NAV Brasil ATCO (PTNA) cheat sheet

ICAO Annex 1 (Personnel Licensing), Annex 2 (Rules of the Air), Annex 11 (Air Traffic Services) and Annex 14 (Aerodromes) form the legal core of ATS work; Annex 10 covers communications/navigation and Annex 12 search and rescue.

Brazilian public air law is Law 7.565/1986 (Código Brasileiro de Aeronáutica); RBAC regulations issued by ANAC implement ICAO standards, while DECEA issues AIC, AIP-Brasil and ICAO-based ATS rules (ICA 100-12, ICA 100-37).

A clearance is an authorization for an aircraft to proceed under conditions specified by an air traffic control unit; it does not relieve the pilot in command of responsibility for the safe conduct of the flight (Annex 2).

An ATC clearance may be amended or cancelled at any time; a pilot who cannot accept a clearance must advise ATC promptly and state the reason, and ATC must then issue an amended clearance.

Right-of-way rules: converging aircraft of the same category give way to the one on the right; aircraft of different categories follow the order balloons, gliders, airships, powered aircraft, and landing aircraft have priority over those in flight.

Minimum fuel and emergency declarations: 'MINIMUM FUEL' means the aircraft can only proceed to the cleared destination; 'MAYDAY FUEL' means landing is required at the nearest suitable aerodrome.

State aircraft, military traffic and SAR flights may be exempted from certain rules; ATC must still be informed and separation must be maintained unless otherwise coordinated.

Violations of ATS rules are investigated under the Brazilian aviation accident/incident prevention system (CENIPA/SIPAER) and may lead to administrative sanctions by ANAC or DECEA.

ATS comprises three services: air traffic control (area, approach, aerodrome control), flight information service (FIS) and alerting service; ATC is provided only to IFR and to controlled VFR traffic in controlled airspace.

The three objectives of ATC are: prevent collisions between aircraft, prevent collisions between aircraft and obstructions on the manoeuvring area, and expedite and maintain an orderly flow of traffic.

Flight information service provides SIGMET, AIRMET, NOTAM, weather, aerodrome and hazard information; it does not include separation or clearances.

Alerting service notifies SAR authorities when an aircraft is in distress, overdue, or has failed to report; the ATS unit initiates it on the basis of uncertainty, alert or distress phases.

ATS unit responsibilities are defined by the airspace structure: aerodrome control (TWR), approach control (APP) and area control (ACC) each have a defined area of responsibility and coordination points.

A flight plan must be submitted at least 30 minutes before departure for IFR controlled flights (or as prescribed by the State), and changes to the flight plan must be reported to ATS.

Position reporting for procedural control requires the aircraft to report over designated points with time, level and next position estimate; ATC may omit reporting if radar or ADS-B coverage permits.

The ATS surveillance service includes identification, position monitoring, safety alerts (STCA) and, where provided, minimum safe altitude warning (MSAW) and short-term conflict alerts.

IFR flights must comply with the applicable minima for take-off, en-route and approach; VFR flights require flight visibility and distance from cloud (typically 5 km and 1500 m horizontally/300 m vertically in controlled airspace).

VFR flights are not permitted above FL 195 in Brazil unless an authorization exists; VFR at night requires an instrument rating or specific authorization.

A flight plan contains aircraft identification, type, wake turbulence category, equipment, departure/destination, route, level, speed and endurance; it is used for ATS coordination and SAR.

A flight plan is closed when the aircraft lands and reports arrival; failure to close triggers alerting service and SAR action.

IFR/VFR changes in flight require a clearance when in controlled airspace; the pilot must report the change and obtain an amended clearance before proceeding.

Position reports must include aircraft identification, position, time, flight level, next position and ETA; ATC may request additional information such as wind or temperature.

Aircraft must maintain the last assigned level and speed until a new clearance is received; read-back is mandatory for clearances involving levels, headings, speeds and frequencies.

Special VFR may be authorized in control zones when traffic permits and the pilot can remain clear of cloud and in sight of ground; ATC must ensure separation from IFR traffic.

Vertical separation minimum is 1000 ft below FL 290 and 2000 ft at or above FL 290 (RVSM airspace reduces this to 1000 ft between RVSM-approved aircraft).

Radar separation minimum is typically 5 NM within radar coverage and 3 NM in terminal areas where approved; procedural separation relies on time, distance or level.

Longitudinal separation for procedural control is 10 minutes (or 15 minutes where navigation aids are limited) between aircraft on the same track and level; reduced minima require approved navigation performance.

Lateral separation is achieved by using different airways, geographical separation, or navigation aids with defined protected airspace; it must be positively established before being applied.

Wake turbulence separation minima: heavy behind heavy 4 NM, medium behind heavy 5 NM, light behind heavy 6 NM; light behind medium 5 NM (radar minima).

The controller must ensure separation is maintained at all times and must not issue a clearance that reduces separation below the applicable minimum unless an emergency exists.

Composite separation combines vertical, lateral and longitudinal elements; each element must be independently assured and monitored.

Transfer of control requires coordination between ATS units, including identification, level, route and any special conditions; the receiving unit must acknowledge before the aircraft crosses the boundary.

Aerodrome control provides aerodrome control service, ground movement control and, where established, clearance delivery; it issues information on runway-in-use, surface wind, QNH and aerodrome conditions.

Runway-in-use is selected based on wind, traffic and aerodrome conditions; ATC must inform pilots of changes and obtain acknowledgement.

The manoeuvring area comprises runways and taxiways; the apron is not part of the manoeuvring area and is normally managed by the aerodrome operator.

Aerodrome operating minima (take-off, landing, approach) depend on runway facilities, lighting, RVR and aircraft equipment; ATC must not clear an aircraft below the applicable minima.

Runway incursion prevention relies on clearances, read-back, phraseology and surface surveillance; ATC must issue explicit taxi clearances and hold-short instructions.

Aerodrome emergency plan (AEP) coordinates ATS, fire, medical and security services; ATC activates it on notification of an emergency and provides assistance as required.

Aerodrome data such as runway dimensions, declared distances, PCN and lighting are published in the AIP and must be used for operational decisions.

Bird and wildlife hazard information is provided by ATS as part of aerodrome information; significant hazards may require runway closure or NOTAM.

Controlled airspace includes control areas (CTA), control zones (CTR), terminal control areas (TMA) and airways; uncontrolled airspace is class F/G where FIS is provided but separation is not.

Airspace classes A to G define services and separation; class A is IFR only, class C allows IFR and VFR with separation, class D provides traffic information for VFR, class E provides IFR separation and FIS for VFR.

ATS units include ACC (area control centre), APP (approach control), TWR (aerodrome control), FIC (flight information centre) and SAR coordination centres.

Coordination and handover between units must include identification, level, route, estimate and any special instructions; the receiving unit assumes responsibility at the agreed transfer point.

Sectorization divides airspace into sectors to balance workload; sector capacity is influenced by traffic complexity, conflict points and controller resources.

Airspace reservations and danger areas (e.g., military, parachuting, firing) are published in the AIP; ATS must inform traffic and coordinate activation.

Reduced vertical separation minimum (RVSM) airspace requires approved aircraft and equipment; ATC must verify RVSM status before applying 1000 ft separation above FL 290.

ATS unit contingency plans cover communications failure, radar failure and evacuation; controllers must apply documented procedures and inform adjacent units.

METAR reports current aerodrome weather (wind, visibility, RVR, weather, cloud, temperature, QNH); SPECI is issued when significant changes occur.

TAF is a forecast for aerodrome conditions; trend forecasts may be appended to METAR/SPECI.

SIGMET warns of significant en-route weather (thunderstorms, turbulence, icing, volcanic ash, tropical cyclones); AIRMET covers lower-level hazards.

Wind shear and microburst alerts must be passed to pilots; ATC should advise of go-around or delay when wind shear is reported.

Low visibility procedures (LVP) are activated when RVR or visibility falls below defined values; they involve reduced runway occupancy and increased separation.

QNH is the altimeter setting to indicate elevation above mean sea level; QFE indicates height above aerodrome; QNE is standard pressure 1013.2 hPa used above transition altitude.

Thunderstorm avoidance: ATC should provide information on cells and allow deviation; separation may be increased and pilots should be advised of convective activity.

Icing, turbulence and volcanic ash information must be disseminated promptly; volcanic ash requires avoidance of the affected airspace and NOTAM/SIGMET coordination.

AIP-Brasil contains permanent aeronautical information (aerodromes, airspace, navigation aids, procedures); AIC contains temporary information and NOTAM contains time-critical information.

NOTAM classes include NEW, REPLACE, CANCELLED and ESTIMATED; each NOTAM must include location, subject, condition and validity.

Navigation aids include VOR, DME, NDB, ILS, GNSS and radar; ATS must know their status and limitations, which are published in the AIP and NOTAM.

Charts include aerodrome charts (ADC), instrument approach charts (IAC), en-route charts (ENR) and area charts; they show frequencies, minima and procedures.

RNAV/RNP procedures require specific navigation performance; ATC must verify aircraft approval before clearing for RNP AR approaches.

Waypoints and airways are designated by five-letter names or identifiers; position reporting uses these identifiers and coordinates.

Aeronautical information must be current; ATC should check NOTAMs affecting their area and inform pilots of relevant changes.

GNSS interference and jamming must be reported and may require alternative navigation; ATS should advise pilots of known interference areas.

Standard phraseology reduces ambiguity; clearances must be read back, including levels, headings, speeds, frequencies and runway instructions.

The phonetic alphabet (Alfa, Bravo, Charlie...) and standard numerals (tree, fife, niner) are used for clarity; frequencies are read digit by digit.

Communication failure procedures: IFR aircraft should follow the last assigned route and level, squawk 7600, and land at the destination or alternate as applicable.

Emergency frequencies: 121.5 MHz (civil) and 243.0 MHz (military); distress call is MAYDAY, urgency call is PAN-PAN.

Radio check uses 'RADIO CHECK' with readability scale 1-5; 'HOW DO YOU READ' is used to verify communications quality.

Transponder codes: 7700 emergency, 7600 communication failure, 7500 unlawful interference; ATC must be informed of any code change.

Read-back requirements apply to clearances and instructions; ATC must verify the read-back and correct any error.

Frequency transfer should be coordinated; the pilot should remain on the current frequency until instructed to change, and ATC should confirm contact on the new frequency.

Human factors include workload, fatigue, situational awareness, communication and decision-making; controllers must manage workload and use resources effectively.

Team resource management (TRM) emphasizes communication, briefing, cross-checking and assertiveness; it reduces errors in high-workload situations.

Safety management systems (SMS) include hazard identification, risk assessment, safety assurance and safety promotion; occurrence reporting is non-punitive where possible.

Just culture distinguishes between errors and reckless behaviour; reporting is encouraged to improve safety.

Fatigue management includes duty time limits, rest periods and alertness strategies; controllers must report fatigue and avoid impaired performance.

Situational awareness is maintained through monitoring, scanning, and use of flight progress strips, radar and communication; loss of awareness can lead to conflicts.

Error management strategies include cross-checking, read-back, standard phraseology and sterile cockpit during critical phases.

Safety occurrence reporting (e.g., CENIPA/SIPAER) must be timely and factual; ATS units must cooperate with investigations.

Emergency phases: uncertainty (no position report within prescribed time), alert (failure to report after uncertainty), distress (known emergency).

SAR is coordinated by the SAR coordinator (RCC) with ATS providing alerting service; ATS must pass all available information to SAR.

Interception procedures: intercepted aircraft should follow ICAO Annex 2 signals; ATC must inform the intercepted aircraft and coordinate with the intercepting authority.

Communication failure: IFR aircraft squawk 7600, follow last clearance, and land at destination or alternate; ATC must provide separation and alert SAR if needed.

Unlawful interference (hijack) uses code 7500; ATC must notify authorities, avoid transmitting sensitive information, and follow contingency procedures.

Bomb threat, dangerous goods and medical emergencies require coordination with aerodrome services and priority handling; ATC should clear the aircraft for priority landing.

Contingency procedures for radar failure include reverting to procedural separation, reducing traffic and informing adjacent units.

Emergency descent: ATC must provide separation and broadcast warnings; pilots may descend below minimum safe altitude if necessary, and ATC must assist.

Wake turbulence categories: Light (L) up to 7000 kg, Medium (M) 7000-136000 kg, Heavy (H) above 136000 kg, and Super (J) for A380-type aircraft.

Wake turbulence is generated by wingtip vortices; it is strongest when the aircraft is heavy, clean and slow, and during take-off and landing.

Separation minima increase behind heavier aircraft; controllers must apply the wake turbulence separation matrix based on category and phase of flight.

Aircraft performance affects climb rate, speed and approach category; ATC must consider performance when sequencing traffic.

Approach category (A-E) depends on reference speed (Vref); it affects minima and spacing on final approach.

Wake turbulence avoidance: ATC should advise pilots of wake turbulence and allow spacing; pilots should avoid the flight path of preceding aircraft.

Helicopters and light aircraft may be affected by wake turbulence from larger aircraft; ATC should provide cautionary information.

Super and heavy aircraft require increased separation; ATC must ensure the runway is clear before landing clearance when wake turbulence is a factor.