4.4.5. When CPDLC fails but is restored before it is necessary to return to voice communication, all pending messages shall be considered as not delivered and the entire dialog involving pending messages shall be resumed.
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9.5.1. CPDLC
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9.5.1.1. Position messages will preferably be sent via ADS-C.
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9.5.1.2. When crossing the Atlântico FIR boundary, aircraft using CPDLC must not perform a SELCAL check on the first contact, unless requested by the ATS Unit.
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9.5.1.3. ADS-C/CPDLC will be used in the EUR/SAM corridor by ACC Atlântico as a primary means of providing route compliance monitoring and communications for aircraft equipped with FANS 1/A data link systems, while HF communications will be employed as a means secondary.
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9.5.2. ADS-C
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9.5.2.1. Position messages from aircraft connected to the Atlântico ACC will be carried out through ADS-C. However, the pilot must send a position message via CPDLC at the FIR entry position.
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9.5.2.2. The position message must only be transmitted on the established HF frequency, if ADS-C or CPDLC are not available, or at the request of the Atlântico ACC.
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9.5.2.3. The following ADS-C contracts will be established:
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9.5.2.4. The time for updating information related to the periodic contract may be modified, without prior notification, if there is an operational need.
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9.5.2.5. Pilots will not be required to update position estimates when the aircraft is reporting in ADS-C. Exceptions to this rule are those updates that are required when:
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a) An estimate, previously informed by voice or CPDLC, is changed in more than 2 minutes; or
b) A pilot-initiated action, such as a change of speed, changes the estimate at the next reporting point by more than 2 minutes. |
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9.5.2.6. ADS-C Failure
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9.5.2.6.1. There is no provision for the pilot to be alerted about any ADS-C failure by on-board monitoring equipment.
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9.5.2.6.2. Upon receiving an automated on-board failure notification, the controller shall:
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a) Inform the pilot of the failure;
b) Inform the pilot of the requirement for position notification by CPDLC or voice; and c) Take the necessary steps to establish applicable separation minima. |
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9.5.2.6.3. When a planned disruption of ADS-C ground system occurs, the ATS unit shall:
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a) Arrange for the issuance of a NOTAM to inform all interested parties of the shutdown period;
b) Establish that position reports are carried out by CPDLC or voice; and c) Establish alternative means of separation, if required. |
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9.5.2.6.4. In the event of an unplanned interruption of ADS-C ground system, the corresponding ATS Unit shall:
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a) Inform all affected aircraft and advise of the requirement to report position via CPDLC or voice;
b) Take the necessary steps to establish the required separation minima; c) Inform the adjacent ATS Units by direct coordination; and d) Inform all other interested parties by issuing a NOTAM, if appropriate. |
