ENR 2  AIR TRAFFIC SERVICES AIRSPACE

ENR 2.1  FIR, UIR, TMA AND CTA

Name

Lateral Limits

Vertical Limits

Airspace Class

Unit providing service

Call Sign

Languages

Area and conditions of use

Hours of service

Frequency

SATVOICE number

Purpose

Remarks

1

2

3

4

5

SAL OCEANIC FIR

240000N 0250000W -
200000N 0200000W -
150000N 0200000W -
125800N 0212200W -
134000N 0242100W -
170000N 0373000W -
240000N 0250000W

 

Upper limit: FL 245

Lower limit: MSL

Class: G

AMILCAR CABRAL FIC

   

SAL ACC

SAL CONTROL

eng , por

00:00 - 23:59

121.500 MHZ Emergency

 

126.400 MHZ

 

127.100 MHZ

 

128.300 MHZ

 

SAL RADIO

SAL RADIO

eng , por

00:00 - 23:59

2854 KHZ

 

3452 KHZ

 

5565 KHZ

 

6535 KHZ

 

8661 KHZ

 

11291 KHZ

 

13357 KHZ

 

17955 KHZ

 

SAL OCEANIC UIR

240000N 0250000W -
200000N 0200000W -
150000N 0200000W -
125800N 0212200W -
134000N 0242100W -
170000N 0373000W -
240000N 0250000W

 

Upper limit: UNL

Lower limit: FL 245

Class: A

AMILCAR CABRAL FIC

   

SAL ACC

SAL CONTROL

eng , por

00:00 - 23:59

121.500 MHZ Emergency

 

126.400 MHZ

 

127.100 MHZ

 

128.300 MHZ

 

SAL RADIO

SAL RADIO

eng , por

00:00 - 23:59

2854 KHZ

 

3452 KHZ

 

5565 KHZ

 

6535 KHZ

 

8661 KHZ

 

11291 KHZ

 

13357 KHZ

 

17955 KHZ

 

SAL TMA

 

 

Upper limit: FL 245

Lower limit: FL 195

Class: A

Upper limit: FL 195

Lower limit: 700 FT AMSL

Class: C

SAL ACC

SAL CONTROL

eng , por

00:00 - 23:59

121.500 MHZ Emergency

 

126.400 MHZ

 

127.100 MHZ

 

128.300 MHZ

 

Name

Lateral limits

Vertical limits

Class of airspace

Unit providing service

Call sign

Languages

Area and conditions of use

Hours of service

Frequency/Purpose

Remarks

1

2

3

4

5

SAL OCEANIC FIR / SAL OCEANIC UIR
240000N 0250000W
200000N 0200000W
150000N 0200000W
125800N 0212200W
134000N 0242100W
170000N 0373000W
FIR

GND / MSL / FL 245

UIR

UNL / FL 245

Class of airspace:G below FL 245

Class of airspace:A above FL 245

 SAL ACC / AMILCAR CABRAL FIC

SAL CONTROL

English Portuguese

H 24

128.300 MHZ

127.100 MHZ

126.400 MHZ

121.500 MHZ
North Sector
South Sector
TMA Sector
Emergency
 

SAL RADIO

English Portuguese

H 24

3452 KHZ

6535 KHZ

8861 KHZ

13357 KHZ

17955 KHZ

2854 KHZ

5565 KHZ

11291 KHZ
AFI - 1 / SAT - 1
SAT - 1 / AFI - 1
SAT - 1 / AFI - 1
SAT - 1 / AFI - 1
SAT - 1 / SAT - 2 / AFI - 1
SAT - 2
SAT - 2
SAT - 2
A / G SELCAL available for all frequencies
SAL UTA
240000N 0250000W
200000N 0200000W
150000N 0200000W
125800N 0212200W
134000N 0242100W
170000N 0373000W

UNL / FL 245

Class of airspace:A

 SAL ACC

SAL CONTROL

English Portuguese

H 24

128.300 MHZ

127.100 MHZ

126.400 MHZ

121.500 MHZ
North Sector
South Sector
TMA Sector
Emergency
RVSM airspace from FL 290 to FL 410 inclusive
Airways within SAL oceanic fir

FL 245 / Lower Limit of airway

Class of airspace:A - FL 195 - FL 245

Class of airspace:C - below FL 195

 SAL ACC

SAL CONTROL

English Portuguese

H 24

128.300 MHZ

127.100 MHZ

121.500 MHZ
Emergency
See ENR 3.1 for lower limit of AWYs
Excluding SAL TMA
SAL TMA

Area delimited by three arcs of circle of 80 NM radius centred on VOR / DME CVS (164412.03N 0225703.67W), VOR / DME SNT (145620.74N 0232855.64W) and NDB SVT (164944.96N 0250352.65W) and the external tangents joining these arcs.

FL 245 / 700 FT

Class of airspace:A above FL 195

Class of airspace:C below FL 195

 SAL ACC

SAL CONTROL

English Portuguese

H 24

126.400 MHZ

121.500 MHZ
TMA Sector
Emergency
Excluding SAL CTR
Excluding PRAIA CTR
Excluding SAO VICENTE CTR

2.1.1.  Strategic Lateral Offsets in Oceanic Airspace to mitigate Collision Risk and Wake Turbulence

This procedure is in force throughout the Ministerio da Saude e Seguranca Social / UIR and is based on the following guidelines:

2.1.1.1 Strategic lateral offsets shall be applied only by aircraft with automatic offset tracking capability.
2.1.1.2 Strategic lateral offset and those executed to mitigate the effects of wake turbulence are to be made to the right of a route or track.
2.1.1.3 In relation to a route or track, there are three positions that an aircraft may fly, namely centreline, 1 or 2 NM right and offsets are not to exceed 2 NM right of the centreline.
2.1.1.4 There is no ATC clearance required for this procedure and it is not necessary that ATC be advised.

2.1.2.  Special Procedures for In - Flight Contingencies within Sal Oceanic airspace

2.1.2.1 Introduction
2.1.2.1.1 Although all possible contingencies cannot be covered, the procedures in 2.1.2.2 and 2.1.2.3 provide for more frequent cases such as:

  1. inability to maintain assigned flight level due to meteorological conditions, aircraft performance or pressurisation failure;

  2. en - route diversion across the prevailing traffic flow; and

  3. loss of, or significant reduction in, the required navigation capability when operating in an airspace where the navigation performance accuracy is prerequisite to the safe conduct of flight operations.

2.1.2.1.2 With regards to 2.1.2.1.1 a) and b), the procedures are applicable primarily when rapid descend and / or turn back or diversion is required. the pilot‘s judgement shall determine the sequence of actions to be taken, having regard to the prevailing circumstances. Air traffic control shall render all possible assistance.
2.1.2.2 General Procedures
2.1.2.2.1 If an aircraft is unable to continue the flight in accordance with its ATC clearance, and / or an aircraft is unable to maintain the navigation performance accuracy specified for the airspace, a revised clearance shall be obtained, whenever possible, prior to initiating any action.
2.1.2.2.2 The radio telephony distress signal (MAYDAY) or urgency signal (PAN PAN) preferably spoken three times shall be used as appropriate subsequent ATC action with respect to that aircraft shall be based on the intentions of the pilot and the overall traffic situation.
2.1.2.2.3 If prior clearance cannot be obtained, and ATC clearance shall be obtained at the earliest possible time and, until revised clearance is received, the pilot shall:

  1. leave the assigned route or track by initially turning 90 degrees to the right or to the left. When possible, the direction of the turn should be determined by the position of the aircraft relative to any organized route or track system. Other factors which any affect the direction of the turn are:

    1. the direction to an alternate airport, terrain clearance;

    2. any lateral offset being flown; and

    3. the flight levels allocated on adjacent routes or tracks;

  2. following the turn, the pilot should:

    1. if unable to maintain the assigned flight level, initially minimize the rate of descend to the extent that is operationally feasible;

    2. take account of other aircraft being laterally offset from its track;

    3. acquire and maintain in either direction a track laterally separated by 28 KM (15 NM) from the assigned route; and

    4. once established on the offset track, climb or descend to select a flight level which differs from those normally used by 150 M (500 FT);

  3. establish communication with and alert nearby aircraft by broadcasting, at suitable intervals aircraft identification, flight level, position (including the ATS route designator or track code, as appropriate) and intentions on the frequency in use and on 121.500 MHZ (or, as a back - up, on the inter - pilot air - to - air frequency 123.450 MHZ);

  4. maintain a watch for conflicting traffic both visually and by reference to ACAS (if equipped);

  5. turn on all aircraft exterior lights (communicate with appropriate operating limitations);

  6. keep the SSR transponder on at all times; and

  7. take action as necessary to ensure the safety of the aircraft.

Note: when leaving the assigned track to acquire and maintain the track laterally separated by 28 KM (15 NM), the flight crew should, where practicable, avoid bank angles that would result in overshooting the track to be acquired, particularly in airspace where a 55.5 KM (30 NM) lateral separation minimum is applied.

2.1.2.2.4 Extended Range Operations by aeroplanes with two - turbine power - units (ETOPS). If the contingency procedure are employed by a twin - engine aircraft as a result of an engine shut down or failure of an ETOPS critical system, the pilot should advise ATC as soon as practicable of the situation, reminding ATC of the type of aircraft involved, and request expeditious handling.
2.1.2.3 Weather Deviation Procedures
2.1.2.3.1 General

Note: The following procedures are intended for deviations around adverse meteorological conditions.

2.1.2.3.1.1 When the pilot initiates communications with ATC, a rapid response may be obtained by stating “WEATHER DEVIATION REQUIRED” to indicate that priority is desired on the frequency and for ATC response. When necessary, the pilot should initiate the communications using the urgency call “PAN PAN” (preferable spoken three times).
2.1.2.3.1.2 The pilot shall inform ATC when weather deviation is no longer required, or when weather deviation has been completed and the aircraft has return to its cleared route.
2.1.2.3.2 Actions to be taken when Controller - Pilot Communications are established.
2.1.2.3.2.1 The pilot should notify ATC and request clearance to deviate from track, advising, when possible, the extent of the deviation expected.
2.1.2.3.2.2 ATC should take one of the following actions:

  1. when appropriate separation can be applied, issue clearance to deviate from track; or

  2. if there is conflicting traffic and ATC is unable to establish appropriate separation, ATC shall:

    1. advise the pilot of inability to issue clearance for the requested deviation;

    2. advise the pilot of conflicting traffic; and

    3. request the pilots intentions.

2.1.2.3.2.3 The pilot should take the following actions:

  1. comply with the ATC clearance issued; or

  2. advise ATC of intentions and execute the procedures detailed in 2.1.2.3.3.

2.1.2.3.3 Actions to be taken if a revised ATC clearance cannot be obtained

Note: The provisions of this section apply to situations where a pilot needs to exercise the authority of a pilot - in - command under the provisions of ICAO Annex 2, 2.3.1

2.1.2.3.3.1 If the aircraft is required to deviate from track to avoid adverse meteorological conditions and prior clearance cannot be obtained, an ATC clearance shall be obtained at the earliest possible time. Until an ATC clearance is received, the pilot shall take the following actions:

  1. if possible, deviate away from an organized track or route system;

  2. establish communication with and alert nearby aircraft broadcasting, all suitable intervals: aircraft identification, flight level, position (including ATS route designator or the track code) and intentions, on the frequency in use and on 121.500 MHZ (or, as a back - up, on the inter - pilot air - to - air frequency 123.450 MHZ);

  3. watch for the conflicting traffic both visually and by reference to ACAS (if equipped);

    Note: If, as a result of action taken under provision of 2.1.2.3.3.1 b) and c), the pilot determines that there is another aircraft at or near the same flight level with which may occur, then the pilot is expected to adjust the path of the aircraft, as necessary, to avoid conflict.

  4. turn on all aircraft exterior lights (commensurate with appropriate operating limitations);

  5. for deviations of less than 19 KM (10 NM) remain at a level assigned by ATC;

  6. for deviation greater than 19 KM (10 NM), when the aircraft is approximately 19 KM (10 NM) from track, initiate a level change in accordance with Table 1;

    Table 1

    Route centre line trackDeviation > 19 KM (10 NM)Level Change

    EAST

     

    000° - 179° magnetic

    		LEFTDESCEND 90 M (300 FT)
    RIGHTCLIMB 90 M (300 FT)

    WEST

     

    180° - 359° magnetic

    		LEFTCLIMB 90M (300 FT)
    RIGHTDESCEND 90 M (300 FT)

  7. when returning to track, be at its assigned flight level when the aircraft is within approximately 19 KM (10 NM) of the centre line; and

  8. if contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

2.1.2.3.4 Procedures for Strategic Lateral Offsets in oceanic and remote continental airspace.

Note 1: ICAO Annex 2, 3.6.2.1.1requires authorization for the application of strategic lateral offsets from the appropriate ATS authority responsible for the airspace concerned.

Note 2: The following incorporates lateral offset procedures for both the migration of the increasing lateral overlap probability due to increased navigation accuracy, and wake turbulence encounters.

Note 3: The use of highly accurate navigation systems (such as the global navigation satellite system (GNSS)) by an increasing proportion of the aircraft population has had the effect of reducing the magnitude of lateral deviations from the route centre line and, consequently, increasing the probability of a collision, should a loss of vertical separation between aircraft on the same route occur.

2.1.2.3.4.1 The following shall be taken into account by the appropriate ATS authority when authorizing the use of strategic lateral offsets in a particular airspace:

  1. strategic lateral offsets shall only be authorized in en - route oceanic or remote continental airspace. Where part of the airspace in question is within radar coverage, transiting aircraft should normally be allowed to indicate or continue offset tracking;

  2. strategic lateral offsets may be authorized for the following types of routes (including where routes or route system intersect):

    1. uni - directional and bi - directional

    2. parallel route system where the spacing between route centre lines is not less than 55.5 KM (30 NM);

  3. in some instances it may be necessary to impose restrictions on the use of strategic lateral offsets, e.g. where their application may be inappropriate for reasons related to obstacle clearance;

  4. strategic lateral offset procedures should be implemented on a regional basis after coordination between all States involved;

  5. the routes or airspace where application of strategic lateral offsets is authorized, and the procedures to be followed by pilots, shall be promulgated in the aeronautical information publications (AIP); and

  6. air traffic controllers shall be made aware of the airspace within which strategic lateral offsets are authorized.

2.1.2.3.4.1.1 The decision to apply a strategic lateral offset shall be the responsible of the flight crew. The flight crew shall only apply strategic lateral offsets in airspace where such offsets have been authorized by the appropriate ATS authority and when the aircraft is equipped with automatic offset tracking capability.
2.1.2.3.4.1.2 The strategic lateral offset shall be established at a distance of 1.85 KM (1 NM) or 3.7 KM (2 NM) to the right of the centre line relative to the direction of flight.

Note 1: Pilots may contact other aircraft on the inter - pilot air - to - air frequency 123.450 MHZ to coordinate offsets.

Note 2: The strategic lateral offset procedure has been designated to include offsets to mitigate the effects of wake turbulence of preceding aircraft. If wake turbulence needs to be avoided, one of the three available options (centreline, 1.85 KM (1 NM) or 3.7 KM (2 NM) right offset) may be used.

Note 3: Pilots are not required to inform ATC that a strategic lateral offset is being applied.

ATS AIRSPACES WITHIN SAL TMA

Figure 65. EN-ROUTE CHART - ATS AIRSPACES WITHIN SAL TMA
PDF../graphics/3893.pdf

AREA MINIMUM ALTITUDES OF SAL FIR AND MINIMUM SECTOR ALTITUDES FOR THE AIRPORTS WITHIN SAL TMA

Figure 66. EN-ROUTE CHART - SAL FIR AREA MINIMUM ALTITUDES AND SAL TMA MINIMUM SECTOR ALTITUDES
PDF../graphics/3887.pdf