DECEA published two new ICAs that came into force on November 28, 2024. These are ICA 100-37, regarding air traffic services, and ICA 100-12, regarding the rules of the air.
In the new versions, DECEA implemented updates that bring Brazilian standards in line with international standards established by ICAO.
The new ICA 100-37 included revisions to air traffic control services, alerts, flight information and coordination between different units, which modernizes operational processes. Greater emphasis was also placed on the use of digital systems, such as ADS-B, ADS-C, DLC and new TCAS technologies. This new version provides greater detail on the requirements and responsibilities of service providers and s, optimizing interaction between controllers and aircraft.
What was not present in the previous version of ICA 100-37 and now exists is the extension to the control tower (TWR) of the approach control service and the possibility of authorizing special VFR flights; dissemination of information on the existence of water on the runway (and its related ); runway condition report (RCR); and, updating of the used to measure the braking action of a runway.
In the new version of ICA 100-12, there were not many changes, except for editorial improvements, alignment of the definition of special VFR flight, regulatory adaptation regarding ANAC authorizations for some types of operations and instructions regarding communication failure in the Atlantic.
Ultimately, the new versions replace the previous version, that of 2020.
If you don't , below is a summary of some important points of the ICA, for pilots' daily routine on their flights.
COMPARISONS
According to the new version of ICA 100-37 that is highlighted in MCA 100-16, the crew must compare (repeat) for air traffic control the safety-related content of the authorizations and instructions transmitted, such as:
- Route authorizations;
- Authorizations and instructions to enter, land, take off, maintain a certain distance, cross, taxi, perform return maneuvers on any runway; and,
- Runway in use, altimeter setting, SSR code, level, heading, speed and transition level.
If an aircraft's level is reported relative to the standard pressure 1013,2 hPa, the words “Flight Level” precede the level numbers. If the aircraft's level is reported relative to QNH/QFE, the numbers are followed by the word “feet.”
In other instructions issued by ATS units, the pilot should only respond with “aware”. However, the most common error is for the pilot to compare information that does not need to be compared, such as “… PT-ABC report 15 NM from the aerodrome.” In this case, the pilot responds only “ABC, aware” and waits for the situation desired by the unit to occur, before continuing with the report.
When using phraseology, the call sign of the aircraft or ATS unit should not be pronounced at the end of the message transmission.
EMERGENCY DESCENT
When it is known or perceived that an aircraft is making an emergency descent, the responsible ATS unit shall immediately take all appropriate action to safeguard all aircraft involved.
The pilot of an aircraft in emergency descent must, as soon as practicable, take the following measures appropriate to the circumstances, in accordance with Article 122 of ICA 100-37:
- Navigate as appropriate;
- Inform the appropriate ATS unit of the emergency descent and, if possible, your intentions;
- Enter the code 7700 into the transponder;
- Turn on the aircraft's exterior lights;
- Be aware of possible conflicting traffic;
- Once the emergency descent is complete, coordinate intentions with the ATS.
IFR DESCENT AT AERODROMES WITH AFIS
Aircraft flying under instrument flight rules in controlled airspace shall:
- Obtain authorization from the ATC unit to descend to the minimum level of controlled airspace (as in the case of SBBU, located within the Bauru TMA);
- Adopt one of the procedures described below to define the minimum level or altitude for descent to the navigation aid or fixed beacon of the MAS or TAA procedure:
- Maintain the minimum authorized level;
- Descend to the lower limit of the MSA or TAA, as provided in the IAC, after crossing the lateral limit of said MSA or TAA; or,
- Descend at your own risk to the lower limit of the MSA or TAA, if you encounter VMC.
- Continue descent into orbit and initiate the IFR approach procedure to the selected runway; and,
- Transmit on the local AFIS unit frequency, during the descent, the levels or altitude and the successive phases of the procedure that have been reached.
For this same flight phase, but considering uncontrolled airspace, the same actions are considered, with the exception (of course) of authorization from the ATS unit, as there will be none.
HOW MANY MILES DOES COORDINATION WITH AN FCA TAKE?
According to article 149, included in subsection I (regarding procedures common to uncontrolled aerodromes with and without an AFIS provider), provided that there is no specific procedure published for the aerodrome, the FCA must be used from the start of the engines up to 10 NM from the aerodrome, or, keep a watch from 10 NM from the aerodrome until the engines are cut off.
VISUAL TRAFFIC CIRCUIT
According to ICA 100-37, in its article 154, entry into the traffic circuit should preferably be done through the upwind leg sector, and after crossing the runway at the midpoint, to then enter the downwind leg.
Note that ICA 100-37 does not induce entry into a traverse leg, since circuit exits via the takeoff extension are now authorized, as will be described below.
Additionally, once the pilot has ensured that there will be no conflict with other traffic, the aircraft may enter the circuit aligned with the start of the downwind leg.
However, entry into the traffic pattern of an aerodrome without AFIS and without TWR, as per ICA 100-37, can only be carried out in these two ways.
If it is necessary to cross the runway to enter the upwind leg, the aircraft must remain 500ft above the highest height for the traffic circuit, ing that all descents for traffic must always occur on the upwind leg or away from the aerodrome traffic circuit.
Exits from the traffic pattern, according to article 161 of ICA 100-37, must occur whenever the aircraft reaches the height of the traffic pattern. In other words, after takeoff, the aircraft can only start turning in any direction when it reaches the height of the traffic pattern. This new rule makes the previous rule easier, as the aircraft could only exit the traffic pattern at a midpoint of the downwind leg.
The same occurs when performing touch-and-go training: After each go-around, the aircraft can initiate a left turn to re-enter the downwind leg only after reaching the height of the traffic pattern.
At aerodromes with AFIS, once the pilot concludes that there will be no conflict with other traffic evolving on the circuit, an aircraft may also enter the circuit (according to article 163 of ICA 100-37), in three new ways, namely:
- Aligned with the start of the downwind leg;
- At the midpoint of the downwind leg, in a direction forming 45º in relation to the runway axis;
- Aligned with the base leg;
- Or in a direct final, if the pilot is familiar with the aerodrome.
In these cases, for entry, the aircraft must be in level flight, at the height of the circuit, and this height must be maintained until descent for landing.
For landing descents, considering an uncontrolled aerodrome, it is expected that the aircraft will begin the descent from the midpoint of the downwind leg, coinciding with critical position number 4.
Finally, the new version of ICA 100-37 can be accessed here, while the ICA 100-12 can be viewed here. And if you come across an aeronautical term that you don't know, see more here.
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