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Category I minima

height

(Notes

Interm.

Basic

3&6)

(Notes

200 ft 550 m 700 m 800 m 1 000 m

201–250 ft 600 m 700 m 800 m 1 000 m

251–300 ft 650 m 800 m 900 m 1 200 m

301 ft

and above

Note 1: Full facilities comprise runway markings, 720 m

or more of HI/MI approach lights, runway edge

lights, threshold lights and runway end lights.

Lights must be on.

Note 2: Intermediate facilities comprise runway

markings, 420–719 m of HI/MI approach lights,

runway edge lights, threshold lights and runway

end lights. Lights must be on.
Note 3: Basic facilities comprise runway markings,

<420 m of HI/MI approach lights, any length of

LI approach lights, runway edge lights,

threshold lights and runway end lights. Lights

must be on.

Note 4: Nil approach light facilities comprise runway

markings, runway edge lights, threshold lights,

runway end lights or no lights at all.

or meteorological visibility converted to RVR in

accordance with paragraph (h).

Note 6: The Table is applicable to conventional

approaches with a glide slope angle up to and

including 4¡.

Note 7: The DH mentioned in the Table 5 refers to the

initial calculation of DH. When selecting theassociated RVR, there is no need to take

account of a rounding up to the nearest ten feet,

which may be done for operational purposes,

(e.g. conversion to DA).

(5) Single pilot operations. For single

pilot operations, an operator must calculate the minimum RVR for all approaches in accordance with JAR–OPS 1.430 and this Appendix. An RVR

of less than 800 m is not permitted except when using a suitable autopilot coupled to an ILS or

MLS, in which case normal minima apply. The Decision Height applied must not be less than

1·25 x the minimum use height for the autopilot.

(6) Night operations. For night operations

at least runway edge, threshold and runway end lights must be on.

(d) Precision approach – Category II

operations

(1) General. A Category II operation is a

precision instrument approach and landing using
ILS or MLS with:

(i) A decision height below 200 ft

but not lower than 100 ft; and

(ii) A runway visual range of not

less than 300 m.

(2) Decision Height. An operator must

ensure that the decision height for a Category II

operation is not lower than:

(i) The minimum decision height

specified in the AFM, if stated;

(ii) The minimum height to which

the precision approach aid can be used

without the required visual reference;
(iii) The OCH/OCL for the category

of aeroplane;(iv) The decision height to which

the flight crew is authorised to operate; or
(v) 100 ft.

(3) Visual reference. A pilot may not

continue an approach below the Category II

decision height determined in accordance with

sub-paragraph (d)(2) above unless visual

reference containing a segment of at least 3

consecutive lights being the centre line of the

approach lights, or touchdown zone lights, or

runway centre line lights, or runway edge lights,

or a combination of these is attained and can be

maintained. This visual reference must include a

lateral element of the ground pattern, i.e. an

approach lighting crossbar or the landing

threshold or a barette of the touchdown zone

lighting.
(4) Required RVR. The lowest minima to

be used by an operator for Category II operations

are:

Table 6 – RVR for Cat II approach vs DH

Auto-coupled to below DH

(Note 1)

Decision height

RVR/Aeroplane

Category A, B & C

RVR/Aeroplane

Category D

100 ft–120 ft 300 m 300 m

(Note 2)/350 m

141 ft and above 450 m 450 m

Note 1: The reference to ‘auto-coupled to below DH’ in

this table means continued use of the automatic

flight control system down to a height which is

not greater than 80% of the applicable DH. Thus

airworthiness requirements may, through

minimum engagement height for the automaticflight control system, affect the DH to be

applied.

Note 2: 300 m may be used for a Category D aeroplane

conducting an autoland.

(e) Precision approach – Category III

(1) General. Category III operations are

subdivided as follows:

(i)Category III A operations. A precision instrument approach and landing using ILS or MLS with: (A) A decision height lower than 100 ft; and (B) A runway visual range not less than 200 m.

(ii) Category III B operations. A

precision instrument approach and landing

using ILS or MLS with:

(A)A decision height lower than 50 ft, or no decision height; and

(B) A runway visual range lower than 200 m but not less than 75 m

Note: Where the decision height (DH) and runway visual range (RVR) do not fall within the same Category, the RVR will determine in which Category the operation is to be considered.

(2) Decision Height. For operations in

which a decision height is used, an operator must ensure that the decision height is not lower than:
(i) The minimum decision height

specified in the AFM, if stated;

(ii) The minimum height to which

the precision approach aid can be used

without the required visual reference; or
(iii) The decision height to which

the flight crew is authorised to operate.

(3) No Decision Height Operations.

Operations with no decision height may only be

conducted if:

(i) The operation with no decision

height is authorised in the AFM;
(ii) The approach aid and the

aerodrome facilities can support operations

with no decision height; and
(iii) The operator has an approval

for CAT III operations with no decision

height.

Note: In the case of a CAT III runway it may be assumed that operations with no decision height can be supported unless specifically restricted as published in the AIP or NOTAM.

(i) For Category IIIA operations,

and for Category IIIB operations with failpassive flight control systems, a pilot may

not continue an approach below the

decision height determined in accordance

with sub-paragraph (e)(2) above unless a

visual reference containing a segment of at

least 3 consecutive lights being the centreline of the approach lights, or touchdown zone lights, or runway centreline lights, or runway edge lights, or a combination of these is attained and can be maintained.

(ii) For Category IIIB operations

with fail-operational flight control systems

using a decision height a pilot may not

continue an approach below the Decision

Height, determined in accordance with subparagraph (e)(2) above, unless a visual

reference containing at least one centreline

light is attained and can be maintained.

(iii) For Category III operations

with no decision height there is no

requirement for visual contact with the

runway prior to touchdown.

(5) Required RVR. The lowest minima to

be used by an operator for Category III operations

are:

and roll-out control/guidance system

Category III minima

Approach

Decision

(Note 3)

Control/

System

IIA Less than

100 ft

Not required 200 m

100 ft

(Notes 1& 2)

IIIB Less than

50 ft

IIIB Less than

50 ft or No

Decision

Failoperational

75 m

Note 1: For fail-passive operations see IEM to Appendix

actions in case of autopilot failure at or below

decision height in fail-passive Category III

operations.

(f) Circling(1) The lowest minima to be used by an

operator for circling are

Table 8 – Visibility and MDH for circling vs.

aeroplane category

Aeroplane Category

A B C D

Minimum

visibility

1 500 m 1 600 m 2 400 m 3 600 m

(2) Circling with prescribed tracks is an

accepted procedure within the meaning of this paragraph. (See IEM to Appendix 1 to JAR-OPS 1.430 (f)).

(g) Visual Approach. An operator shall not use

an RVR of less than 800 m for a visual approach.

(h) Conversion of Reported Meteorological

Visibility to RVR

(1) An operator must ensure that a

meteorological visibility to RVR conversion is not used for calculating take-off minima,

Category II or III minima or when a reported

RVR is available.

Note: If the RVR is reported as being above the maximum

value assessed by the aerodrome operator, e.g. “RVR more

than 1 500 metres”, it is not considered to be a reported

RVR in this context and the Conversion Table may be used

(2) When converting meteorological

visibility to RVR in all other circumstances than

those in sub-paragraph (h)(1) above, an operator

must ensure that the following Table is used:
Table 9 – Conversion of visibility to RVR Lighting elements

in operation

RVR= Reported Met.
Visibility xDay Night

HI approach and

runway lighting

1·5 2·0

installation other

than above

1·0 1·5

applicable

JAR-OPS 1.435 Terminology

(a) Terms used in this Subpart and not defined in JAR–1 have the following meaning: (1) Circling. The visual phase of an

instrument approach to bring an aircraft into

position for landing on a runway which is not

suitably located for a straight-in approach. (2) Low Visibility Procedures (LVP).

Procedures applied at an aerodrome for the

purpose of ensuring safe operations during

Category II and III approaches and Low Visibility Take-offs.

(3) Low Visibility Take-Off (LVTO). A

take-off where the Runway Visual Range (RVR) is less than 400 m.

4) Flight control system. A system

which includes an automatic landing system

and/or a hybrid landing system.

(5) Fail-Passive flight control system. A

flight control system is fail-passive if, in the event

of a failure, there is no significant out-of-trim

condition or deviation of flight path or attitude but

the landing is not completed automatically. For a

fail-passive automatic flight control system the

pilot assumes control of the aeroplane after a failure.

(6) Fail-Operational flight control

system. A flight control system is fail-operational

if, in the event of a failure below alert height, the

approach, flare and landing, can be completed

automatically. In the event of a failure, the

automatic landing system will operate as a fail failpassive

system

fail-passive automatic landing system and a

secondary independent guidance system enabling

the pilot to complete a landing manually after

failure of the primary system.

Note: A typical secondary independent guidance system

consists of a monitored head-up display providing

guidance which normally takes the form of command

information but it may alternatively be situation (or

deviation) information.

(8) Visual approach. An approach when

either part or all of an instrument approach procedure is not completed and the approach is executed with visual reference to the terrain.

General operating rules

(a) An operator shall not conduct Category II

or III operations unless:

(1) Each aeroplane concerned is

certificated for operations with decision heights below 200 ft, or no decision height, and equipped in accordance with JAR-AWO or an equivalent accepted by the Authority;

(2) A suitable system for recording

approach and/or automatic landing success and failure is established and maintained to monitor

the overall safety of the operation;
(3) The operations are approved by the

Authority;

(4) The flight crew consists of at least

2 pilots; and

(5) Decision Height is determined by

means of a radio altimeter.

and C aeroplanes) or 200 m RVR (Category D aeroplanes) unless approved by the Authority.

JAR–OPS 1.445 Low visibility operations – Aerodrome considerations

(a) An operator shall not use an aerodrome for

Category II or III operations unless the aerodrome is approved for such operations by the State in which the aerodrome is located.

(b) An operator shall verify that Low Visibility Procedures (LVP) have been established, and will be

enforced, at those aerodromes where low visibility

operations are to be conducted.

JAR–OPS 1.450 Low visibility operations -Training and Qualifications

(a) An operator shall ensure that, prior to

conducting Low Visibility Take-Off, Category II and III operations:

(1) Each flight crew member:
(i) Completes the training and

checking requirements prescribed in

Appendix 1 including [Flight] Simulator

training in operating to the limiting values

of RVR and Decision Height appropriate to

the operator’s Category II/III approval; and

(ii) Is qualified in accordance with

Appendix 1;

(2) The training and checking is

conducted in accordance with a detailed syllabus approved by the Authority and included in the Operations Manual. This training is in addition to that prescribed in Subpart N; and

(3) The flight crew qualification is

specific to the operation and the aeroplane type.

JAR-OPS 1.455 Low visibility operations –Operating Procedures

(See Appendix 1 to JAR-OPS

1.455)

instructions to be used for Low Visibility Take-Off and Category II and III operations. These procedures must be included in the Operations Manual and contain the duties of flight crew members during taxying, take-off, approach, flare, landing, roll-out and missed approach as appropriate.

(b) The commander shall satisfy himself that:

(1) The status of the visual and non-visual

facilities is sufficient prior to commencing a Low Visibility Take-Off or a Category II or III approach;

(2) Appropriate LVPs are in force

according to information received from Air

Traffic Services, before commencing a Low

Visibility Take-off or a Category II or III

approach; and

(3) The flight crew members are properly

qualified prior to commencing a Low Visibility Take-off in an RVR of less than 150 m (Category A, B and C aeroplanes) or 200 m (Cat D aeroplanes) or a Category II or III approach.

JAR–OPS 1.460 Low visibility operations – Minimum equipment

(a) An operator must include in the Operations Manual the minimum equipment that has to be

serviceable at the commencement of a Low

Visibility Take-off or a Category II or III approach in accordance with the AFM or other approved

document.

(b) The commander shall satisfy himself that

the status of the aeroplane and of the relevant

airborne systems is appropriate for the specific operation to be conducted.

JAR–OPS 1.465 VFR Operating minima

(a) An operator shall ensure that:

(1) VFR flights are conducted in

accordance with the Visual Flight Rules and in accordance with the Table in Appendix 1 to JAR– OPS 1.465.

(2) Special VFR flights are not

commenced when the visibility is less than 3 km and not otherwise conducted when the visibility is less than 1·5 km.