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Additional increments to the published minimums ii. for aerodromes where there is a
may be specified by the competent authority to take public interest to maintain current
into account certain operations, such as downwind operations and the CDFA technique
approaches and single-pilot operations. cannot be applied, shall be estab-
lished and regularly reviewed by
4 LOW VISIBILITY OPERATIONS the competent authority taking into
SPA.LVO.100 Low visibility operations account the operators experience,
training programme and flight crew
The operator shall only conduct the following low visi-
qualification.
bility operations (LVO) when approved by the compe-
tent authority: AMC1 CAT.OP.MPA.115 Approach flight tech-
nique - aeroplanes
a. low visibility take-off (LVTO) operation;
b. lower than standard category I (LTS CAT I) oper- CONTINUOUS DESCENT FINAL APPROACH
ation; (CDFA)
c. standard category II (Cat II) operation; a. Flight techniques:
d. other than standard category II (OTS CAT II) 1. The CDFA technique should ensure that
operation; an approach can be flown on the desired
vertical path and track in a stabilized
e. standard category III (CAT III) operation;
manner, without significant vertical path
f. approach operation utilising enhanced vision changes during the final approach seg-
systems (EVS) for which an operational credit ment descent to the runway. This tech-
is applied to reduce the runway visual range nique applies to an approach with no ver-
(RVR) minimums by no more than one third of tical guidance and controls the descent
the published RVR. path until the DA/H. This descent path
SPA.LVO.115 Aerodrome related requirements can be either:
a. The operator shall not use an aerodrome for i. a recommended descent rate,
LVOs below a visibility of 800m unless: based on estimated ground speed;
1. the aerodrome has been approved for such ii. a descent path depicted on the
operations by the State of the aerodrome; approach chart; or
and iii. a descent path coded in the flight
2. low visibility procedures (LVP) have been management system in accordance
established. with the approach chart descent
b. If the operator selects an aerodrome where the path.
term LVP is not used, the operator shall ensure 2. The operator should either provide charts
that there are equivalent procedures that adhere which depict the appropriate cross check
to the requirements of LVP at the aerodrome. altitudes/heights with the corresponding
This situation shall be clearly noted in the oper- appropriate range information, or such
ations manual or procedures manual including information should be calculated and pro-
guidance to the flight crew on how to determine vided to the flight crew in an appropriate
that the equivalent LVP are in effect. and usable format. Generally, the MAPt is
published on the chart.
5 APPROACH FLIGHT TECHNIQUE 4. The required descent path should be
CAT.OP.MPA.115 Approach flight technique - flown to the DA/H, observing any step-
aeroplanes down crossing altitudes if applicable.
a. All approaches shall be flown as stabilised 5. This DA/H should take into account any
approaches unless otherwise approved by the add-on to the published minimums as
competent authority for a particular approach to identified by the operators management
a particular runway. system and should be specified in the OM
b. Non-precision approaches: (aerodrome operating minimums).
1. The continuous descent final approach 7. The operator should establish a proce-
(CDFA) technique shall be used for all dure to ensure that an appropriate callout
non-precision approaches. is made when the aeroplane is approach-
2. Nothwithstanding 1., another approach ing DA/H. If the required visual references
flight technique may be used for a par- are not established at DA/H, the missed
ticular approach/runway combination if approach procedure is to be executed
approved by the competent authority. In promptly.
such cases, the applicable minimum run- 9. The missed approach should be initiated
way visual range (RVR): no later than reaching the MAPt or at
i. shall be increased by 200m for cat- the DA/H, whichever comes first. The lat-
egory A and B aeroplanes and by eral part of the missed approach should
400m for category C and D aero- be flown via the MAPt unless otherwise
planes; or stated on the approach chart.
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TAKE-OFF OPERATIONS - AEROPLANES The reported RVR/VIS value representative of the ini-
b. Visual Reference tial part of the take-off run can be replaced by the pilot
assessment.
1. The take-off minimums should be
selected to ensure sufficient guidance During day with Nil facilities: The pilot is able to con-
to control the aircraft in the event of both tinuously identify the take-off surface and maintain
a rejected take-off in adverse circum- directional control.
stances and a continued take-off after
failure of the critical engine. AMC1 CAT.OP.MPA.110 Table
2.A Take-off - Aeroplanes
2. For night operations, ground lights should
Assumed Engine Failure Height above
be available to illuminate the runway and
the Runway versus RVR/VIS
any obstacles.
Assumed Engine
REQUIRED RVR/VIS Failure Height above RVR/VIS
AMC1 CAT.OP.MPA.110 Aerodrome operating the Take-off Runway
minimums 50ft 400m (200m with LVTO
TAKE-OFF OPERATIONS - AEROPLANES approval)
51ft-100ft 400m (300m with LVTO
c. Required RVR/VIS - aeroplane
approval)
1. For multi-engined aeroplanes, with perfor- 400m
101ft-150ft
mance such that in the event of a critical
151ft-200ft 500m
engine failure at any point during take-off
the aeroplane can either stop or continue 201ft-300ft 1000m
that take-off to a height of 1500ft above More than 300ft 1500m
the aerodrome while clearing obstacles
by the required margins, the take-off mini- 1500m is also applicable if no positive take-off flight
mums specified by the operator should be path can be constructed.
expressed as RVR/VIS values not lower The reported RVR/VIS value representative of the ini-
than those specified in Table 1.A. tial part of the take-off run can be replaced by pilot
2. For multi-engined aeroplanes without assessment.
the performance to comply with the con- AMC1 SPA.LVO.100 Low visibility operations
ditions in c.1. in the event of a critical
engine failure, there may be a need LVTO OPERATIONS - AEROPLANES
to re-land immediately and to see and For a low visibility take-off (LVTO) with an aeroplane
avoid obstacles in the take-off area. Such the following provisions should apply:
aeroplanes may be operated to the fol-
lowing take-off minimums provided they a. for an LVTO with a runway visual range (RVR)
are able to comply with the applicable below 400m the criteria specified in Table 1.A
obstacle clearance criteria, assuming below;
engine failure at the height specified. The b. for an LVTO with an RVR below 150m but not
take-off minimums specified by the opera- less than 125m:
tor should be based upon the height from 1. high intensity runway centerline lights
which the one-engine-inoperative (OEI) spaced 15m or less apart and high inten-
net take-off flight path can be constructed. sity edge lights spaced 60m or less apart
The RVR minimums used should not be that are in operation;
lower than either of the values specified 2. a 90m visual segment that is available from
in Table 1.A or Table 2.A. the flight crew compartment at the start of
AMC1 CAT.OP.MPA.110 Table 1.A Take-off the take-off run; and
RVR/VIS - Aeroplanes (without an Approval 3. the required RVR value is achieved for all
for Low Visibility Take-off) of the relevant RVR reporting points;
Facilities RVR/VIS c. for an LVTO with an RVR below 125m but not
Day only NIL 500m less than 75m:
Day at least runway 400m 1. runway protection and facilities equivalent
edge lights to CAT III landing operations are available;
or centerline and
marking 2. the aircraft is equipped with an approved
Night at least runway lateral guidance system.
edge lights and
runway end
lights or runway
centerline lights
and runway end
lights
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AMC1 SPA.LVO.100 Table 1.A LVTO - Aeroplanes i. the circling visibility for the aeroplane
Facilities RVR category, if published;
Day: runway edge lights and 300m ii. the minimum visibility derived from
runway centerline markings Table 7; or
Night: runway edge lights and iii. the RVR/CMV derived from Tables 5
runway end lights or runway and 6.A for the preceding instrument
centerline lights and runway approach procedure.
end lights
AMC7 CAT.OP.MPA.110 Table
Runway edge lights and runway 200m
7 Circling - Aeroplanes
centerline lights
MDH and Minimum Visibility vs.
Runway edge lights and runway TDZ, MID, rollout Aeroplane Category
centerline lights and relevant 150m
RVR Aircraft
High intensity runway centerline TDZ, MID, rollout Cate- A B C D
lights spaced 15m or less and 125m gory
high intensity edge lights MDH (ft) 400 500 600 700
spaced 60m or less are in VIS (m) 1500 1600 2400 3600
operation b. Conduct of flight - general
Runway protection and facilities TDZ, MID, rollout
1. The MDH and OCH included in the proce-
equivalent to CAT III landing 75m
dure are referenced to aerodrome eleva-
operations are available
tion;
and the aircraft is equipped
either with an approved 2. The MDA is referenced to Mean Sea Level;
lateral guidance system or 3. For these procedures, the applicable visi-
an approved HUD/HUDLS for bility is the meteorological visibility; and
take-off 4. Operators should provide tabular guidance
of the relationship between height above
The reported RVR value representative of the ini-
threshold and the in-flight visibility required
tial part of the take-off run can be replaced by pilot
to obtain and sustain visual conduct during
assessment.
the circling maneuver.
The RVR values are valid for multi-engined aero- c. Instrument approach followed by visual
planes that in the event of an engine failure at any manoeuvring (circling) without prescribed tracks
point during take-off can either stop or continue the
1. When the aeroplane is on the initial instru-
take-off to a height of 1500ft above the aerodrome
ment approach, before visual reference is
while clearing obstacles by the required margin.
stabilised, but not below MDA/H, the aero-
The required RVR value to be achieved for all relevant plane should follow the corresponding
RVRs. instrument approach procedure until the
appropriate instrument MAPt is reached.
9 DETERMINATION OF AOM 2. At the beginning of the level flight phase
FOR CIRCLING at or above the MDA/H, the instrument
AMC7 CAT.OP.MPA.110 Aerodrome operating approach track determined by radio navi-
minimums gation aids, RNAV, RNP, ILS, MLS or GLS
should be maintained until the pilot:
CIRCLING OPERATIONS - AEROPLANES
i. estimates that, in all probability,
a. Circling Minimums
visual contact with the runway of
The following standards should apply for estab- intended landing or the runway
lishing circling minimums for operations with environment will be maintained dur-
aeroplanes: ing the entire circling procedure;
1. The MDH for circling operation should not ii. estimates that the aeroplane is
be lower than the highest of: within the circling area before com-
i. the published circling OCH for the mencing circling; and
aeroplane category; iii. is able to determine the aeroplanes
ii. the minimum circling height derived position in relation to the runway of
from Table 7; or intended landing with the aid of the
iii. the DH/MDH of the preceding instru- appropriate external references.
ment approach procedure; 5. Flight maneuvers should be carried out at
2. The MDA for circling should be calculated an altitude/height that is not less than the
by adding the published aerodrome eleva- circling MDA/H.
tion to the MDH, as determined by a.1.; and 6. Descent below MDA/H should not be ini-
3. The minimum visibility for circling should be tiated until the threshold of the runway to
the highest of: be used has been appropriately identified.
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gory C and D aeroplanes, where the 1. The minimum RVR/CMV should be the
facilities are NDB, NDB/DME, VOR, highest of the values specified in Table 5
VOR/DME, LOC, LOC/DME, VDF, or Table 6.A but not greater than the max-
SRA or GNSS/LNAV, with a final imum values specified in Table 6.A, where
approach segment of at least 3NM, applicable.
which also fulfil the following criteria: 3. If the approach is flown with a level flight
A. the final approach track is off- segment at or above MDA/H, 200m should
set by not more than 15 for be added for category A and B aeroplanes
category A and B aeroplanes and 400m for category C and D aero-
or by not more than 5 for cat- planes to the minimum RVR/CMV value
egory C and D aeroplanes; resulting from the application of Tables 5
B. the final approach fix (FAF) or and 6.A.
another appropriate fix where 4. An RVR of less than 750m as indicated in
the descent is initiated is avail- Table 5 may be used:
able, or distance to threshold i. for CAT I operations to runways
(THR) is available by flight with full approach lighting systems
management system/GNSS (FALS), runway touchdown zone
(FMS/GNSS) or DME; and lights (RTZL) and runway centerline
C. if missed approach point lights (RCLL);
(MAPt) is determined by tim- ii. for CAT I operations to runways
ing, the distance from FAF or without RTZL and RCLL when using
another appropriate fix to THR an approved head-up guidance
is 8nm. landing system (HUDLS), or equiv-
iii. Instrument approaches where the alent approved system, or when
facilities are NDB, NDB/DME, VOR, conducting a coupled approach or
VOR/DME, LOC, LOC/DME, VDF, flight-director flown approach to a
SRA or GNSS/LNAV, not fulfilling the DH. The ILS should not be pub-
criteria in a.1.ii., or with an MDH lished as a restricted facility; and
1200ft. iii. for APV operations to runways
AMC5 CAT.OP.MPA.110 Aerodrome operating with FALS, RTZL and RCLL when
minimums using an approved head-up display
(HUD).
DETERMINATION OF RVR/CMV MINIMUMS FOR
NPA, APV, CAT I - AEROPLANES 5. Lower values than those specified in Table
5, for HUDLS and auto-land operations
a. Aeroplanes
may be used if approved in accordance
The RVR/CMV/VIS minimums for NPA, APV and with Annex V (Part-SPA), Subpart E (SPA.
CAT I operations should be determined as fol- LVO) of the regulation.
lows:
RVR RELATED TO DH/MDH AND
LIGHTING SYSTEM
AMC5 CAT.OP.MPA.110 Table 5 RVR vs. DH/MDH and Lights - All Aircraft Categories
RVR (m) depending on Class of Lighting Facilities
DH or MDH (ft) FALS IALS BALS NALS
200-210 550 750 1000 1200
211-220 550 800 1000 1200
221-230 550 800 1000 1200
231-240 550 800 1000 1200
241-250 550 800 1000 1300
251-260 600 800 1100 1300
261-280 600 900 1100 1300
281-300 650 900 1200 1400
301-320 700 1000 1200 1400
321-340 800 1100 1300 1500
341-360 900 1200 1400 1600
361-380 1000 1300 1500 1700
381-400 1100 1400 1600 1800
401-420 1200 1500 1700 1900
421-440 1300 1600 1800 2000
441-460 1400 1700 1900 2100
461-480 1500 1800 2000 2200
481-500 1500 1800 2100 2300
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AMC5 CAT.OP.MPA.110 Table 5 RVR vs. DH/MDH and Lights - All Aircraft Categories (continued)
RVR (m) depending on Class of Lighting Facilities
DH or MDH (ft) FALS IALS BALS NALS
501-520 1600 1900 2100 2400
521-540 1700 2000 2200 2400
541-560 1800 2100 2300 2500
561-580 1900 2200 2400 2600
581-600 2000 2300 2500 2700
601-620 2100 2400 2600 2800
621-640 2200 2500 2700 2900
641-660 2300 2600 2800 3000
661-680 2400 2700 2900 3100
681-700 2500 2800 3000 3200
701-720 2600 2900 3100 3300
721-740 2700 3000 3200 3400
741-760 2700 3000 3300 3500
761-800 2900 3200 3400 3600
801-850 3100 3400 3600 3800
851-900 3300 3600 3800 4000
901-950 3600 3900 4100 4300
951-1000 3800 4100 4300 4500
1001-1100 4100 4400 4600 4900
1101-1200 4600 4900 5000 5000
1200 and above 5000 5000 5000 5000
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12 DETERMINATION OF AOM FOR a. For CAT II and other than standard category II
STANDARD AND OTHER THAN (OTS CAT II) operations the following provisions
should apply:
STANDARD CAT II OPERATIONS
1. The ILS/MLS that supports OTS CAT II
SPA.LVO.110 General operating requirements
operation should be an unrestricted facility
b. The operator shall only conduct CAT II, OTS with a straight-in course 3 offset and the
CAT II operations if: ILS should be certified to class II/D/2.
1. each aircraft concerned is certified for Single ILS facilities are only acceptable if
operations with a decision height (DH) level 2 performance is provided.
below 200ft, or no DH, and equipped in
2. The DH for CAT II and OTS CAT II operation
accordance with the applicable airworthi-
should not be lower than the highest of:
ness requirements;
i. the minimum DH specified in the
2. a system for recording approach and/or
AFM, if stated;
automatic landing success and failure is
established and maintained to monitor the ii. the minimum height to which the
overall safety of the operation; precision approach aid can be used
without the specified visual refer-
3. the DH is determined by means of a radio
ence;
altimeter;
iii. the applicable OCH for the category
4. the flight crew consists of at least two
of aeroplane;
pilots;
iv. the DH to which the flight crew is
5. all height call-outs below 200ft above the
qualified to operate; or
aerodrome threshold elevation are deter-
mined by a radio altimeter. v. 100ft.
AMC4 SPA.LVO.100 Low visibility operations 3. The following visual aids should be avail-
able:
CAT II AND OTS CAT II OPERATIONS
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i. standard runway day markings and 4. The lowest RVR minimums to be used are
approach and the following runway specified:
lights: runway edge lights, threshold i. for CAT II operations in Table 3; and
lights and runway end lights;
ii. for OTS CAT II operations in Table 4.
ii. for operations in RVR below 450m,
b. For OTS CAT II operations, the terrain ahead
additionally touch-down zone and/or
of the runway threshold should have been sur-
runway centerline lights;
veyed.
iii. for operations with an RVR of 400m
or less, additionally centerline lights.
Auto-coupled or approved HUDLS to below DH - This An RVR of 300m instead of 350m may be used for
means continued use of the automatic flight control CAT D aircraft conducting an auto-land.
system or the HUDLS down to a height of 80% of the
DH.
Auto-land or approved HUDLS utilised to touchdown. The following provisions should apply to CAT III oper-
ations:
13 DETERMINATION OF AOM FOR a. Where the DH and RVR do not fall within the
CAT III OPERATIONS same category, the RVR should determine in
SPA.LVO.110 General operating requirements which category the operation is to be consid-
b. The operator shall only conduct CAT III oper- ered.
ations if: b. For operations in which a DH is used, the DH
1. each aircraft concerned is certified for should not be lower than:
operations with a decision height (DH) 1. the minimum DH specified in the AFM, if
below 200ft, or no DH, and equipped in stated;
accordance with the applicable airworthi- 2. the minimum height to which the precision
ness requirements; approach aid can be used without the spec-
2. a system for recording approach and/or ified visual reference; or
automatic landing success and failure is 3. the DH to which the flight crew is qualified
established and maintained to monitor the to operate.
overall safety of the operation;
c. Operations with no DH should only be con-
3. the DH is determined by means of a radio ducted if:
altimeter;
1. the operation with no DH is specified in the
4. the flight crew consists of at least two AFM;
pilots;
2. the approach aid and the aerodrome facil-
5. all height call-outs below 200ft above the ities can support operations with no DH;
aerodrome threshold elevation are deter- and
mined by a radio altimeter.
3. the flight crew is qualified to operate with
AMC5 SPA.LVO.100 Low visibility operations no DH.
CAT III OPERATIONS d. The lowest RVR minimums to be used are spec-
ified in Table 5.
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b. If the reported RVR/VIS is less than the applica- 2. this visual reference should include a lat-
ble minimum the approach shall not be contin- eral element of the ground pattern, such
ued: as an approach light crossbar or the land-
1. below 1000ft above the aerodrome; or ing threshold or a barrette of the touch-
down zone light unless the operation is
2. into the final approach segment in the case
conducted utilising an approved HUDLS
where DA/H or MDA/H is more than 1000ft
useable to at least 150ft.
above the aerodrome.
c. CAT II or OTS CAT II operations
c. Where the RVR is not available, RVR values may
be derived by converting the reported visibility. At DH, the visual references specified below
should be distinctly visible and identifiable to the
d. If, after passing 1000ft above the aerodrome,
pilot:
the reported RVR/VIS falls below the applica-
ble minimum, the approach may be continued 1. a segment of at least three consecutive
to DA/H or MDA/H. lights, being the centerline of the approach
lights, or touchdown zone lights, or runway
e. The approach may be continued below DA/H or
centerline lights, or runway edge lights, or
MDA/H and the landing may be completed, pro-
a combination of these;
vided that the visual reference adequate for the
type of approach operation and for the intended 2. this visual reference should include a lat-
runway is established at the DA/H or MDA/H and eral element of the ground pattern, such as
is maintained. an approach light crossbar or the landing
threshold or a barrette of the touchdown
f. The touchdown zone RVR shall always be con-
zone light unless the operation is con-
trolling. If reported and relevant, the midpoint
ducted utilising an approved HUDLS to
and stopend RVR shall also be controlling. The
touchdown.
minimum RVR value for the midpoint shall be
125m or the RVR required for the touchdown d. CAT III operations
zone if less, and 75m for the stopend. For aircraft 1. For CAT IIIA operations and for CAT IIIB
equipped with a rollout guidance control system, operations conducted either with fail-pas-
the minimum RVR value for the midpoint shall be sive flight control systems or with the use
75m. of an approved HUDLS: at DH, a segment
AMC1 CAT.OP.MPA.305(e) - Commencement and of at least three consecutive lights being
continuation of approach the centerline of the approach lights, or
touchdown zone lights, or runway center-
VISUAL REFERENCES FOR INSTRUMENT line lights, or runway edge lights, or a com-
APPROACH OPERATIONS bination of these is attained and can be
a. NPA, APV and CAT I operations maintained by the pilot.
At DH or MDH, at least one of the visual refer- 2. For CAT IIIB operations conducted either
ences specified below should be distinctly visi- with fail-operational flight control systems
ble and identifiable to the pilot: or with a fail-operational hybrid landing sys-
1. elements of the approach lighting system; tem using a DH: at DH, at least one center-
line light is attained and can be maintained
2. threshold;
by the pilot.
3. threshold markings;
3. For CAT IIIB with no DH there is no specifi-
4. threshold lights; cation for visual reference with the runway
5. threshold identification lights; prior to touchdown.
6. visual glide slope indicator; e. Approach operations utilising EVS - CAT I oper-
7. touchdown zone or touchdown zone mark- ations
ings; 1. At DH, the following visual references
8. touchdown zone lights; should be displayed and identifiable to the
pilot on the EVS image:
9. FATO/runway edge lights; or
i. Elements of the approach light; or
10. other visual references specified in the
operations manual. ii. The runway threshold, identified by
at least one of the following:
b. Lower than Standard CAT I (LTS CAT I) opera-
tions A. the beginning of the runway
landing surface; or
At DH, the visual references specified below
should be distinctly visible and identifiable to the B. the threshold lights, the thresh-
pilot: old identification lights; or
1. a segment of at least three consecutive C. the touchdown zone, identified
lights, being the centerline of the approach by at least one of the following:
lights, or touchdown zone lights, or runway the runway touchdown zone
centerline lights, or runway edge lights, or lights, the touchdown zone
a combination of these; markings or the runway lights.
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