AMC1 CAT.OP.MPA.110 Aerodrome operating minima

Note that this is the text that was applicable before 30 October 2025

(a) General

(1) Take-off minima should be expressed as visibility or runway visual range (RVR) limits, taking into account all relevant factors for each aerodrome planned to be used and aircraft characteristics. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. ceiling, should be specified.

(2) The commander should not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than applicable minima for landing at that aerodrome unless a weather-permissible take-off alternate aerodrome is available.

(3) When the reported meteorological visibility (VIS) is below that required for take-off and RVR is not reported, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway is equal to or better than the required minimum.

(4) When no reported meteorological visibility or RVR is available, a take-off should only be commenced if the commander can determine that the visibility along the take-off runway is equal to or better than the required minimum.

(b) Visual reference

(1) The take-off minima should be selected to ensure sufficient guidance to control the aircraft in the event of both a rejected take-off in adverse circumstances and a continued take-off after failure of the critical engine.

(2) For night operations, ground lights should be available to illuminate the runway and any obstacles.

(c) Required RVR/VIS — aeroplanes

(1) For multi-engined aeroplanes, with performance such that in the event of a critical engine failure at any point during take-off the aeroplane can either stop or continue the take-off to a height of 1 500 ft above the aerodrome while clearing obstacles by the required margins, the take-off minima specified by the operator should be expressed as RVR/CMV (converted meteorological visibility) values not lower than those specified in Table 1.A.

(2) For multi-engined aeroplanes without the performance to comply with the conditions in (c)(1) in the event of a critical engine failure, there may be a need to re-land immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the height specified. The take-off minima specified by the operator should be based upon the height from which the one- engine-inoperative (OEI) net take-off flight path can be constructed. The RVR minima used should not be lower than either of the values specified in Table 1.A or Table 2.A.

(3) For single-engined turbine aeroplane operations approved in accordance with Subpart L (SET-IMC) of Annex V (Part-SPA) to Regulation (EU) No 965/2012, the take-off minima specified by the operator should be expressed as RVR/CMV values not lower than those specified in Table 1.A below.

Unless the operator is making use of a risk period, whenever the surface in front of the runway does not allow for a safe forced landing, the RVR/CMV values should not be lower than 800 m. In this case, the proportion of the flight to be considered starts at the lift-off position and ends when the aeroplane is able to turn back and land on the runway in the opposite direction or glide to the next landing site in case of power loss.

(4) When RVR or meteorological visibility is not available, the commander should not commence take-off unless he/she can determine that the actual conditions satisfy the applicable take-off minima.

Table 1.A

Take-off — aeroplanes (without an approval for low visibility take-off (LVTO))

RVR/VIS

Facilities	RVR/VIS (m)*
Day only: Nil**	500
Day: at least runway edge lights or runway centreline markings Night: at least runway edge lights and runway end lights or runway centreline lights and runway end lights	400

* The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.

** The pilot is able to continuously identify the take off surface and maintain directional control.

Table 2.A

Take-off — aeroplanes

Assumed engine failure height above the runway versus RVR/VIS

Assumed engine failure height above the take-off runway (ft)	RVR/VIS (m) **
<50	400 (200 with LVTO approval)
51 – 100	400 (300 with LVTO approval)
101 – 150	400
151 – 200	500
201 – 300	1 000
>300 *	1 500

*:    1 500 m is also applicable if no positive take-off flight path can be constructed.

**:    The reported RVR/VIS value representative of the initial part of the take-off run can be replaced by pilot assessment.