ANAC RBAC 100 Remote Pilot cheat sheet

RBAC 100 is the Brazilian regulation for civil remotely piloted aircraft (RPA); it applies to RPA operated in Brazilian airspace and divides operations into classes by maximum takeoff mass: up to 250 g, above 250 g up to 25 kg, and above 25 kg.

RBAC 100 requires registration of RPA above 250 g maximum takeoff mass with ANAC through SISANT; the registration number must be displayed on the aircraft, and proof of registration must be carried or available during operation.

Operations with RPA above 25 kg, beyond visual line of sight (BVLOS), above 400 ft AGL, or carrying dangerous goods require an RPA operator certificate and specific ANAC authorization; RPA up to 25 kg in VLOS below 400 ft AGL may be operated without an operator certificate but still need registration and, where applicable, pilot licensing.

Remote pilots of RPA above 25 kg, or operating BVLOS, or above 400 ft AGL, must hold a remote pilot license issued by ANAC; the license requires a medical certificate appropriate to the operation and a competency assessment recognized by ANAC.

ICAO Annex 2 establishes the rules of the air, including right-of-way: an aircraft in distress has priority, and RPA must give way to manned aircraft at all times; Annex 7 covers nationality and registration marks, and Annex 8 covers airworthiness of aircraft.

ICAO Annex 1 (Personnel Licensing) and Annex 6 (Operation of Aircraft) inform the licensing and operational standards that national UAS regulations, including RBAC 100, reference; Annex 10 covers aeronautical telecommunications and radio navigation aids.

ANAC norms for UAS include RBAC 100 and associated IS (Instrução Suplementar) documents that detail operational requirements; the ANAC website and SISANT are the official channels for registration and authorization requests.

Noncompliance with RBAC 100 can result in administrative sanctions under the Brazilian Civil Aviation Code (Law 7.565/1986), including warnings, fines, and suspension of authorizations, in addition to possible criminal liability.

Record-keeping: operators must retain maintenance records, pilot training records, and authorization documents, and must report accidents and incidents to ANAC and to the accident investigation authority (CENIPA) as required by regulation.

Brazilian airspace is classified into controlled (Classes A, B, C, D) and uncontrolled (Classes E, F, G) airspace; Class A is above FL245 and is IFR only, Class B and C require ATC clearance, and Class G is uncontrolled, where see-and-avoid and right-of-way rules apply.

RPA operations in controlled airspace require prior authorization from the responsible ATS unit (DECEA/APP/TWR) and, where applicable, an ANAC operational authorization; the request must include area, altitude, time, and type of operation.

The standard altitude limit for RPA operations under RBAC 100 is 400 ft (120 m) AGL; operations above this limit require specific ANAC authorization and coordination with the ATS unit.

Distance from aerodromes: operations within the aerodrome traffic zone (ATZ) or control zone (CTR) require coordination with the aerodrome operator and ATC; the typical protected radius around an aerodrome is 9 km (5 NM) for aerodromes with instrument approaches, unless otherwise published.

Visual line of sight (VLOS) is the default condition: the remote pilot must maintain direct unaided visual contact with the RPA; BVLOS operations require specific authorization and, where applicable, detect-and-avoid capability.

NOTAMs and AIP supplements must be checked before flight; temporary restricted areas (e.g., for firefighting, VIP movement, or space launches) can be activated with short notice and must be respected.

SARPs in ICAO Annex 11 (Air Traffic Services) and Annex 2 (Rules of the Air) establish the framework for clearances, position reporting, and separation; RPA must comply with ATC instructions and read back clearances.

Emergency authority: a pilot may deviate from rules to the extent necessary to avoid immediate danger, but must notify ATC as soon as practicable and file a report if required.

Wind limits: small multirotor RPA typically have a maximum safe wind limit of about 8–10 m/s (15–20 kt); operations should be suspended when gusts exceed the manufacturer's demonstrated wind limit or when the pilot cannot maintain control.

Density altitude increases with high elevation, high temperature, and high humidity, reducing propeller thrust and lift; performance planning must use pressure altitude and temperature to compute density altitude.

Thunderstorms produce severe turbulence, microbursts, hail, and lightning; a 20 km (10 NM) avoidance margin from a cumulonimbus is a common operational rule, and operations should be suspended when lightning is within 10 km.

Icing: even light icing degrades propeller efficiency and can freeze control surfaces; RPA without certified anti-ice systems should not be operated in visible moisture at temperatures near or below 0 °C.

Fog and low visibility reduce VLOS capability; the remote pilot must maintain visual contact, and operations in visibility below the minimum required for VLOS (typically 5 km for manned VFR, but often stricter for RPA) are not permitted.

Temperature extremes affect battery performance: lithium-polymer capacity drops significantly below 0 °C and above 40 °C, and battery temperature should be checked before flight to avoid voltage sag and sudden power loss.

Local wind effects: buildings and terrain create turbulence and rotor, and wind gradient near the surface can cause sudden changes in wind speed and direction; operations near obstacles should account for these effects.

METAR and TAF are the primary coded weather reports and forecasts: METAR gives observed conditions, TAF gives forecast conditions; both use wind direction/speed/gusts, visibility, clouds, and temperature/dewpoint.

Maximum takeoff mass (MTOM) is the maximum mass at which the RPA is approved for takeoff; it includes the airframe, batteries, payload, and any installed equipment, and must never be exceeded.

Center of gravity (CG) must remain within the manufacturer's limits for all loading configurations; an out-of-limit CG can cause loss of control, especially in multirotor and fixed-wing RPA.

Payload and battery placement affects CG: moving a heavy payload forward or aft shifts CG, and the pilot must verify the CG envelope after any configuration change.

Endurance and range are functions of battery capacity, payload mass, and wind; a common planning rule is to reserve at least 20% of battery capacity for contingencies and landing.

Density altitude and temperature directly affect available thrust and climb performance; performance charts must be used to determine maximum payload for the actual conditions.

Structural limits: the load factor limit for small RPA is typically 2–3 g; abrupt maneuvers and gusts can exceed this and cause structural failure.

Mass-and-balance records should be kept for each flight configuration, and any modification to the airframe or equipment requires recalculation of the empty mass and CG.

For fixed-wing RPA, stall speed increases with mass and with load factor; operations near stall speed, especially in turns or with high payload, are hazardous.

Pre-flight planning includes route selection, altitude, airspace coordination, weather, NOTAMs, and contingency planning; the plan must be documented and briefed to the crew.

GNSS is the primary navigation source for RPA; the pilot must verify satellite availability and signal quality (HDOP/VDOP) before flight and must have a contingency for GNSS loss.

Waypoint navigation uses latitude/longitude and altitude; altitude must be referenced to a known datum (AGL or MSL), and the pilot must ensure the RPA remains within the authorized area.

Geofencing and return-to-home (RTH) functions are safety barriers; the RTH altitude must be set above the tallest obstacle in the operating area, and the geofence must match the authorized operating area.

Magnetic compass calibration and heading reference are essential: compass errors can cause loss of control in GPS-guided modes, and calibration should be performed away from metal structures and magnetic interference.

Fuel/battery planning must include reserves for wind, temperature, and contingencies; a common rule is to plan for at least 20% reserve and to monitor consumption in flight.

Map reading and coordinate formats: latitude/longitude can be expressed in decimal degrees or degrees-minutes-seconds, and the pilot must know the format used by the navigation system and the ATS unit.

Contingency planning includes lost link, lost GPS, low battery, and forced landing procedures, with pre-identified safe landing areas along the route.

Risk assessment uses a matrix of likelihood and severity; the operation is acceptable only if the residual risk is tolerable after mitigations, and the assessment must be documented and reviewed before each flight.

The pre-flight checklist covers airframe, propulsion, control links, battery, payload, software, airspace, weather, and crew fitness; a documented checklist reduces omission errors.

Emergency procedures include lost link, lost GPS, low battery, motor failure, fly-away, and fire; the pilot must know the automated responses (e.g., RTH, hover, land) and the manual override actions.

Lost link: the RPA should be programmed to execute a predefined action (typically RTH or hover/land), and the pilot must monitor the RPA and coordinate with ATC if in controlled airspace.

Fly-away: the pilot should not attempt to chase the RPA; instead, notify ATC, record the last known position, and follow the operator's emergency plan, including reporting to ANAC and CENIPA if required.

Crew resource management (CRM) applies to UAS crews: clear roles for the remote pilot, observer, and payload operator, closed-loop communication, and assertiveness when safety is compromised.

Accident and incident reporting: accidents involving injury or damage must be reported to CENIPA and ANAC; the operator must preserve evidence and cooperate with the investigation.

Post-flight procedures include data review, battery care, maintenance discrepancy reporting, and debriefing; findings feed back into the risk assessment for future flights.

Situational awareness is the perception and understanding of the operational environment; loss of situational awareness is a leading factor in UAS accidents, especially in BVLOS and high-workload phases.

Fatigue degrades reaction time and decision-making; duty time limits and rest requirements should be applied, and the pilot should not fly when fatigued or ill.

Visual illusions and spatial disorientation can occur when the pilot has no direct view of the RPA; reliance on the data link and instruments requires cross-checking and disciplined scan patterns.

Communication and assertiveness: crew members must speak up when they perceive a hazard, and the pilot must acknowledge and act on input; hierarchy should not suppress safety concerns.

Workload management: task saturation can occur during launch, recovery, and emergencies; automation and checklists should be used to reduce workload, and the pilot should avoid unnecessary tasks in critical phases.

Decision-making models such as DECIDE (Detect, Estimate, Choose, Identify, Do, Evaluate) provide a structured approach to in-flight decisions.

Human error is inevitable; a just culture encourages reporting of errors and near misses without fear of punishment, improving safety data and prevention.

Standard phraseology from ICAO Annex 10 and the ANAC/DECEA norms must be used in radio communications; the pilot must read back clearances and instructions that affect safety.

Radio call sign and position reporting: the pilot should state the call sign, position, altitude, and intentions, and use standard terms such as "roger," "wilco," "standby," and "say again."

Lost communication procedures: if radio contact is lost, the pilot should squawk the appropriate code (e.g., 7600), follow the last clearance, and attempt to re-establish contact.

Data link (C2 link) is the command and control connection between the control station and the RPA; it must be monitored for signal strength and latency, and the pilot must have a procedure for link degradation.

Frequency management: in controlled airspace, the pilot must be on the assigned frequency and monitor it continuously; in uncontrolled airspace, the common traffic advisory frequency (CTAF) is used where published.

Emergency communications: the pilot should use the distress call "MAYDAY" for grave and imminent danger and "PAN-PAN" for urgency, and should provide position, nature of emergency, and intentions.

Transponder and ADS-B: where required, the RPA must be equipped and the pilot must operate the transponder as instructed by ATC, including squawk codes and mode C altitude reporting.

Electromagnetic interference and spectrum: the pilot must be aware of potential interference sources and should avoid operating near high-power transmitters that could degrade the C2 link.

Multirotor propulsion uses electric motors and propellers; thrust is proportional to propeller speed squared and to air density, so high density altitude reduces available thrust.

Fixed-wing RPA use electric or combustion propulsion; lift is generated by the wing, and stall speed depends on mass, wing area, and air density.

Battery management: lithium-polymer batteries must be stored at storage voltage (about 3.8 V per cell), charged with a balance charger, and never discharged below the manufacturer's minimum cell voltage (typically 3.0–3.3 V).

Control link (C2) operates in licensed or unlicensed bands (e.g., 2.4 GHz, 5.8 GHz, 900 MHz); range depends on antenna type, transmit power, terrain, and interference, and the pilot must maintain link margin.

Redundancy: critical systems such as GNSS, IMU, and C2 link may be duplicated; the pilot must know which systems are redundant and how the RPA responds to a failure.

Flight controller modes: manual, attitude, GPS, and autonomous modes have different levels of automation and different failure responses; the pilot must be proficient in switching between modes.

Maintenance and inspection: pre-flight inspection of propellers, motors, frame, wiring, and firmware version is required; firmware updates should be verified before flight and tested in a safe area.

Payload systems (cameras, sensors, dispensers) affect mass, balance, and power consumption; the pilot must verify compatibility and secure attachment before flight.

RBAC 100 is the Brazilian regulation for civil remotely piloted aircraft (RPA); it applies to RPA operated in Brazilian airspace and divides operations into classes by maximum takeoff mass: up to 250 g, above 250 g up to 25 kg, and above 25 kg.

RBAC 100 requires registration of RPA above 250 g maximum takeoff mass with ANAC through SISANT; the registration number must be displayed on the aircraft, and proof of registration must be carried or available during operation.

Operations with RPA above 25 kg, beyond visual line of sight (BVLOS), above 400 ft AGL, or carrying dangerous goods require an RPA operator certificate and specific ANAC authorization.

Remote pilots of RPA above 25 kg, or operating BVLOS, or above 400 ft AGL, must hold a remote pilot license issued by ANAC; the license requires a medical certificate and a competency assessment recognized by ANAC.

ICAO Annex 2 establishes the rules of the air, including right-of-way: an aircraft in distress has priority, and RPA must give way to manned aircraft at all times; Annex 7 covers nationality and registration marks.

ICAO Annex 1 (Personnel Licensing) and Annex 6 (Operation of Aircraft) inform the licensing and operational standards that national UAS regulations reference; Annex 10 covers aeronautical telecommunications.

ANAC norms for UAS include RBAC 100 and associated IS (Instrução Suplementar) documents that detail operational requirements; SISANT is the official channel for registration and authorization requests.

Noncompliance with RBAC 100 can result in administrative sanctions under the Brazilian Civil Aviation Code (Law 7.565/1986), including warnings, fines, and suspension of authorizations.

Brazilian airspace is classified into controlled (Classes A, B, C, D) and uncontrolled (Classes E, F, G) airspace; Class A is above FL245 and is IFR only, and Class G is uncontrolled.

RPA operations in controlled airspace require prior authorization from the responsible ATS unit (DECEA/APP/TWR) and, where applicable, an ANAC operational authorization.

The standard altitude limit for RPA operations under RBAC 100 is 400 ft (120 m) AGL; operations above this limit require specific ANAC authorization and coordination with the ATS unit.

Operations within the aerodrome traffic zone (ATZ) or control zone (CTR) require coordination with the aerodrome operator and ATC; the typical protected radius is 9 km (5 NM) for aerodromes with instrument approaches.

Visual line of sight (VLOS) is the default condition: the remote pilot must maintain direct unaided visual contact with the RPA; BVLOS operations require specific authorization.

NOTAMs and AIP supplements must be checked before flight; temporary restricted areas can be activated with short notice and must be respected.

ICAO Annex 11 (Air Traffic Services) and Annex 2 (Rules of the Air) establish the framework for clearances, position reporting, and separation; RPA must comply with ATC instructions.

Emergency authority: a pilot may deviate from rules to the extent necessary to avoid immediate danger, but must notify ATC as soon as practicable.

Wind limits: small multirotor RPA typically have a maximum safe wind limit of about 8–10 m/s (15–20 kt); operations should be suspended when gusts exceed the manufacturer's demonstrated wind limit.

Density altitude increases with high elevation, high temperature, and high humidity, reducing propeller thrust and lift; performance planning must use pressure altitude and temperature.

Thunderstorms produce severe turbulence, microbursts, hail, and lightning; a 20 km (10 NM) avoidance margin from a cumulonimbus is a common operational rule.

Icing: even light icing degrades propeller efficiency; RPA without certified anti-ice systems should not be operated in visible moisture at temperatures near or below 0 °C.

Fog and low visibility reduce VLOS capability; the remote pilot must maintain visual contact, and operations in visibility below the minimum required for VLOS are not permitted.

Temperature extremes affect battery performance: lithium-polymer capacity drops significantly below 0 °C and above 40 °C, and battery temperature should be checked before flight.

Local wind effects: buildings and terrain create turbulence and rotor, and wind gradient near the surface can cause sudden changes in wind speed and direction.

METAR and TAF are the primary coded weather reports and forecasts: METAR gives observed conditions, and TAF gives forecast conditions.

Maximum takeoff mass (MTOM) is the maximum mass at which the RPA is approved for takeoff; it includes the airframe, batteries, payload, and installed equipment and must never be exceeded.

Center of gravity (CG) must remain within the manufacturer's limits for all loading configurations; an out-of-limit CG can cause loss of control.

Payload and battery placement affects CG: moving a heavy payload forward or aft shifts CG, and the pilot must verify the CG envelope after any configuration change.

Endurance and range are functions of battery capacity, payload mass, and wind; a common planning rule is to reserve at least 20% of battery capacity for contingencies and landing.

Density altitude and temperature directly affect available thrust and climb performance; performance charts must be used to determine maximum payload for the actual conditions.

Structural limits: the load factor limit for small RPA is typically 2–3 g; abrupt maneuvers and gusts can exceed this and cause structural failure.

Mass-and-balance records should be kept for each flight configuration, and any modification to the airframe or equipment requires recalculation of the empty mass and CG.

For fixed-wing RPA, stall speed increases with mass and with load factor; operations near stall speed, especially in turns or with high payload, are hazardous.

Pre-flight planning includes route selection, altitude, airspace coordination, weather, NOTAMs, and contingency planning; the plan must be documented and briefed to the crew.

GNSS is the primary navigation source for RPA; the pilot must verify satellite availability and signal quality (HDOP/VDOP) before flight and must have a contingency for GNSS loss.

Waypoint navigation uses latitude/longitude and altitude; altitude must be referenced to a known datum (AGL or MSL), and the pilot must ensure the RPA remains within the authorized area.

Geofencing and return-to-home (RTH) functions are safety barriers; the RTH altitude must be set above the tallest obstacle in the operating area.

Magnetic compass calibration and heading reference are essential: compass errors can cause loss of control in GPS-guided modes, and calibration should be performed away from metal structures.

Fuel/battery planning must include reserves for wind, temperature, and contingencies; a common rule is to plan for at least 20% reserve and to monitor consumption in flight.

Map reading and coordinate formats: latitude/longitude can be expressed in decimal degrees or degrees-minutes-seconds, and the pilot must know the format used by the navigation system.

Contingency planning includes lost link, lost GPS, low battery, and forced landing procedures, with pre-identified safe landing areas along the route.

Risk assessment uses a matrix of likelihood and severity; the operation is acceptable only if the residual risk is tolerable after mitigations.

The pre-flight checklist covers airframe, propulsion, control links, battery, payload, software, airspace, weather, and crew fitness; a documented checklist reduces omission errors.

Emergency procedures include lost link, lost GPS, low battery, motor failure, fly-away, and fire; the pilot must know the automated responses and the manual override actions.

Lost link: the RPA should be programmed to execute a predefined action (typically RTH or hover/land), and the pilot must monitor the RPA and coordinate with ATC.

Fly-away: the pilot should not attempt to chase the RPA; instead, notify ATC, record the last known position, and follow the operator's emergency plan.

Crew resource management (CRM) applies to UAS crews: clear roles for the remote pilot, observer, and payload operator, closed-loop communication, and assertiveness when safety is compromised.

Accident and incident reporting: accidents involving injury or damage must be reported to CENIPA and ANAC; the operator must preserve evidence and cooperate with the investigation.

Post-flight procedures include data review, battery care, maintenance discrepancy reporting, and debriefing; findings feed back into the risk assessment.

Situational awareness is the perception and understanding of the operational environment; loss of situational awareness is a leading factor in UAS accidents, especially in BVLOS operations.

Fatigue degrades reaction time and decision-making; duty time limits and rest requirements should be applied, and the pilot should not fly when fatigued or ill.

Visual illusions and spatial disorientation can occur when the pilot has no direct view of the RPA; reliance on the data link and instruments requires cross-checking.

Communication and assertiveness: crew members must speak up when they perceive a hazard, and the pilot must acknowledge and act on input.

Workload management: task saturation can occur during launch, recovery, and emergencies; automation and checklists should be used to reduce workload.

Decision-making models such as DECIDE (Detect, Estimate, Choose, Identify, Do, Evaluate) provide a structured approach to in-flight decisions.

Human error is inevitable; a just culture encourages reporting of errors and near misses without fear of punishment, improving safety data and prevention.

Standard phraseology from ICAO Annex 10 and ANAC/DECEA norms must be used in radio communications; the pilot must read back clearances and instructions that affect safety.

Radio call sign and position reporting: the pilot should state the call sign, position, altitude, and intentions, and use standard terms such as "roger," "wilco," "standby," and "say again."

Lost communication procedures: if radio contact is lost, the pilot should squawk the appropriate code (e.g., 7600), follow the last clearance, and attempt to re-establish contact.

Data link (C2 link) is the command and control connection between the control station and the RPA; it must be monitored for signal strength and latency.

Frequency management: in controlled airspace, the pilot must be on the assigned frequency and monitor it continuously; in uncontrolled airspace, the CTAF is used where published.

Emergency communications: the pilot should use the distress call "MAYDAY" for grave and imminent danger and "PAN-PAN" for urgency, and should provide position and intentions.

Transponder and ADS-B: where required, the RPA must be equipped and the pilot must operate the transponder as instructed by ATC, including squawk codes and mode C altitude reporting.

Electromagnetic interference and spectrum: the pilot must be aware of potential interference sources and should avoid operating near high-power transmitters that could degrade the C2 link.

Multirotor propulsion uses electric motors and propellers; thrust is proportional to propeller speed squared and to air density, so high density altitude reduces available thrust.

Fixed-wing RPA use electric or combustion propulsion; lift is generated by the wing, and stall speed depends on mass, wing area, and air density.

Battery management: lithium-polymer batteries must be stored at storage voltage (about 3.8 V per cell), charged with a balance charger, and never discharged below the manufacturer's minimum cell voltage.

Control link (C2) operates in licensed or unlicensed bands (e.g., 2.4 GHz, 5.8 GHz, 900 MHz); range depends on antenna type, transmit power, terrain, and interference.

Redundancy: critical systems such as GNSS, IMU, and C2 link may be duplicated; the pilot must know which systems are redundant and how the RPA responds to a failure.

Flight controller modes: manual, attitude, GPS, and autonomous modes have different levels of automation and different failure responses; the pilot must be proficient in switching between modes.

Maintenance and inspection: pre-flight inspection of propellers, motors, frame, wiring, and firmware version is required; firmware updates should be verified before flight.

Payload systems (cameras, sensors, dispensers) affect mass, balance, and power consumption; the pilot must verify compatibility and secure attachment before flight.