AMC5 NCC.OP.110 Aerodrome operating minima – general
CAA ORS9 Decision No. 47
Text in magenta in force from 30 October 2025
DETERMINATION OF RVR/CMV/VIS MINIMA FOR NPA, APV, CAT I – AEROPLANES
(a) The minimum RVR/CMV/VIS should be the highest of the values specified in Table 3 and Table 4.A but not greater than the maximum values specified in Table 4.A, where applicable.
(b) The values in Table 3 should be derived from the formula below:
required RVR/VIS (m) = [(DH/MDH (ft) x 0.3048) / tanα] – length of approach lights (m);
where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 3 up to 3.77° and then remaining constant.
(c) If the approach is flown with a level flight segment at or above MDA/H, 200 m should be added for Category A and B aeroplanes and 400 m for Category C and D aeroplanes to the minimum RVR/CMV/VIS value resulting from the application of Table 3 and Table 4.A.
(d) An RVR of less than 750 m as indicated in Table 3 may be used:
(1) for CAT I operations to runways with full approach lighting system (FALS), runway touchdown zone lights (RTZL) and runway centreline lights (RCLL);
(2) for CAT I operations to runways without RTZL and RCLL when using an approved head-up guidance landing system (HUDLS), or equivalent approved system, or when conducting a coupled approach or flight-director-flown approach to a DH. The ILS should not be published as a restricted facility; and
(3) for APV operations to runways with FALS, RTZL and RCLL when using an approved head- up display (HUD).
(e) Lower values than those specified in Table 3 may be used for HUDLS and auto-land operations if approved in accordance with Annex V (Part SPA), Subpart E.
(f) The visual aids should comprise standard runway day markings and approach and runway lights as specified in Table 2. The CAA may approve that RVR values relevant to a basic approach lighting system (BALS) are used on runways where the approach lights are restricted in length below 210 m due to terrain or water, but where at least one cross-bar is available.
(g) For night operations or for any operation where credit for runway and approach lights is required, the lights should be on and serviceable, except as provided for in Table 6.
(h) For single-pilot operations, the minimum RVR/VIS should be calculated in accordance with the following additional criteria:
(1) an RVR of less than 800 m as indicated in Table 3 may be used for CAT I approaches provided any of the following is used at least down to the applicable DH:
(i) a suitable autopilot, coupled to an ILS, MLS or GLS that is not published as restricted; or
(ii) an approved HUDLS, including, where appropriate, enhanced vision system (EVS), or equivalent approved system;
(2) where RTZL and/or RCLL are not available, the minimum RVR/CMV should not be less than 600 m; and
(3) an RVR of less than 800 m as indicated in Table 3 may be used for APV operations to runways with FALS, RTZL and RCLL when using an approved HUDLS, or equivalent approved system, or when conducting a coupled approach to a DH equal to or greater than 250 ft.
Table 2: Approach lighting systems
|
Class of lighting facility |
Length, configuration and intensity of approach lights |
|---|---|
|
FALS |
CAT I lighting system (HIALS ≥ 720 m) distance coded centreline, Barrette centreline |
|
IALS |
Simple approach lighting system (HIALS 420 – 719 m) single source, Barrette |
|
BALS |
Any other approach lighting system (HIALS, MIALS or ALS 210 – 419 m) |
|
NALS |
Any other approach lighting system (HIALS, MIALS or ALS < 210 m) or no approach lights |
Note: HIALS: high intensity approach lighting system; MIALS: medium intensity approach lighting system; ALS: approach lighting system.
Table 3: RVR/CMV vs. DH/MDH
|
DH or MDH ft |
Class of lighting facility |
|||||
|---|---|---|---|---|---|---|
|
FALS |
IALS |
BALS |
NALS |
|||
| See (d), (e), (h) above for RVR < 750/800 m | ||||||
| RVR/CMV (m) | ||||||
|
200 |
- |
210 |
550 |
750 |
1 000 |
1 200 |
|
211 |
- |
220 |
550 |
800 |
1 000 |
1 200 |
|
221 |
- |
230 |
550 |
800 |
1 000 |
1 200 |
|
231 |
- |
240 |
550 |
800 |
1 000 |
1 200 |
|
241 |
- |
250 |
550 |
800 |
1 000 |
1 300 |
|
251 |
- |
260 |
600 |
800 |
1 100 |
1 300 |
|
261 |
- |
280 |
600 |
900 |
1 100 |
1 300 |
|
281 |
- |
300 |
650 |
900 |
1 200 |
1 400 |
|
301 |
- |
320 |
700 |
1 000 |
1 200 |
1 400 |
|
321 |
- |
340 |
800 |
1 100 |
1 300 |
1 500 |
|
341 |
- |
360 |
900 |
1 200 |
1 400 |
1 600 |
|
361 |
- |
380 |
1 000 |
1 300 |
1 500 |
1 700 |
|
381 |
- |
400 |
1 100 |
1 400 |
1 600 |
1 800 |
|
401 |
- |
420 |
1 200 |
1 500 |
1 700 |
1 900 |
|
421 |
- |
440 |
1 300 |
1 600 |
1 800 |
2 000 |
|
441 |
- |
460 |
1 400 |
1 700 |
1 900 |
2 100 |
|
461 |
- |
480 |
1 500 |
1 800 |
2 000 |
2 200 |
|
481 |
|
500 |
1 500 |
1 800 |
2 100 |
2 300 |
|
501 |
- |
520 |
1 600 |
1 900 |
2 100 |
2 400 |
|
521 |
- |
540 |
1 700 |
2 000 |
2 200 |
2 400 |
|
541 |
- |
560 |
1 800 |
2 100 |
2 300 |
2 500 |
|
561 |
- |
580 |
1 900 |
2 200 |
2 400 |
2 600 |
|
581 |
- |
600 |
2 000 |
2 300 |
2 500 |
2 700 |
|
601 |
- |
620 |
2 100 |
2 400 |
2 600 |
2 800 |
|
621 |
- |
640 |
2 200 |
2 500 |
2 700 |
2 900 |
|
641 |
- |
660 |
2 300 |
2 600 |
2 800 |
3 000 |
|
661 |
- |
680 |
2 400 |
2 700 |
2 900 |
3 100 |
|
681 |
- |
700 |
2 500 |
2 800 |
3 000 |
3 200 |
|
701 |
- |
720 |
2 600 |
2 900 |
3 100 |
3 300 |
|
721 |
- |
740 |
2 700 |
3 000 |
3 200 |
3 400 |
|
741 |
- |
760 |
2 700 |
3 000 |
3 300 |
3 500 |
|
761 |
- |
800 |
2 900 |
3 200 |
3 400 |
3 600 |
|
801 |
- |
850 |
3 100 |
3 400 |
3 600 |
3 800 |
|
851 |
- |
900 |
3 300 |
3 600 |
3 800 |
4 000 |
|
901 |
- |
950 |
3 600 |
3 900 |
4 100 |
4 300 |
|
951 |
- |
1 000 |
3 800 |
4 100 |
4 300 |
4 500 |
|
1 001 |
- |
1 100 |
4 100 |
4 400 |
4 600 |
4 900 |
|
1 101 |
- |
1 200 |
4 600 |
4 900 |
5 000 |
5 000 |
|
1 201 and above |
5 000 |
5 000 |
5 000 |
5 000 |
||
Table 4.A: CAT I, APV, NPA - aeroplanes
Minimum and maximum applicable RVR/CMV (lower and upper cut-off limits)
|
Facility/conditions |
RVR/CMV (m) |
Aeroplane category |
|||
|---|---|---|---|---|---|
|
A |
B |
C |
D |
||
|
ILS, MLS, GLS, PAR, GNSS/SBAS, GNSS/VNAV |
Min |
According to Table 3 |
|||
|
Max |
1 500 |
1 500 |
2 400 |
2 400 |
|
|
NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA, GNSS/LNAV with a procedure that fulfils the criteria in AMC4 NCC.OP.110 (a)(2). |
Min |
750 |
750 |
750 |
750 |
|
Max |
1 500 |
1 500 |
2 400 |
2 400 |
|
|
For NDB, NDB/DME, VOR, VOR/DME, LOC, LOC/DME, VDF, SRA, GNSS/LNAV:
— not fulfilling the criteria in AMC4 NCC.OP.110 (a)(2)., or
— with a DH or MDH ≥ 1 200 ft |
Min |
1 000 |
1 000 |
1 200 |
1 200 |
|
Max |
According to Table 3 if flown using the CDFA technique, otherwise an add-on of 200/400 m applies to the values in Table 3 but not to result in a value exceeding 5 000 m. |
||||
The text below will replace the text above on 30 October 2025:
DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS – AEROPLANES
-
The RVR or VIS for straight-in instrument approach operations should not be less than the greatest of the following:
-
the minimum RVR or VIS for the type of runway used according to Table 7; or
-
the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 8; or
-
the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 9.
If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.
-
-
For Category A and B aeroplanes, if the RVR or VIS determined in accordance with point (a) is greater than 1 500 m, then 1 500 m should be used.
-
If the approach is flown with a level flight segment at or above the MDA/H, then 200 m should be added to the RVR calculated in accordance with (a) and (b) for Category A and B aeroplanes and 400 m should be added to the RVR calculated in accordance with (a) for Category C and D aeroplanes.
-
The visual aids should comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 10.
Table 7
Type of runway versus minimum RVR or VIS — aeroplanes
| Type of runway | Minimum RVR or VIS (m) |
|---|---|
| PA runway, category I | RVR 550 |
| NPA runway | RVR 750 |
| Non-instrument runway | VIS according to Table 1 in NCC.OP.112 (Circling minima) |
Table 8
RVR versus DH/MDH
|
DH or MDH (ft) |
Class of lighting facility |
|||||
|---|---|---|---|---|---|---|
|
FALS |
IALS |
BALS |
NALS |
|||
| RVR (m) | ||||||
|
200 - 210 |
550 |
750 |
1 000 |
1 200 |
||
|
211 - 240 |
550 |
800 |
1 000 |
1 200 |
||
|
241 - 250 |
550 |
800 |
1 000 |
1 300 |
||
|
251 - 260 |
600 |
800 |
1 100 |
1 300 |
||
|
261 - 280 |
600 |
900 |
1 100 |
1 300 |
||
|
281 - 300 |
650 |
900 |
1 200 |
1 400 |
||
|
301 - 320 |
700 |
1 000 |
1 200 |
1 400 |
||
|
321 - 340 |
800 |
1 100 |
1 300 |
1 500 |
||
|
341 - 360 |
900 |
1 200 |
1 400 |
1 600 |
||
|
361 - 380 |
1 000 |
1 300 |
1 500 |
1 700 |
||
|
381 - 400 |
1 100 |
1 400 |
1 600 |
1 800 |
||
|
401 - 420 |
1 200 |
1 500 |
1 700 |
1 900 |
||
|
421 - 440 |
1 300 |
1 600 |
1 800 |
2 000 |
||
|
441 - 460 |
1 400 |
1 700 |
1 900 |
2 100 |
||
|
461 - 480 |
1 500 |
1 800 |
2 000 |
2 200 |
||
|
481 - 500 |
1 500 |
1 800 |
2 100 |
2 300 |
||
|
501 - 520 |
1 600 |
1 900 |
2 100 |
2 400 |
||
|
521 - 540 |
1 700 |
2 000 |
2 200 |
2 400 |
||
|
541 - 560 |
1 800 |
2 100 |
2 300 |
2 400 |
||
|
561 - 580 |
1 900 |
2 200 |
2 400 |
2 400 |
||
|
581 - 600 |
2 000 |
2 300 |
2 400 |
2 400 |
||
|
601 - 620 |
2 100 |
2 400 |
2 400 |
2 400 |
||
|
621 - 640 |
2 200 |
2 400 |
2 400 |
2 400 |
||
|
641 - 660 |
2 300 |
2 400 |
2 400 |
2 400 |
||
|
661 and above |
2 400 |
2 400 |
2 400 |
2 400 |
||
Table 9
Visual and non-visual aids and/or on-board equipment versus minimum RVR — multi-pilot aeroplanes
| Type of approach | Facilities | Lowest RVR for multi-pilot operations | Lowest RVR for single-pilot operations |
|---|---|---|---|
|
3D operations Final approach track offset ≤15° for category A and B aeroplanes or ≤5° for Category C and D aeroplanes |
Runway touchdown zone lights (RTZL) and runway centre line lights (RCLL) | No limitation | No limitation |
|
Without RTZL and / or RCLL but either using HUDLS or equivalent system; or using autopilot or flight director to the DH |
No limitation | 600 m | |
| No RTZL and / or RCLL, and not using HUDLS or equivalent system or autopilot or flight director to the DH | 750 m | 800 m | |
| 3D operations Final approach track offset >15° for Category A and B aeroplanes or > 5° for Category C and D aeroplanes |
RTZL and RCLL |
800 m | 1 000 m |
|
Without RTZL and RCLL but using HUDLS or equivalent system; or using autopilot or flight director to the DH |
800 m | 1 000 m | |
|
2D operations Final approach track offset ≤15° for category A and B aeroplanes or ≤5° for Category C and D aeroplanes |
Any | 750 m | 800 m |
|
2D operations Final approach track offset >15° for Category A and B aeroplanes |
Any | 1 000 m | 1 000 m |
|
2D operations Final approach track offset > 5° for Category C and D aeroplanes |
Any | 1 200 m | 1 200 m |
Table 10
Approach lighting systems — aeroplanes
|
Class of lighting facility |
Length, configuration and intensity of approach lights |
|---|---|
|
FALS |
CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line |
|
IALS |
Simple approach lighting system (HIALS 420 – 719 m) single source, barrette |
|
BALS |
Any other approach lighting system (HIALS, MALS or ALS 210 – 419 m) |
|
NALS |
Any other approach lighting system (HIALS, MALS or ALS < 210 m) or no approach lights |
-
For night operations or for any operation where credit for visual aids is required, the lights should be on and serviceable except as provided for in Table 15.
-
Where any visual or non-visual aid specified for the approach and assumed to be available in the determination of operating minima is unavailable, revised operating minima will need to be determined.