DECEA-AIM PART 2 - ENROUTE (ENR) ENR 0.1 PREFACE - NOT ...€¦ · part 2 - enroute (enr) enr 0.1...

AMDT AIRAC AIPDECEA-AIM

AIPBRASILDECEA-AIM

PART 2 - ENROUTE (ENR)

ENR 0.1 PREFACE - NOT APPLICABLE

ENR 0.2 RECORD OF AIP AMENDMENTS - NOT APPLICABLE

ENR 0.3 RECORD OF AIP SUPPLEMENTS - NOT APPLICABLE

ENR 0.4 CHECKLIST OF AIP PAGES - NOT APPLICABLE

ENR 0.5 LIST OF HAND AMENDMENTS TO THE AIP - NOT APPLICABLE

ENR 0.6 TABLE OF CONTENTS TO PART 2

ENR 1 GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES .........................................................................................................................................ENR 1.1-1

ENR 1.2 VISUAL FLIGHT RULES.................................................................................................................................ENR 1.2-1

ENR 1.3 INSTRUMENT FLIGHT RULES...................................................................................................................... ENR 1.3-1

ENR 1.4 ATS AIRSPACE CLASSIFICATION AND DESCRIPTION ENR 1.4-1

ENR 1.5 HOLDING, APPROACH AND DEPARTURES PROCEDURES ENR 1.5-1

1 GENERAL ENR 1.5-1

2 ARRIVING FLIGHTS ENR 1.5-2

3 DEPARTING FLIGHTS ENR 1.5-3

ENR 1.6 ATC SURVEILLANCE SERVICES ENR 1.6-1

ENR 1.7 ALTIMETER SETTING PROCEDURES .........................................................................................................ENR 1.7-1

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES............................................................................................ENR 1.8-1

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT AND AIRSPACE MANAGEMENT ENR 1.9-1

ENR 1.10 FLIGHT PLANNING. ENR 1.10-1

ENR 1.11 ADDRESSING OF FLIGHT PLAN MESSAGES .............................................................................................ENR 1.11-1

ENR 1.12 INTERCEPTION OF CIVIL AIRCRAFT .........................................................................................................ENR 1.12-1

ENR 1.13 UNLAWFUL INTERFERENCE........................................................................................................................ENR 1.13-1

ENR 1.14 AIR TRAFFIC INCIDENTS .............................................................................................................................ENR 1.14-1

ENR 2 AIR TRAFFIC SERVICES AIRSPACE

ENR 2.1 RESTRUCTURE OF THE GENERAL AIR TRAFFIC FLOW – PHASE TWO..................................................ENR 2.1-1

ENR 2.2 OTHER REGULATED AIRSPACE.................................................................................................................. ENR 2.2-1

ENR 2.3 AERODROME SPECIAL TRAFFIC NOT WITHIN A TERMINAL.................................................................... ENR 2.3-1

ENR 3 ATS ROUTES

ENR 3.1 ATS ROUTES - LOWER AIRSPACE...............................................................................................................ENR 3.1-1

ENR 3.2 ATS ROUTES - UPPER AIRSPACE................................................................................................................ENR 3.2-1

ENR 3.3 AREA NAVIGATION ROUTES (RNAV) .......................................................................................................... ENR 3.3-1

ENR 3.4 HELICOPTER ROUTES ................................................................................................................................ ENR 3.4-1

ENR 3.5 OTHER ROUTES ...........................................................................................................................................ENR 3.5-1

ENR 3.6 ENROUTE HOLDING......................................................................................................................................ENR 3.6-1

ENR 4 RADIO NAVIGATION AIDS AND SYSTEMS

ENR 4.1 RADIO NAVIGATION AIDS ENROUTE ..........................................................................................................ENR 4.1-1

ENR 4.2 SPECIAL NAVIGATOR SYSTEMS..................................................................................................................ENR 4.2-1

ENR 4.3 GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS)...................................................................................ENR 4.3-1

ENR 4.4 ATS ROUTE REPORTING POINTS................................................................................................................ENR 4.4-1

ENR 4.5 AERONAUTICAL GROUND LIGHTS..............................................................................................................ENR 4.5-1

ENR 5 WARNINGS TO AIR NAVIGATION

ENR 5.1 PROHIBITED, RESTRICTED AND DANGER AREAS....................................................................................ENR 5.1-1

ENR 5.2 MILITARY EXERCISE AND TRAINING AREAS..............................................................................................ENR 5.2-1

ENR 5.3 OTHER ACTIVITIES OF DANGEROUS NATURE.......................................................................................... ENR 5.3-1

ENR 5.4 AIR NAVIGATION OBSTACLES - ENROUTE................................................................................................. ENR 5.4-1

ENR 5.5 AERIAL SPORTING AND RECREATIONAL ACTIVITIES...............................................................................ENR 5.5-1

ENR 0.6-125 JUN 15

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AMDT AIRAC AIP DECEA-AIM

AIPBRASIL

ENR 5.6 BIRD MIGRATION AND AREAS WITH SENSITIVE FAUNA...........................................................................ENR 5.6-1

ENR 6 ENROUTE CHARTS

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ENR 1 GENERAL RULES AND PROCEDURES

ENR 1.1 GENERAL RULES

1 The air traffic rules and procedures applicable to air traffic in Brazilian territory conform to Annexes 2 and 11 to theConvention 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 trafficprocedures and rules that are applied to Brazil, aiming at improving the national air traffic management.

2 IFR APPROACH IN ADVERSE WEATHER CONDITIONS

2.1 When an ATS unit informs metereological minima below those established in the Instrument Approach Chart (IAC), thepilot in command, at his own discretion and after communicating his decision to the ATS unit, shall accomplish only theinstrument approach procedure for straight-in landing prescribed in this chart, being the execution of the instrumentapproach procedure for circling prohibited.However, the approach for straight-in landing procedure is limited to MDA or DA valuesand the pilot shall be allowed toland 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 beforeos at the initial point of such procedure.

2.2 The MDA or DA values are determined, based on vertical and lateral safety margins, relating to the existing obstaclesthat may interfere with the final approach portion of the considered procedure.

2.3 The procedures prescribed in 1.2.1 do not exempt the pilot in command from accomplishing the restrictions prescribedin the Brazilian Rules of Aeronautical Homologation (RBHA) or in the Brazilian Rules of Civil Aviation (RBAC) issued byANAC.

3 SUPERSONIC FLIGHTS

3.1 The supersonic flight is not allowed within the airspace under Brazilian jurisdiction, outside of the approved routes andlevels established by DECEA.

3.2 Is regarded as a Protected Zone against adverse effects of sonic boom. All the geographic portion, corresponding to theBrazilian territory and its territorial waters.

3.3 The restrictions mentioned in 3.1 and 3.2 do not apply to Brazilian military aircraft, provided that they are engaged in amilitary operation or in missions coordinated by an Air Defense Operations Center.

4 TWO-WAY COMMUNICATION BETWEEN AIRCRAFT

4.1 Air-Air Communication Channel.

ACFT flying over remote and/or oceanic zones and that are out of reach from the ground VHF stations can exchangeoperational on the 123.45 MHz frequency.

Note: That air-air communication channel aims, basically, at assisting with the operational purposes to increase thesafety and it does not exempt the aircraft from compliance with the ordinary demands relative to the establishment ofcommunication with the ATS units during the flight.

4.2 frequency for Co-ordination between ACFT (FCA)

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 thetime, with the purpose of improving the safet of the air navigation at those AD vicinities.

4.2.2 At an AD not provided with a local ATS unit, the pilot shall use the defined frequency in the aeronautical publications asFCA for the AD at issue.

4.2.3 In spite of the determination in 4.2.2 above, in case there is no frequency destined to the coordination between aircraftto that AD, the pilot shall use the frequency 123.45MHz as FCA.

4.2.4 When operating out of the operational schedule of the AD ATS unit, the pilot shall use the frequency of the mentionedunit as FCA.

4.3 Use of FCA

Note: the procedures described below do not exempl the pilot from compliance with the air traffic rules, as well as theflight requeriments related to ATS airspace classification.

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

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- shall transmit their position and purpose when entering the downwind leg, at the final APCH, whenabandoning the RWY and starting the missed APCH procedure.

5 CHANGES IN THE FLIGHT RULES

5.1 Shall be considered a compulsory reporting point. During the flight, the point where there is a change in flight rules, fromIFR to VFR, or vice versa.

5.2 When using the letter Y or Z and since the destination aerodrome is conducting only VFR flights, the Flight Plan mustinclude at least one alternate aerodrome certified for IFR to be used in case of two-way communication failure untilreaching the reporting point where the expected change of flight rules will occur.

5.3 In case of radio communication failure, according to 5.2, the ATS unit shall consider that the pilot will proceed to the IFRalternate aerodrome. 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 aerodrome is equal to or lesser than fromthis point of change to the alternate aerodrome; and

b) the landing time is informed to an ATS unit by any communications mean until 30 (thirty) minutes beyond the EET.

6 OVERFLIGHT OF PENAL INSTITUTIONS:

6.1 No aircraft can overfly penal institutions in height lower than 300 meteres (1000FT) taking as a reference, the higheststructure of the built part.

7 PROCEDURES FOR THE USE OF VHF-DF (HOMING)

7.1 Procedure normally used when due to failure in the airborne equipment, the aircraft needs guidance to the station andto overhead it with the information furnished by the ATS unit.

7.2 The locations where VHF-DF are available, are included in the AIP, part GEN, item GEN 3.7.

7.3 Radio direction-finding stations in radiotelephony shall use as call sign the word “HOMING”, preceded by the name ofthe location that uses the VHF-DF equipment.

7.4 The VHF (VHF-DF) Radio direction-finding Station may furnish only:

a) Heading to the Station; and

b) Overheading station instructions.

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 moreseconds”.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 whenreaching heading”.AIRCRAFT – “Natal Homing, Air Force 2362, on heading ZERO THREE FIVE”.HOMING – ¨Air Force 2362 overheading Station¨.

9 AIRSPACE JURISDICTION BELOW A TMA FOR THE PURPOSE OF ATS PROVISION

In the airspace corresponding to the projections of lateral limits to the terminal control areas, the responsibility forproviding flight information and alert services to the ground or water shall be the respective APP’ s

10 INFORMATION ON AIRCRAFT MOVEMENT AND MESSAGES

Air traffic service units shall give information on aircraft movement and messages, happened more than 24 hours, whenthe request is made through the Serviço Regional de Proteção ao Vôo, Centro Integrado de Defesa Aérea e Controle deTráfego Aéreo or the Departamento de Controle do Espaço Aéreo (DECEA) director.

11 ATC CLEARANCE

11.1 General

11.1.1 ATC clearance is based on well-known traffic conditions. Thus, the alteration in the initial clearance can be issued by theATC, at any moment, in order to prevent a possible conflict among aircraft.

11.1.1.1 The pilot shall comply with that alteration and, if necessary, he can require pertinent correction, to which, as far aspracticable, will result a further clearance.

11.1.2 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; andb) reaching the new flight level or altitude assigned.

11.1.3 The pilot, when instructed to maintain a specific flight level or altitude, although he had already been cleared previouslyto 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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11.1.4 Any change in the flight level or altitude in a foreign FIR that was previously cleared by a Brazilian ATC unit, the pilotshall confirm such a change with the foreign responsible unit prior to perform it.

11.2 Standardized Clearance for Departing Aircraft.

11.2.1 The standardized clearance for departing aircraft will be issued by a TWR and can just comprise the necessary contentto the commencement of the flight.

11.2.1.1 The content not issued in a standardized clearance for departing aircraft will be complemented, during the flight, by theACC of origin.

11.2.2 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; andf) any other necessary instruction or information not contained in the SID layout, for example, instruction related to thefrequency change.

11.2.3 The following TWR issue standard clearance for departing aircraft: TWR Belo Horizonte, TWR Brasília, TWR Campinas,TWR Campo Grande, TWR Confins, TWR Congonhas, TWR Cuiabá, TWR Curitiba, TWR Florianópolis, TWR Foz,TWR Fortaleza, TWR Galeão, TWR Goiânia, TWR Guarulhos, TWR Palegre, TWR Rio and TWR Salvador.

11.3 Use of the Clearance Limit Point

11.3.1 The clearance limit point is the application, for operational need, of a point that is not the destination aerodrome as alimit of an ATC clearance.

11.3.1.1 The ATC shall issue the supplementary clearance up to the flight destination aerodrome or other pertinent instruction, assoon as possible, prior the aircraft reaches the specific clearance limit point.

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AIPBRASIL

ENR 1.2 VISUAL FLIGHT RULES

1 DAYTIME PERIOD

1.1 Departure, destination and alternate aerodromes shall be registered or comissioned for VFR operation;

1.2 Predominant meteorological conditions at departure, destination and alternate aerodromes shall be equal or greater thanthe minima established for VFR operation.

1.3 There is a wind direction indicator or the meteorological information related to the surface wind at the aerodrome isavailable at the local ATS unit, when it exists.

2 NIGHT PERIOD

2.1 In addition to the conditions established at ENR 1

a) the pilot shall be qualified for IFR flight;b) the ACFT shall be comissioned for IFR flight;c) arrival, destination and alternate aerodromes shall be provided with: - the meteorological information concerning the surface wind at the aerodrome is available at the local ATS unit, when it exists, or there is an illuminated wind direction indicator; and; - aerodrome beacon in operation; and - the lighted marking at the aerodrome is in operation, according to the following criteria: at least 85% of the lights are serviceable in the runway edge lights and runway end lights; and if there is no unserviceable light adjacent to runway threshold, edge and end lights.d) the aircraft shall be equipped with VHF transceiver in operation to establish two-way communication with the appropriate ATS units.

2.2 When thoroughly executed within the ATZ, CTR or TMA, including their lateral limits, and when there are no suchcontrolled airspaces when executed within a 50 km (27 NM) radius from the departure aerodrome , the requirementscontained in 2.1a) and 2.1b) shall not be applied to night VFR flights.

REMARK (1): In case nocturnal VFR flight, performed totaly insede adjoining ATZ, CTR and/or TMA, the items 2.1a) and2.1b) are not applicable.

REMARK (2): When there is no AD within such airspace that can be used as destination ALT AD, the DEP AD may be alsothe ALTN when DEP AD is also the destination AD, the pilot must consider an ALTN (even out of the mentioned airspace)in the event of any impossibility to use such destination AD.

3 ENDURANCE - MINIMA REQUIRED

3.1 FUEL REQUIREMENTS FOR FLIGHT IN VFR CONDITIONS

3.2 Aeroplanes and helicopters engaged in commercial or non commercial flights

There shall be enough fuel:

(a) to reach the destination aerodrome specified in the flight plan; and(b) to the aeroplanes, to fly more than:- 30 minutes with normal crusing speed during the day; and- 40 minutes wirh normal crusing speed during the night; or(c) for the helicopters, to fly more than 20 minutes with normal cruise speed.

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ENR 1.3 INSTRUMENT FLIGHT RULES

1 IFR MINIMUM FLIGHT LEVELS

1.1 On airways the minimum levels are specified on Enroute Charts (ERC).

1.2 The minimum level calculation for off airway IFR flight complies with the following criteria:

a) the altitude of the highest point within a 30 Km (16 NM) strip on either side of the route centerline is sought;

b) the greatest “QNE” correction on the route is added; and

c) 300m (1000 feet) – are added - gauge. If the value found does not correspond to a flight level, it should berounded out to the IFR flight level just above.

Note 1: Over mountainous regions the gauge is 600m (2000 feet).

Note 2: The correction mentioned in letter b), above, is obtained from the publication named “CORREÇÃO QNE”.

1.3 Due to insufficiency of altimetric data available, the last issue of WAC BRASIL Charts published together with IBGE (Brazilian Institute of Geography and Statistics) should not be utilized for determining the minimum flight level for IFR flights outside ATS Route. Only planimetric data may be used for this purpose. As a result, IFR flights outside ATS Routes published in Brasília and Curitiba FIR shall not be executed on levels below FL110. In Recife FIR, the minimum IFR flight level outside AWY must be FL120. In other FIR the minimum flight level shall be FL080, except in the region located between the boundary with Venezuela (MAIQUETIA FIR) and coordinate points N0100/W06640, 0000/W06600, 0000/W06400, N0200/W06125 and N0425/W06125, where the minimum flight level shall be FL 130. The pilot shall be exempted from such requirement if he declares, in item 18 of the flight plan, that he has already flown VMC, keeping ground visual reference on the level and route proposed, in compliance with what is prescribed in ENR 1.2 Visual Flight Rules.

2 CONDITIONS FOR IFR FLIGHTS

2.1 During daytime period:

a) departure, destination and alternate aerodrome must be certified for daily IFR operation;

b) when the departure aerodrome is not certified for IFR operation, the weather conditions at this aerodrome mustbe equal to or greater than the minima conditions established for VFR operations.

c) weather conditions at the departure aerodrome must be equal to or greater than the minima established for IFRtake off operations; and

d) aircraft must be able to establish two way communications with the existing ATS units located at the departure,destination and alternate aerodromes and with those units responsible for the overflown airspace.

e) when an AFIS or an Aerodrome Control Service certified by DECEA is provided;

f) there is an effective instrument approach chart or a standard instrument departure chart (IAC/SID) issued byDECEA;

g) the current meteorological conditions in conformance with the ceiling and visibility parameters established bythe corresponding charts and publications issued by DECEA; and

h) the meteorological information concerning the surface wind and the atmospheric conditions at the aerodrome is available at the local ATS unit

2.2 During nighttime period:

a) the departure aerodrome must be certified for night IFR operation, otherwise, the flight must begin in daylightperiod, according to the requirements prescribed for daytime IFR flight;

b) destination and alternate aerodromes must be certified for night IFR operations. When the arrival estimatedhour at the destination aerodrome is during daytime period, the only requirement shall be that such aerodrome becertified for IFR operations during daytime. The same shall be applied for alternate aerodromes if the estimatedhour (via destination aerodrome or deviation point) occurs during daytime;

c) the weather conditions at the departure aerodrome must be equal to or greater than the minima established forthe IFR take off operation;

d) the aircraft must be able to establish two way communications with the existing ATS unit located at thedeparture, destination and alternate aerodromes and with those units responsible for the overflown airspace.

e) Non-precision night IFR operation will be employed only if the lighted marking at the runway is serviceable and that in any event at least 85 % of the lights are serviceable in each of the following: - Runway edge lights;- Runway end lights; and- Unserviceable lights shall not be permitted adjacent to runway threshold, edge and end lights.

f) Guidance on precision IFR operation and on criteria for withdrawal of operations is given in the ICA 100-16 – ILSOperation

3 CHANGE FROM IFR TO VFR FLIGHT

3.1 At DECEA's discretion, in specific situations, the pilot shall maintain the flight under IFR rules, even when operating underVMC.

4 ENDURANCE - MINIMA REQUIRED

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NOTE: The minimum amount of fuel required is that of Brazilian Rules of Aeronautical Homologation ((RBHA), or in theBrazilian Rules of Civil Aviation (RBAC) issued by ANAC.

4.1 Fuel requirements for IFR flights when a destination alternate aerodrome is required.4.2 Jet Aroplanes engaged in commercial flights


a) to reach the destination aerodrome, specified in the flight plan, and from there to accomplish a touch and go;

b) thereafter to fly for a time period equal to 10 per cent of the time required to fly from departure aerodrome to thedestination aerodrome and land at it;

c) then to fly to the most distant alternate aerodrome specified in the flight plan and land at it; and

d) to fly for 30 (thirty) minutes more at holding speed (maximum) at 1500 feet above the alternate aerodromeelevation under standard temperature condition.

4.3 Porpeller-driven aeroplanes engaged in commercial flights


a) to reach the destination aerodrome specified in the flight plan;

b) thereafter to fly to the most distant alternate aerodrome specified in the flight plan; and

c) to fly for:

- all domestic flights and flights with aeroplanes with a passenger capacity of 30 or less for 45 minutes at normalcruising fuel consumption; or

- all international flights, 30 minutes plus 15 per cent of the total time to fly at normal cruising fuel consumption ofthe origin aerodromes to the destination alternate aerodromes or fly during 90 minutes at normal cruisingconsumption, whichever is less.

4.4 Helicopters engaged in commercial or non-commercial flights


a) to reach the destination aerodrome to which the flight is planned in the flight plan;


c) to fly for 30 (thirty) minutes at normal cruising speed.

4.5 Aeroplanes engaged in non-commercial flights


a) to reach the destination aerodrome to which the flight is planned in the flight plan;


c) to fly for 45 (forty five) minutes more at normal cruising speed.

5 FUEL REQUIREMENTS FOR IFR FLIGHTS WHEN A DESTINATION ALTERNATE AERODROME IS NOT REQUIRED

5.1 Large aeroplanes engaged in international commercial flights

For aeroplanes operating following RBAC 121, requiring an IFR flight plan for a destination aerodrome placed out of Braziland in a remote place, where there is no other aerodrome that can be used as alternative for such destination aerodrome,the flight may be approved since:

(1) the time of flight to the destination is not greaterthan 6 hours and at least one hour before up to 1 hour after the hourestimated for the arrival at the destination aerodrome, proper information or meteorological forecast, or both, show thatwithin such aerodrome:

(i) the ceiling will be at least 2000FT above the smallest MDA of the circling approach, if a circling approach isrequired and authorized for such aerodrome; or

(ii) the ceiling will be at least 1500FT above the smallest minima of the instrument approach procedures publishedfor the aerodrome or 2000FT above the altitude of the aerodrome, whichever is greater;

(iii) the visibility will be at least 5KM (3 terrain miles) or 3KM (2 terrain miles) greater than the minimum minima ofvisibility applicabe to the instrument approach procedures to be used at the aerodrome, whichever is greater; and

(2) the aeroplane carries fuel and oil, take into account both the wind forecast and other meteorological conditions, enoughto reach the destination aerodrome and, after this, to fly during more 3 (three) hours with normal cruising consumption.

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ENR 1.4 ATS AIRSPACE CLASSIFICATION AND DESCRIPTION

1 ATS airspace classification

ATS airspaces are classified and designated in alphabetical order in accordance with the following:

Class A Only IFR flights are permitted, all flights are subject to air traffic control service which provides separation betweenthem.

Class B IFR and VFR flights are permitted; all flights are subject to air traffic control service which provides separation betweenthem.

Class C IFR and VFR flights are permitted; all flights are subject to air traffic control service; IFR flights are separated betweenthem and from VFR flights; VFR flights are separated from IFR flights only and receive traffic information on other VFRflights and traffic avoidance advice on request.

Class D IFR and VFR flights are permitted and all flights are subject to air traffic control service, IFR flights are separatedbetween them and receive traffic information on VFR flights (and traffic avoidance advice on request). VFR flightsreceive only traffic information on all other flights (and traffic avoidance advice on request).

Class E IFR and VFR flights are permitted; IFR flights are subject to air traffic control service and are separated between them;all flights receive traffic information as far as is practicable; VFR flights may fly within this airspace without previousauthorization and notification.

Class F IFR and VFR flights are permitted; only IFR flights receive air traffic advisory service; all flights receive flightinformation service on request.

Class G IFR and VFR flights are permitted and only flight information service is provided, on request.

2 ATS airspace description

Generally speaking, airspaces and their respective limits within FIR under brazilian jurisdiction, will be classified as follows:Class G for all FIR, GND/UNL or GND-MSL/UNL.

Class A for all CTA / TMA between FL145/FL245.

Class A for all UTA.

Class A for all upper and lower airways, above FL145 .

Class D for all lower airways at and below FL 145.

Class F for all advisory routes.

Class G for all information routes .

The other parts of airspaces and their limits were classified as shown in the Area and Enroute Charts and in section ENR 2.

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DECEA-AIMAMDT AIRAC AIP

AIPBRASIL

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danc

e on

requ

est

8Km

abo

ve 3

050m

(10.

000F

T) A

MS

L,

incl

usiv

e. 5

Km

bel

ow 3

050m

(10.

000F

T) A

MS

L.

1500

m h

oriz

onta

l Dis

tanc

e fro

m c

loud

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

Yes

D

IFR

IFR

from

IFR

Air

traffi

c co

ntro

l se

rvic

e, in

clud

ing

traffi

c in

form

atio

n on

VFR

lig

hts

(and

traf

fic

avoi

danc

e ad

vice

on

requ

est).

Not

apl

icab

le

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

Yes

VFR

Not

apl

icab

le

Traf

fic in

form

atio

n on

IF

R/V

FR fl

ight

s (a

nd

traffi

c av

oida

nce

advi

ce

on re

ques

t).

8Km

abo

ve 3

050m

(10.

000F

T) A

MS

L,

incl

usiv

e. 5

Km

bel

ow 3

050m

(10.

000F

T) A

MS

L.

1500

m h

oriz

onta

l; an

d 30

0m v

ertic

al d

ista

nce

from

clo

ud.

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

Yes

E

IFR

IFR

from

IFR

Air

traffi

c co

ntro

l se

rvic

e in

clud

ing

traffi

c in

form

atio

n on

VFR

fli

ghts

as

far a

s pr

actic

al.

Not

apl

icab

le

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

Yes

VFR

Not

apl

icab

leTF

C in

form

atio

n as

far

as p

ract

ical

8Km

abo

ve 3

050m

(10.

000F

T) A

MS

L,

incl

usiv

e. 5

Km

bel

ow 3

050m

(10.

000F

T) A

MS

L.

1500

m -

horiz

onta

l; an

d 30

0m -

verti

cal

dist

ance

from

clo

ud.

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LN

oN

o

ENR 1.4-2

25 JUN 15

09/15

DECEA-AIM AMDT AIRAC AIP

AIPBRASIL

F

IFR

IFR

from

IFR

Air

traffi

c co

ntro

l ad

viso

ry s

ervi

ceN

ot a

plic

able

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

No

VFR

Not

apl

icab

leTr

affic

info

rmat

ion

serv

ice

prac

tical

.

8Km

abo

ve 3

050m

(10.

000F

T) A

MS

L,

incl

usiv

e.5K

m b

elow

305

0m (1

0.00

0FT)

(1

0.00

0FT)

AM

SL.

150

0mho

rizon

tal;

and

300m

verti

cal d

ista

nce

from

clo

ud. B

elow

900

m

AM

SL,

incl

usiv

e, o

r up

to 3

00m

abo

ve te

rrai

n,

whi

chev

er is

hig

her.

5Km

, cle

ar o

f clo

uds

and

in

sigh

t of g

roun

d or

wat

er.

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

No

G

IFR

Not

apl

icab

leA

ir tra

ffic

advi

sory

se

rvic

e.N

ot a

plic

able

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

No

VFR

Not

apl

icab

leFl

ight

info

rmat

ion

serv

ice

8Km

abo

ve 3

050m

(10.

000F

T) A

MS

L,

incl

usiv

e. 5

Km

bel

ow 3

050m

(10.

000F

T)

AM

SL.

1500

hor

izon

tal;

and

300m

ver

tical

di

stan

ce fr

omcl

oud.

Bel

ow 9

00m

AM

SL,

in

clus

ive,

or u

p to

300

m a

bove

terr

ain,

w

hich

ever

is h

ighe

r. 5K

m, c

lear

of c

loud

s an

d in

si

ght o

f gro

und

or w

ater

.

250K

t IA

S b

elow

305

0m (1

0.00

0FT)

A

MS

LC

ontin

uous

two-

way

No

CLA

SS

TYP

E O

F FL

IGH

TS

EP

AR

ATI

ON

PR

OV

IDE

DS

ERV

ICE

PR

OVI

DE

DR

EQ

UIR

EM

EN

TS F

OR

UTI

LIZA

TIO

N

VM

C M

INIM

A A

ND

DIS

TAN

CE

FR

OM

CLO

UD

SP

EED

LIM

ITA

TIO

NR

AD

IO C

OM

MU

NIC

ATI

ON

SS

UB

JEC

T TO

ATC

C

LEA

RA

NC

E

ENR 1.4-3

25 JUN 15

09/15


AIPBRASIL

ENR 1.5 HOLDING, APPROACH AND DEPARTURE PROCEDURES

The air traffic rules and procedures in use in Brazil conform to Annexes 2 and 11 to the Convention on InternationalCivil Aviation to the information contained in the Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS), Procedures for Air Navigation Services – Rules of the Air and Air Traffic Services and Regional SupplementaryProcedures applicable to the SAM Region, except for the differences listed in GEN 1.7 and the following information:

1 GENERAL

1.1 The holding and approach procedures within the holding pattern shall be executed according to those published byDECEA. When there are no published holding and approach procedures, or when the pilot-in-command of the aircraftdoes not know them, the APP must indicate the procedures to be followed.

1.2 All aircraft must remain at the designated holding point. Suitable minimum vertical, lateral or longitudinal separation willbe provided, in relation to aircraft, according to the method used at the holding point in question.

1.3 When aircraft have to accomplish holdings in flight, they will keep being provided with suitable minimum verticalseparation between them and the ones in route, provided that these aircraft in route are five minutes, or less, from theholding area, unless there is a lateral separation.

LEVELS NORMAL CONDITIONS TURBULENCE CONDITIONS

Up to 14.000 feet, inclusive 425 KM/H (230KT)315 KM/H (170KT)*520 KM/H (280KT)315 KM/H (170KT)*

Above 14.000 feet up to 20.000 feet, inclusive 445KM/H (240KT) 520 KM/H (280 KT)

or0,8 MACH, whichever is lessAbove 20.000 feet up to 34.000 feet,

inclusive 490 KM/H (265 KT)

Above 34.000 feet 0,83 MACH 0,83 MACH

NOTE: Tabulated levels represent corresponding “altitudes” or “flight levels”, depending on the altimeter setting used.

1.4 Aircraft must enter and fly on the holding patterns within the indicated speeds equal to or less than those specifiedbelow.

1.5 Level and altitude changes, within the holding patterns, must be executed at a climb and descent rate between 500and 1000 feet per minute.

1.6 APP are assigned to issue traffic clearances to the aircraft flying or intending to fly within TMA or CTR, with thepurpose of:

a) maintaining the minimum separations established between aircraft;

b) organizing, accelerating and maintaining the air traffic flow orderly; and

c) guiding and instructing aircraft when accomplishing holding, approach and departure procedures, as established by DECEA.

1.7 Climb or descent rates lower or higher than 500 and 1000 feet per minute, respectively, may be used when previouslycleared by the respective APP.

1.8 Whenever necessary, the APP may request an aircraft to use a climb or descent rate lower or higher than 500 and1000 feet per minute respectively.

1.9 When flying under IFR plan within a CTR or TMA, the pilots-in-command of aircraft are responsible for:

a) accomplishing the initial call to APP;

b) maintaining a permanent listening watch on an official APP frequency;

c) complying with the air traffic clearances issued by the APP; and

d) reporting to APP, regardless of request, whenever they:

- abandon a flight level;

- reach a flight level;

- abandon a holding reporting point;

- reach a holding reporting point;

- begin the phases of an instrument approach procedure;

- enter a new phase of a departure procedure and

- reach VMC.

1.10 When it is clear that arriving aircraft will be submitted to a long delay, the APP must notify the aircraft operator or anaccredited representative of this fact, maintaining him informed about the changes in delay forecasts, so that a changeto the aircraf destination may be planned as soon as possible.

1.11 Clearances air traffic control for departing aircraft must specify:

ENR 1.5-125 JUN 15

09/15


AIPBRASIL

a) the direction aircraft must maintain after departure, as well as subsequent turns;

b) the path they must follow, before proceeding on the desired heading;

c) the flight level or the altitude that they must maintain before they go on climbing to the authorized cruisinglevel;

d) the hour, point or speed, or both, where the flight level will change and

e) any other necessary manouver compatible with the safe operation of aircraft.

NOTE: Whenever the air traffic orderly movement is not affected, the APP must allow departing aircraft to follow their headingwith the minimum number of turns or other maneuvers and climb, to cruising level, without restrictions.

1.12 The departure of aircraft may be facilitated, if it is suggented that the departure be conducted in a direction notopposite to the wind. It is the pilot-in-command’s responsibility to decide whether he will accomplish the take-off infavour of the wind or if he will wait to do it under more favorable conditions.

1.13 The APP must notify the aircraft operators or their accredited representatives of foreseen long delays due to trafficconditions and when delays are supposed to exceed thirty minutes.

2 ARRIVING FLIGHTS

2.1 IFR Approach under Adverse Meteorological Conditions

2.1.1 When an ATS unit informs minimum meteorological values lower than those established on the instrument approachchart (IAC), the pilot-in-command may, at his discretion and after notifying the unit of his decision, accomplish only theinstrument approach procedure for straight-in landing precribed on this chart. The execution of instrument approachprocedures to circling is not allowed. However, the descent to straight-in landing procedure shall be limited to the MDAor DA altitude, and the pilot can only proceed to landing, when he establishes visual contact with the runway or withthe approach lights (ALS). If this does not occur, he must initiate the missed approach procedure before or at the initialpoint of this procedure.

NOTE: The values for MDA or DA are determined in relation to vertical and lateral safety margins, related to existingobstacles that interfere with the final approach portion of the considered procedure..

2.1.2 The procedures prescribed in 1.2.1 do not exempt the pilot in command from accomplishing the restrictions prescribedin the Brazilian Rules of Aeronautical Homologation (RBHA ), or in the Brazilian Rules of Civil Aviation (RBAC) issuedby ANAC.

2.2 Instrument Approach at places not provided with an air traffic control unit.

2.2.1 Locations within Airways

An aircraft flying under instrument flight rules within an airway shall:

a) obtain from the ACC, directly or through an aeronautical telecommunication station, clearance to initiateapproach until reaching the airway minimum level;

b) obtain from the local aeronautical telecommunication station the information required for the approach andlanding execution;

c) overhead the basic navigation aid of the approach procedure at the airway minimum level and continue theapproach in orbit, up to transition level at which the altimeter will be set (QNH);

d) initiate the instrument approach procedure to the selected runway after reaching transition altitude; and

e) transmit on the local aeronautical telecommunication frequency, during the approach, the levels or altitudesand the succeeding phases of the procedure to be reached.

2.2.2 Location outside Airways

Aircraft flying under instrument flying rules outsidean airway shall:

a) mantain cruising level or descend up to FIR minimum level and overhead the basic navigation aid of theapproach procedure;

b) obtain from the local aeronautical telecommunication station the information required for the approach andlanding execution;

c) initiate the approach in orbit until reaching transition level, at which the altimeter will be set (QNH) afteroverheading;

d) initiate the instrument approach procedure for the selected runway after reaching transition altitude; and

e) transmit, on the local aeronautical telecommunication station frequency, during the approach, the levels oraltitudes and the sucessive phases of the procedures to be reached.

3 DEPARTING FLIGHTS

3.1 Standard Instrument Departure at locations not provided with an air traffic control unit.

3.1.1 Locations within airway

Instrument Departure

At locations not provided with Standard Instrument Departure (SID) procedures published, right after taking off, the aircraft shall:

ENR 1.5-225 JUN 15

09/15


AIPBRASIL

4.2

a) take a course not interfering with the procedure executed by another aircraft which is performing theinstrument approach procedure;

b) carry out climbing, avoiding obstructions, for time enough as to make it possible to penetrate the airway at thecleared level; and

c) transmit on the local aeronautical telecommunication frequency, while climbing, the levels or altitudes to bereached.

NOTE: At aerodromes located on the shore, climbings shall be carried out towards the sea on a course forming 45 degrees with the airway centerline.

3.1.2 Locations outside airways

At locations not provided with Standard Instrument Departure (SID) published, right after taking off, the aircraft shall:

a) take a course which does not interfere with the procedure executed by another aircraft performing theinstrument approach procedure;

b) carry out climbing, avoiding obstructions, for time enough, until intercepting the route at the planned level; and

c) transmit on the local aeronautical telecommunication station frequency, while climb, the levels or altitudes to bereached.

NOTE: At aerodromes situated on the shore, climbings shall be carried out towards the sea on a course forming 45 degreeswith the airway centerline.

4 INSTRUMENT LANDING SYSTEM - ILS

4.1.1 Operational restrictions to Category I ILS

a) Localizer: A ILS category I shold not be used for approaching when there is no indication of the localizer.

b) Glide Slope: When there is no indication of glide slope, because it is not included in the respective IAC, theminimum approach altitude to be adopted must be applied to the altitude indicated in the NDB/VOR instrument approach procedure for the same runway.

c) Outer marker: A ILS Category I shall not be used for approach when the outer marker is out of use, unlessthere is:

1) a corresponding beacon (NDB together with OM) in use;

2) a radar vectoring or a published approach procedure, allowing the aircraft tointercept the course ofthe localizer 3 to 5 NM before the final approach point (FAP) on the glide path, at the interceptionaltitude;

3) DME information that allows to determine the position corresponding to the OM; or

4) DME connected to the ILS.

4.1.2 Operational restrictions to ILS category II

a) ILS Category II procedures shall be used only by aircraft certified for this kind of operation and flown by crewsduly qualified as prescribed by the IAC.

b) The parameters for aircraft homologation and crew qualification are included in the current legislation, asprescribed by the Civil Aviation National Agency (ANAC)++.

c) It is the pilot in command’s responsibility to check the compliance with what is established in itens (a) and (b)above. When the meteorological conditions allow the ILS Category II procedures only, the air traffic contro unitswill inquire the pilot in command about his intentions, concerning the accomplishment of the approachprocedure, before authorizing the beginning of the procedure, just for the sake of selecting the aircraft that willexecute such procedures and not for controlling purposes.

d) A ILS Categoria II cannot be used for approach, when any of its components is out of work.

4.1.3 Visibility indication in Precision Approach Procedures (ILS)

a) In operations CAT I, visibility may be informed by a metereological observer or by the indication of the runwayvisual range (RVR) equipment.

b) In operations CAT II, visibility may be indicated, if possible, by the runway visual range (RVR) equipment.

c) In operations CAT III (a,b,c), Visibility shall only be indicated by the runway visual range (RVR) equipment.

ENR 1.5-310 DEC 15

21/15


AIPBRASIL

ENR 1.6 ATC SURVEILLANCE SERVICES

1 The air traffic rules and procedures in use in Brazil conform to Annexes 2 and 11 to the Convention on International CivilAviation and to those parts applicable to aircraft related to Procedures for Air Navigation Services, DOC 4444 – Air TrafficManagement - and to Regional Supplementary Procedures applicable to the SAM Region, except for the differenceslisted in GEN 1.7

2 The ATS Surveillance Service shall be provided through:

- primary radar with secondary radar associated;

- primary (alone, or in case or failure of the secondary radar associated); or

- secondary (alone, or in case or failure of the primary radar associated).

3 The ATS Surveillance System coverage, using the primary radar with the secondary one associated, corresponds to:

a) Amazônica, Brasília, Curitiba and Recife UTA (sectors 2, 3, 4, 5 and 6 and the region comprised by thefollowing circle arcs and their coincident points Centred on FLZ VOR, PTL VOR and LAP VOR, all within aradius of 200NM, comprising Recife FIR};

b) Amazônica 1, Amazônica 2, Amazônica 3, Amazônica 4, Amazônica 5, Brasília 1, Brasília 2, Brasília 3, BrasíliaT5, Brasília T6, Curitiba 1, Curitiba 2, Recife 1, Recife 3, Recife 4 CTA (in the areas limited by the followingcircles arcs and their coincident points Centred on FLZ VOR, NTL VOR, REC VOR, MCE VOR, ARU VOR,SVD VOR, YLH NDB, SGR NDB, LAP VOR, PTL VOR, all within a radius of 200NM

c) Academia, Anápolis, Belém, Belo Horizonte, Brasília, Campo Grande, Cuiabá, Curitiba, Florianópolis,Fortaleza, Foz, Macaé, Maceió, Manaus, Natal, Porto Alegre, Recife, Rio de Janeiro, Salvador, Santa Mariaand São Paulo TMA.

d) CTR-Academia, Anapolis, Belem, Belo Horizonte, Brasilia, Campo Grande, Cuiaba, Curitiba, Florianopolis,Fortaleza, Foz, Macae, Maceio, Manaus, Natal, Porto Alegre, Recife, Ribeirao, Rio de Janeiro, Salvador, SantaCruz, Santa Maria, São Paulo, Guarulhos, Campinas and Sao Jose.

4 The ATS Surveillance System coverage, using the secondary radar alone corresponds to:

a) Recife FIR, in the following airspaces

1)2)3)4)5)6)7)

Centred on LAP VOR, 120 NM radius, from FL 085 to FL 145; Centred on LAP VOR , 200 NM radius, from FL 145 to UNL;Centred on PTL VOR, 120 NM radius, from FL085 to FL 145;Centred on PTL VOR, 200 NM radius, from FL 145 to UNL;Centred on SGR NDB, 120 NM radius, from FL 085 to FL 145;Centred on SGR NDB, 200 NM radius, from FL 145 to UNL; and:Within ATS routes B623, W40, W41, UB623, UL206, UN857, UN 873 and UR 551

b) Amazônica FIR, in the following airspaces:

1)2)3)4)5)6)7)

Centred on MCR NDB, 135 NM radius, from FL 145 to UNL;Centred on JAC VOR, 130 NM radius, from FL 145 to UNL;Centred on TIR NDB, 105 NM radius, from FL 145 to UNL;Centred on YTZ VOR, 125 NM radius, from FL 145 to UNL;Centred on S0638.25/W05159.24 (SNFX - São Féliz do Xingu), 75 NM radius, from FL 145 to UNL;Centred on S1137.55/W05041.18 (SWFX - São Féliz do Araguaia), 130 NM radius, from FL 145 toUNL.

5 Radar Separation

5.1 Except in 5.2, the minimum horizontal separation among aircraft shall not be smaller than 5NM.

5.2 When the technical and operational specifications allow, at DECEA discretion, the minimum radar horizontal separationcan be reduced to 3NM.

5.3 The horizontal minimum separation between a departure aircraft and another in the final approach, to be establishedbetween APP and TWR, will never be smaller than 3NM, considering that the departure aircraft shall have exceeded theend of runway.

5.4 The minimum horizontal separation among aircraft will be 10NM when only the route radar is in operation in TMA orCTR..

5.5 The minima separation will be applied in relation to the expected turbulence wake conditions, when the minima in thisitem are not exceeded.

6 Procedures

6.1 In the area of ATS Surveillance System coverage, an identified aircraft is released to report:

a) the points of compulsory notification;

b) when reaching or abandoning a holding fix; and

ENR 1.6-112 NOV 15

19/15


AIPBRASIL

c) when entering in a new phase or leg of an exit procedure.

NOTE: The aircraft shall return to report according to a), b) and c) previous, when it is informed that the radar contact was lost or the radar service was terminated.

6.2 During the provision of radar services, whenever possible, the following information will be supplied:

a) traffic information;

b) heavy meteorological formations; and

c) information of flight safety.

7 Mandatory Use of Transponder Equipment within Brazilian Airspace

7.1 Airborne operating transponders Modes A/C or Mode S, having pressure altitude reporting capability, are mandatory foraircraft intending to fly within the following airspaces:

a) Airspaces class A, B, C, D, or E; and

b) Airspace class G above FL100, excluding the portion of this airspace below 2500FT (inclusive) above the surface

7.2 Exceptionally, the requirement included in 7.1 will not apply to the following airspace:

a) Special routes for non-transponder aircraft (REAST) established to allow aircraft with technical and/or physical limitations that prevent the transponder equipment installation; or

b) Specific airspaces (conditioned or reserved), established to allow the regular flight of experimental or training aircraft, airships, balloons, gliders and ultra lights.

NOTE: In the event of transponder equipment failure, the aircraft shall exceptionally proceed with the flight and the transponder must be changed or repaired at the first place it lands.

8 Aditional Informationa) RIBEIRÃO CTR, ATS surveillance SVC provided by Academia APP.

ENR 1.6-212 NOV 15

19/15


AIPBRASIL

ENR 1.7 ALTIMETER SETTING PROCEDURES

The air traffic rules and procedures applicable to air traffic in Brazilian territory conform to Annexes 2, 11 to the Convention onInternational Civil Aviation. The aircraft procedures in use have been based on the information contained in Procedures for AirNavigation Services – Aircraft Operations (PANS-OPS), Procedures for Air Navigation Services - Rules of the Air and Air TrafficServices and Regional Supplementary Procedures applicable to the SAM Region, except for the differences listed in GEN 1.7 andthe following information:

1 - Introduction

The pressure for the altimeter setting QNH reported to the aircraft shall be rounded out to the nearest inferior wholehectopascal.

The transition altitude of each aerodrome is that contained in the instrument Approach Landing Charts (IAC) and/or inthe Standard Instrument Departure Charts (SID).

The minimum holding level shall be always that contained in the IFR flight level table, immediately above the transitionlevel.

2 - Fundamental Altimeter Setting Procedures

2.1 - General

2.1.1 - The transition level shall be defined by the Air Traffic Control unit or by the pilot whenever the unit only provides flightinformation service, always in compliance with the table below and in accordance with the current QNH.

TRANSITION ALTITUDE TRANSITION LEVEL

FT FROM 942.2TO 959.4FROM 959.5

TO 977.1FROM 977.2

TO 995.0FROM 995.1TO 1013.2

FROM 1013.3TO 1031.6

FROM 1031.7TO 1050.3

2000 FL045 FL040 FL035 FL030 FL025 FL020

3000 FL055 FL050 FL045 FL040 FL035 FL030

4000 FL065 FL060 FL055 FL050 FL045 FL040

5000 FL075 FL070 FL065 FL060 FL055 FL050

6000 FL085 FL080 FL075 FL070 FL065 FL060

7000 FL095 FL090 FL085 FL080 FL075 FL070

TRANSITION DETERMINING TABLE

2.1.2 In order to determine the transition level, one should observe, in the left column, which aerodrome transition is andread the level at the intersection of the same line with the column corresponding to the current QNH value.

Example: The transition altitude of a given aerodrome is 4000FT; the transition level of the aerodrome will be FL65 wheneverthe QNH is 942.2 through 959.4hPa; it will be FL60 whenever the QNH is 959.5 through 977.1hPa; and so forth. Thelower the QNH is, the higher the transition level will be.

2.2 Approach and Landing

2.2.1 The pressure for the altimeter setting QNH shall be reported to the arriving aircraft as soon as communications areestablished

2.2.2 Aircraft accomplishing approach procedures, that include a Penetration Path in the graphical representation (IAC),must have theirs altimeters set to QNH when they initiate the approach on the Penetration Path.

2.2.3 Aircraft descending under radar control, being vectored for approach procedures final portion interception or for visualapproach shall have their altimeters set to QNH , when the Air Traffic Control unit so determine or authorize.

2.2.4 Aircraft descending to the altitude of beginning of procedure in a location not served by Air Traffic Control unit musthave their altimeters set to QNH, as they pass through the Transition Level.

2.2.5 Aircraft under no radar control , descending to the altitude of beginning of procedure must have theirs altimeters setto the QNH setting as they pass through the Transition Level or when so determined or authorized by the Air TrafficControl unit.NOTE: The Air Traffic Control unit must determine or authorize the introduction of the QNH setting above the

transition level, whenever there is a forecast of a continuously developed approach without long portions ofleveled flight

2.3 DEPARTURE

2.3.1 The pressure for the altimeter setting shall be reported to aircraft during the authorization for taxi and shall be set to1013.2 Hpa (QNE) during departure, on passing through the transition altitude of the departure location.

ENR 1.7-125 JUN 15

09/15


AIPBRASIL

ENR 1.8 REGIONAL SUPPLEMENTARY PROCEDURES

This item is prepared in accordance with the air traffic rules and procedures in use in Brazil conform to the Regional SupplementaryProcedures ( SUPPS ) applicable to the SAM Region, except for the differences listed in GEN 1.7 – DIFFERENCES FROM ICAOSTANDARDS, RECOMMENDED PRACTICES AND PROCEDURES

ENR 1.8-125 JUN 15

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AIPBRASIL

ENR 1.9 AIR TRAFFIC FLOW MANAGEMENT AND AIRSPACE MANAGEMENT

The Rules and Procedures on the Air Traffic Flow mentioned below complete the precept in GEN 3.3

1 MONITORED AIRPORT OPERATION

1.1 When an AD whose air TFC expectation reaches 80 (eighty) per cent of the adopted capacity, it will be declaredthrough NOTAM as a monitored one and, as a result, all intentions of pax and/or cargo scheduled flights, as well asthose of the postal network, will be conditioned to the slot atc obtention; keeping the release to general aviation acftwhich had previously obtained it, except for restrictions of the brazilian civil aviation authority;

1.2 In a period in which an airport is declared as to be monitored, an allocated ATC SLOT will be compulsory for requringand/or changing the HOTRAN from the Brazilian Civil Aviation Authority.

1.3 Operation at a monitored airport will be conditioned to the following critera

a) Coordinate with the airport administration the use of airports facilities of interest and request, to the CGNA anATC slot, as described on items 1.1 and 1.2;

b) The ATC SLOT is valid in the interval corresponding to 5 minutes before to 15 minutes after the expectedschedule, except if modified by the ATC unit or account of adverse meteorological conditions or by air TFCflow management measures;

c) Informing, previously, the CGNA, in case it is not intended to use an ATC Slot.

d) Request a new ATC SLOT, at the local ATC unit, for all schedule changes (EOBT/ETA), except for situationscontained in the exception described in the letter B of this item, it will be classified as an opportunity SLOT,with priority reduced to flight accomodation in a low demand time interval;

e) Add to the RMK field of PLN forms - both full or repetitive;

f) The operation without an ATC Slot or out of the ATC Slot validity period, as well as its systematical non-use, ata monitored airport, will be considered as an air traffic rules infringement.

2 CO-ORDINATED AIRPORT OPERATION

2.1 When a monitored AP whose air traffic expectation is greater than the capacity adopted, it will be declared throughNOTAM as a coordinated one, as a result, all of its LDG and tkof ops are conditioned to the obtention of atc slot.

2.2 Any airport can be changed to coordinated condition on account of an atypical seasonal demand. The existing regularflights will have their expected schedules in HOTRAN adjusted to available ATC SLOT

2.3 In a period in which a certain airport is declared as to be co-ordinated, the operation will be accomplished inaccordance with item 2.3 above and, in addition, in agreement with the following critera:

a) Air transport companies that intend to accomplish national or international non-regular passenger or cargo(charter/freight) flights shall coordinate with the airports administration and require the CGNA the ATC SLOTwith a minimum advance of 5 (five) week days from the desired date for the operation, by sending therespective request through the email addresses: internacional @ cgna.gov.br and/or charter @ cgna.gov.br,being its attendance conditioned to the airport practiced capacity.

b) Aircraft performing special air services, taxi airplane services as well as those performing general aviationshall require the ATC SLOT to the Central Integrada de Slot (CIS) of CGNA, activated by NOTAM, through thewebsite www.cgna.gov.br or 01 (one) and maximum of 120 (one hundred twenty) hours from the expectedtime. The attendance will be conditioned to the airport practiced capacity and will be confirmed by the supply ofa numeric code preceded by the acronym SLOT ATC, with two letters added from the icao indicator of theinvolved airport, that shall be included in the item 18 of the flight plan. example: RMK/CLR RJ 86145.

c) the following aircraft are not subject to ATC Slot obtaining:

- in emergency situation; - in SAR mission;- ambulance aircraft performing air medical operation, according to specific legislation;- transporting vital organs for human transplant, according to specific legislation;- transporting State or Government Chiefs;-transporting governors of Brazilian Federative Units;- rotary wing in VFR flight;- in inspection in flight;- in military operation.- accomplishing extra flight, to reinforce expected flight in HOTRAN, in accordance with specific rules , sincepreviously co-ordinated with the CGNA.

d) Aircraft with an ATC Slot that do not file a flight plan in the expected time will miss the allocation, so the slot willbe used as an oportunity ATC SLOT.

e) Aircraft with an ATC SLOT that has knowledge of its non-use in advance superior to 04 (four) hours to theexpected schedule shall require the CGNA ITS cancellation;

f) Aircraft with an ATC SLOT that has knowledge of its non-use in advance superior to 04 (four) hours to theexpected schedule shall inform the AIS unit of the coordinated airport or the ATC unit, when in flight. It isprohibited the reuse of the allocation code without the authorization of CGNA.

g) All schedule changes (EOBT/ETA) will be conditioned to the obtention of a new ATC SLOT, except if modifedby the ATC unit or on account of adverse met conditions or by air traffic flow management measures.

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h) Aircraft performing special air srevices, taxi airplane services as well as those performing general aviation thathave not got an ATC SLOT up to one hour prior to intended schedule can require a tkof and/or LDC oportunitySlot; and

i) Operations without an ATC SLOT or out of the ATC SLOT validity period, as well as their systematical non-use, at a coordinated airport, will be considered as an air traffic rules infringement.

3 OPPORTUNITY ATC SLOT

3.1 The opportunity ATC SLOT for departure will be conceded in the event of ATC SLOT cancelling prior allocated foranother aircraft and/or the air traffic flow at the moment allows the intended operation by means of the followingprocedures:

a) the flight plan form shall be presented at the AIS unit of the departure airport, without filling the field TIME initem13 until 30 (thirty) minutes prior the wished time;

b) on account of time exiguity between a slot release and its reuse, the flight plan related to an opportunity slotshall be presented personaly to the AIS unit of the departure airport;

c) after presenting the flight plan, the pilot in command shall maintain contact with the TWR, waiting for initialcontact with the ATC unit; and

d) the opportunity slot for departure is managed by the Control Tower (TWR) with co-ordination to the AIS unit,being this latter unit competent to inform about the availability of the opportunity SLOT.

3.2 The opportunity SLOT for landing will be conceded in the event of ATC SLOT cancelling prior allocated for anotheraircraft and/or the air traffic flow at the moment allows the intended operation by means of the following procedures:

a) being presented a Flight Plan for an airport in the proximity of the co-ordinated airport and adding to the FPLitem 18 the following remark: RMK/OPT(co-ordinated airport). Example: RMK/OPT SBSP;

b) establishing contact with the APP under whose jurisdiction is the co-ordinated airport and reiterate its realintention of landing which will be condeded on account of the air traffic flow; and

c) the opportunity SLOT for landing is managed by the Approach Control (APP) by means of co-ordination to theTWR.

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ENR 1.10 FLIGHT PLANNING

Except for the provisions in GEN 1.7, air traffic rules in use in Brazil corform to Annexes 2 and 11 to the Convention onInternational Civil Aviation, and to the following ICAO documents: Procedures for Air Navigation Services concerningAir Traffic Management (PANS ATM) and Regional Supplementary Procedures concerning South America.Furthermore, for the safety of air navigation, the following rules and air traffic procedures are also applied to Brazil:

1 FLIGHT PLAN

1.1 According to the specifications defined in this publication, there are three types of Flight Plan:

a) Full Flight Plan;

b) Abbreviated Flight Plan; and

c) Repetitive Flight Plan.

1.2 General Rules

1.2.1 A Flight Plan shall be submitted to the AIS Unit of the aerodrome in person or, in the specific cases mentioned in thispublication, may be submitted by;

a) telephone, fax or telex;

b) radiotelephony; or

c) rcomputer network.

1.2.2 A flight plan must be filed for the following:

a) before departure from aerodrome provided with ATS unit ;

b) before departure of AD without ATS unit, in accordance with procedures stated by specific publication

c) excepting what is stated in b) after departure from a aerodrome without ATS unit, if the aircraft has anequipment able to establish communication with ATS unit; or

d) whenever the crossing to international boundaries.

1.2.3 A flight plan is not compulsory for

a) aircraft in SAR mission;

b) flight of aircraft without radio, since take-off is executed from an aerodrome without ATS unit and it will notcross international boundaries.

1.2.4 The Flight Plan submitted is available for 45 (forty five) minutes before EOBT.

1.2.5 Only pilots or flight operators are authorized to file and sign the Flight Plan, except the RPL. That must be filed andsigned by a person accredited by the operator.

1.2.6 Completion of information regarding Performance Based Navigation (PBN)

1.2.6.1 The status of operator and aircraft approval relating to any type of RNAV and /or RNP navigation specifications mustbe indicated on the Filed Flight Plan (FPL), by inserting the letter “R” in item 10 of the Flight Plan form.

1.2.6.2 For the specific case of the Repetitive Flight Plan (RPL), the above mentioned approval must be indicated by insertingthe letter “R” in item “Q” of the RPL, as follows: EQPT/R

1.2.6.3 The approval status of PBN must be detailed in item 18 of the FPL or in item “Q” of the RPL, by inserting the followingalphanumeric codes, not exceeding 8 codes, or 16 characters, preceding the designator PBN/:

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RNAV SpecificationsCode Navigation SpecificationA1 RNAV 10 (RNP10)B1 RNAV 5 – All permitted sensorB2 RNAV 5 GNSSB3 RNAV 5 DME/DMEB4 RNAV 5 VOR/DMEB5 RNAV 5 INS or IRSB6 RNAV 5 LORANCC1 RNAV 2 – All permitted sensorC2 RNAV 2 GNSSC3 RNAV 2 DME/DMEC4 RNAV 2 DME/DME/IRUD1 RNAV 1 – All permitted sensorD2 RNAV 1 GNSSD3 RNAV 1 DME/DMED4 RNAV 1 DME/DME/IRU

RNP SpecificationsCode Navigation SpecificationsL1 RNP 4O1 Basic RNP 1 – All permitted sensorO2 Basic RNP 1 GNSSO3 Basic RNP 1 DME/DMEO4 Basic RNP 1 DME/DME/IRUS1 RNP APCHS2 RNP APCH com BARO-VNAVT1 RNP AR APCH with RF (special authorization required)T2 RNP AR APCH with RF (special authorization required)

1.2.6.4 The status of operator and aircraft approval relating to the use of the GNSS must be indicated by inserting the letter “G”in item 10 of the Flight Plan form.

1.2.6.5 For Repetitive Flight Plan (RPL), the above mentioned approval status must be indicated by inserting the letter “G” initem “Q” of the RPL, as follows: EQPT/G.

1.3 FULL FLIGHT PLAN

1.3.1 The Flight Plans (I,V,Z,Y) must be submitted through the following means:

a) in person, to an AIS office, not necessarily the departure aerodrome, or to any office qualified by the DECEA.

remark: In order to avoid AFIL submission, the flight departing from locality without local ATS unit must submit thePLN previously to any AD AIS office.

b) telephone, fax. telex or computer, according to the requirements included in specific publication; or

c) radiotelephony (AFIL), when departing from locality without local ATS unit, when it is not possible to submit PLNby the means mentioned above on a) and b)

1.3.2 The Full Flight Plan must be submitted at least 45 (forty five) minutes before EOBT.

1.3.3 Cancellations, changes and delays concerning the submitted flight plan, must be reportes to any AIS aerodrome unit(not necessarily the departure aerodrome) up to 35 (thirty five) minutes after EOBT.

1.4 REPETITIVE FLIGHT PLAN

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1.4.1 Repetitive flight plans shall be used for scheduled flights (passenger, cargo and postal network), charter and freightflights, conducted at least once a week, amounting to at least 10 (ten) flights when a minimum use of 2 (two) months isexpected.

1.4.1-1 Repetitive flight plans applicable to all flights subject to HOTRAN. Repetitive flight plan form filing is compulsory to allscheduled flights authorized by means of HOTRAN.

1.4.1-2 Pilots who use RPL and are taking off from AD without ATS units must inform the non-repetitive flight data, byradiotelephone, when contacting an ATS unit for the first time. The alerting service will only be issued after the firstcontact with an ATS unit.

1.4.2 The RPL must be submitted to the CPVR (Repetitive Flight Plan Center) by an electronic form, using the INTERNET, byfax or, also, in person, using a written form, in duplicate to the following address:

BRAZIL CENTRAL DE PLANOS DE VÔO REPETITIVOSPRAÇA SENADOR SALGADO FILHO S/Nº - CENTROCEP 20021340 – RIO DE JANEIRO – RJFONE: (21) 2101-6402TELEFAX: (21) 2101-6490EMAIL: [email protected]

1.4.3 Further information on the submission of RPL by electronic form, using the Internet, to the CPVR, must be obtainedfrom the following electronic address: [email protected]

1.4.4 Airlines must submit the corresponding RPL application that will be in effect during each period specified in 1.4.5, atleast 10 (ten) days before the beginning of each period.

1.4.5 The RPL applications, after being processed and accepted by the CPVR, must be added to a list updated 3 (three)times a month, to be sent to the involved unit, according to the following validity periods:

a) From the first to the tenth day of the month;b) From the eleventh to the twentieth day of the month;c) From the twenty-first to the last day of each month.

1.5 ABBREVIATED FLIGHT PLAN

1.5.1 The Abbreviated Flight Plan is applied to a VFR flight completely carried out within ATZ, CTR, and TMA or, when suchairspaces are non-existent, within a 50 km radius (27 NM), from the departure aerodrome.

1.5.2 The IEPV 100-7 form shall be used and submitted as follows:

a) In person, to the AIS Office of the departure aerodrome or, when there is none, it must be submitted to the localATS Unit; andb) By telephone or fax to the accredited AIS Office, according to the procedures established in the specificAeronautical Information Circular.

NOTE: Exceptionally, in case the IEPV 100-7 form is not available, the IEPV 100-20 form may be used in order tosubmit the Abbreviated Flight Plan.

1.5.3 It is not required to submit the Abbreviated Flight Plan (AFP) previously when it is submitted by radiotelephony, directlyto the ATS unit; however, in case the AFP is submitted to the AIS Office, it must be done at least 10 (ten) minutesbefore the EOBT.

1.5.4 The Abbreviated Flight Plan shall only be presented on the same date the flight was performed; it is not allowed topresent it with DOF for a date after the EOBT date.

1.5.5 Cancellations, modifications and delays, regarding the Abbreviated Flight Plan (AFP) submitted shall be notified atmost 35 minutes beyond the EOBT, to the AIS office in the departure location or directly to an ATS unit.

1.5.6 Messages of Cancellation (CNL), Change (CHG) or Delay (DLA) of an Abbreviated Flight Plan shall be notified bycompleting a Flight Plan Update Form (IEPV 100-30), as prescribed by the Attachment C. Such messages must becompleted in compliance with the prescribed by the specific publication, available at the AIS unit.

1.5.7 The criteria to submit messages (CNL, CHG or DLA) by telephone, fax or computer network shall be in accordancewith the procedures established in a specific publication regarding the submission of a Complete Flight Plan and anAbbreviated Flight Plan.

NOTE: Exceptions may be applied to certain aerodromes, at DECEA's discretion, in order to manage air traffic flow.

1.6 USE OF RPL BETWEEN BRAZIL AND PARAGUAY

1.6.1 It shall be applied in accordance with the procedures prescribed in the following ICAO Documents: Annex 2, “Rules ofthe Air”, and Doc.4444 PANS/ATM 501, “Air Traffic Management”.

1.6.2 Operators shall submit the RPL lists and/or their corresponding amendments, according to the means and directionsprescribed by each State, at least 15 (fifteen) days in advance of the effective date in order to allow the responsiblesector to distribute them to the respective Air Traffic Service units.

1.6.3 Permanent cancellations shall be informed, as described in the previous item, with a minimum notice of 15 (fifteen)days.

1.6.4 The units designated to receive of the RPL lists must inform the operator, through the adequate means of the receiptand acceptance of their RPL lists or their amendments within 10 (ten) days after the date when the operator hassubmitted them.

1.6.5 The operator must be sure that all the involved units, as designated by the States, accepted his RPL list before itseffective date.

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1.6.6 The operator shall continue to submit, as usual, the Flight Plans, even after the proposed effective date, until receivingthe confirmation that the RPL list was accepted by the units designated by the States

1.6.7 The addresses for the submission of the RPL lists and / or their corresponding amendments by the operator areindicated below:


PARAGUAYAFTN: SGASZQZX (ACC - ASUNCION)OBSTELEFAX: 595 21-205365 (CENTRO RPL)TELÉFONO: 595-21-646082 (ACC-ASUNCION)E-MAIL: [email protected]

1.6.8 RPL Centers or ATS units, as designated by the involved States, shall inform the operators of the acceptance or refusalof the RPL submitted.

1.6.9 A Delay Message (DLA) shall be transmitted when a delay of more than 30 (thirty) minutes regardingthe estimateddeparture time is predicted.

1.7 USE OF RPL AMONG BRAZIL, ARGENTINA AND URUGUAY

1.7.1 It shall be applied according to the procedures contained in the following ICAO documents: Annex 2, “Air Rules” andDoc.4444 PANS/ATM 501, “Air Traffic Management”.

1.7.2 Operators shall submit through the means indicated by each state, the RPL lists and/or their correspondingamendments, at least 15 (fifteen) days in advance of the effective date to the addressees indicated below:


ARGENTINADIRECCIÓN DE TRÂNSITO AÉREOAV.PEDRO ZANNI 250, 1104 BUENOS AIRES,CAPITAL FEDERALARGENTINAAFTN SAEZZRZX (TO EZEIZA ACC)SAREZRZX (TO RESISTÊNCIA ACC)TELEFAX (541) 480-0558

URUGUAYCENTRO DE RPL DE MONTEVIDEOCARMINO CARRASCO, 5519CANELONESURUGUAYAFTN SUMUZBZXTELEFAX (5982) 614514

1.7.3 Permanent cancellations shall be informed as previously described, but with a minimum notice of at least 7 (seven)days of priority.

1.7.4 The units designated for to receive the RPL lists must inform the operator, through the most adequate means, of thereceipt and acceptance of their RPL lists or their amendments. Such acceptance will be effective only for the ATS unitsof the designated States.

1.7.5 The operators must be sure that all the involved units, as designated by the States, accepted his RPL list before itseffective date.

1.7.6 The operator shall continue to submit, as usual, the Flight Plans, as usual, even after the proposed effective date, untilreceiving the confirmation of the RPL list receipt by the units designated by the States.

1.8 USE OF RPL BETWEEN BRAZIL AND BOLIVIA

1.8.1 It shall be applied in accordance with the procedures prescribed in the following ICAO Documents: Annex 2, “Rules ofthe Air” and Doc.4444 PANS/ATM 501, “Air Traffic Management”.

1.8.2 The RPL forms, and/or their corresponding amendments, shall be submitted at least (15) fifteen days before theireffective date to the following addresses:

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CENTRO DE RPL DE BOLIVIAAFTM: SLLPZRZXTELEFAX:591-22354514 RAMAL 120 (TEL.) / RAMAL 140 (FAX)TEL ACC SUPERVISOR:591-2-2810203E-MAIL: [email protected] [email protected]

1.8.3 Brazilian RPL Center and Bolivian RPL Center, as designated by the involved States, shall inform the operators of thereceipt and acceptance of the RPL Lists or their amendments. Such acceptance will be effective only for the ATS unitsof the designated States

1.8.4 The operator must be sure that all the involved units, as designated by the States, accepted his RPL list before itseffective date.

1.8.5 The operator shall continue to submit the Flight Plans, as usual, until receiving the confirmation of the RPL list receipt,even if the acceptance occurs after the effective date of such list.

1.8.6 A Delay Message (DLA) shall be transmitted when a delay of more than 30 (thirty) minutes regarding the estimateddeparture time is predicted. Such message shall be transmitted by AFTN and, exceptionally, by the ATS voicecoordination circuit.

1.9 USE OF RPL BETWEEN BRAZIL AND COLOMBIA

1.9.1 It shall be applied in accordance with the procedures prescribed in the following ICAO documents: Annex 2, “Rules ofthe Air”, and Doc.4444 PANS/ATM 501, “Air Traffic Management”.

1.9.2 Operators shall submit the RPL lists and/or their corresponding amendments at least 20 (twenty) days before theeffective date to the following addressees:


COLOMBIACENTRO DE RPL DA COLOMBIAAFTN SKBOZQZXTELEFAX: 57-1-413-5376

1.9.3 The units designated to receive the RPL Lists shall inform the operator, through the most adequate means, of thereceipt and acceptance of the RPL lists or their amendments. Such acceptance will be effective only for the ATS units ofthe designated States.

1.9.4 The operator must be sure that all the involved units as designated by the States accepted his RPL lists, before the RPLeffective date.

1.9.5 The operator shall be submit the Flight Plans,as usual, until receiving the confirmation of the RPL list receipt from Statedesignated Units.

1.9.6 The units designated by the States for the acceptance of the RPL lists shall receive from the air traffic operators the“nonacceptance” of any RPL by another State involved.

1.9.7 The RPL Centers or ATS units, as designated by the States involved, are responsible for informing the operators of theacceptance or refusal of the RPL submitted.

1.9.8 A Delay Message (DLA) shall be transmitted when a delay of more than 30 (thirty) minutes regarding the estimateddeparture time is predicted. Such message shall be transmitted by AFTN and, exceptionally, by ATS voice coordinationcircuit.

1.10 USE OF RPL BETWEEN BRAZIL AND PERU

1.10.1 It shall be applied in accordance with the procedures prescribed in the following ICAO Documents: Annex 2, “Rules ofthe Air”, and Doc. 4444 PANS/ATM 501, “Air Traffic Management”.

1.10.2 Operators shall submit the RPL lists and/or their corresponding amendments, through the means indicated by theaeronautical authority, at least 20 (twenty) days before the effective date to the following addressees:

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PERUCENTRO DE RPL DE PERUAFTN SPIMYOYXTELEFAX PERU – 511-575-6502

1.10.3 The units designated for the RPL lists distribution shall inform the operator, through the most adequate means, of thereceipt and acceptance of their RPL lists, or their amendments. Such acceptance will be effective only for the ATS unitsof the designated State.

1.10.4 The operator must be sure that all the invol

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