FLIGHT CREW

TRAINING DEPARTMENT

WIZZ
AIR LVO MANUAL (LVOM)

Revision 4/02-2018 | Wizz Air

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0 INTRODUCTION
0.1 SCOPE OF WIZZ AIR LVO MANUAL (LVOM)
Wizz Air LVO manual covers all training subjects as required in EASA regulation.
It is the reference manual for initial and recurrent LVO training for pilots.
In addition, the manual is an explanatory reference for LVO concepts and
procedures for daily operation in low visibility conditions and should be used in
conjunction with Wizz Air Operation Manual.

ADDITIONAL INFORMATION ABOUT THE MANUAL

 The manual is voluntary limited to types of operations authorised by
Wizz Air AOC and operated by Wizz Air type of aircraft (A320, A321).
 Some aspects of the regulation are omitted when they are not relevant
(requirements for Cat A, B and D aircrafts, use of HUDLS and EVS
systems).
 To make it practical, explanatory material contained in the manual
refers as much as possible to legends and coding of Wizz Air electronic
route manual (Lido eRoute Manual).
 Text in small italic letters contains secondary information that is either
not part of formal required technical knowledge for LVO qualification or
which presence in the text permits better understanding of an overall
process.
 The manual is published under the responsibility of Wizz Air Training
Department. Its content is approved by Flight Ops Department and is
compliant with Wizz Air Operating Manual. In case of discrepancies, OM
remains the reference. The manual will be amended according further
changes in Wizz Air SOPs, regulations and aircraft certification.

0.2 DEFINITION AND OBJECTIVES OF LVO

DEFINITION
LVO operations include:
 Take-off with RVR < 400m;
 CAT II, CAT III approaches.
 Operational requirements to conduct Lower Than Standard CAT I
approaches (LTS CAT I) and Other Than Standard CAT II approaches
(OTS CAT II).

Despite documented in the manual, LTS CAT I and OTS CAT II

operations are NOT ALLOWED. They will be introduced in the future
according further operational needs and approval.

Note: despite not formally part of LVO operations, all other IFR operations often
refers to LVO concepts (RVR, LVP, aircraft and aerodrome systems and
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requirements). Consequently, operation of a modern aircraft in the actual

aviation infrastructure and regulation always requires precise knowledge and
proper understanding of systems and procedures commonly associated with
LVO.

OBJECTIVES
The objectives of Low Visibility Operations (LVO) are to provide a level of safety
equivalent to other flight operations, but in more adverse weather conditions
and lower visibility.
LVO is certainly the most demanding way to operate an aircraft and an
aerodrome. When low visibility operations are taking place, operations on the
ground affect operations in the air much more than in good visibility, when
pilots can see what is happening. LVO can only be conducted when
aircraft, crews, ground equipment and air and ground traffic control
ALL comply with more stringent requirements than normal.

A BIT OF HISTORY
The first automatic landing without visual reference took place in 1963 at
Toulouse and the first aircrafts to be certified to CAT III standards were the
Sud Aviation Caravelle and the Hawker-Siddley Trident. The first automatic
landing during commercial flight took place in January 1969 in Paris-Orly.
Since then, many aircraft were granted approval for Category III operations.
Main LVO concepts were developed in UK as a result of the frequent occurrence
of very low visibility conditions in winter in North-west Europe. The severity of
fog was exacerbated in the late 1940s and 1950s by the prevalence of carbon
(coal) burning heating and power generation. Cities like London, Manchester,
Glasgow, Amsterdam, Brussels, Paris, Zurich and Milan were particularly
affected and the visibility at these times could become as low as a few meters.
During this period, major airlines suffered a number of accidents during
approach and landing in poor visibility, which caused it to focus on the problems
of how pilots could land safely in such conditions.
Actual equipment, regulations and procedures associated with LVO
came through researches to provide technical answers to the following
problematic:
 In such low visibility there is very limited visual information available which
can be extraordinarily easy to misinterpret, especially when the
requirement to assess it is combined with a requirement to simultaneously
fly the aircraft on instruments. This led to:
- The development of autopilots able to precisely fly an ILS approach
down to (an even below) the minimum decision height (DH);
- The introduction of what is now widely understood as the “monitored
approach” and the introduction of precise task-sharing whereby the
autopilot is assigned the task of accurately flying the approach while the
monitoring pilot (PM) supervises instruments indications and the pilot
flying (PF) assesses the visual cues available at DH, taking control to
execute the landing at DH once satisfied that the aircraft is in the correct
place and on a safe trajectory for a landing (typical CAT II operation
without autoland system).
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 To cope with lower than CAT II visual cues such that manual landing cannot
be considered, the airborne system should be able to perform the flare and
rollout. With an angular signal system such as ILS, to maintain the required
level of safety, as altitude decreases all tolerances must be decreased in
both the aircraft system and the broadcasted signal. In addition, despite a
LOC signal might stay available for lateral control during flare and rollout,
vertical guidance for flare cannot be provided by a GS signal (reflexion of
runway below 100 FT). This led to:
- The development of autoland systems including flight control
computers, known as AFCS – Automatic Flight Control System -
including an ALS (Auto Land System), automatic speed control
(autothrottle, autothrust) and accurate radio-altimeters. Basic electro-
mechanic autoland systems were improved through 4 decades and are
nowadays full integrated electronic devices.
 From a safety perspective, in such visibility requiring an autoland, failure of
the airborne system during short final, flare or rollout could be catastrophic
as the flight crew may not have time and minimum visual cues to effectively
respond. For this reason, the certification of autoland systems includes
requirements for a high degree of redundancy and unambiguous alarms in
case of failure. In addition, crew must be provided with clear procedures
and associated training program so as to be able to effectively monitor,
decide and respond to malfunctions in real time.
 Increase reliance on ground and airborne systems and regular commercial
aviation operation in low visibility imposes:
- Enhanced aerodrome equipment and maintenance requirements (ILS,
ILS protection area, signalisation, standby power etc);
- Enhanced flight crew and airport personnel training (ATC, maintenance,
vehicle drivers, etc). Crew must be able to apply precise operating
procedures including ground operation in low visibility conditions and
recognition and appropriate reaction on potential failures in both
airborne and ground equipment. Airport personnel must be familiar with
aerodrome procedures related to LVO.
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1 GENERAL CONCEPT
This chapter addresses some essential definitions and concepts for CAT II or
CAT III operations.

1.1 CATEGORY II

CATEGORY II DEFINITIONS
EASA definition:

Category II (CAT II) operation means a precision instrument approach and

landing operation using ILS or MLS with:
(a) DH below 200 ft but not lower than 100 ft; and
(b) RVR of not less than 300 m;

Wizz Air OM A definition:

Category II operation is a precision instrument approach and landing using ILS

or MLS with a decision height (DH) below 200 ft but not lower than 100 ft, and
a runway visual range (RVR) of not less than 300 m. The decision height shall
not be lower than:
 the minimum decision height specified in the AFM, if stated; or
 the minimum height to which the precision approach aid can be used
without the required visual reference; or
 the OCH for the category of airplane; or
 the decision height to which the flight crew is authorized to operate; or
 100 ft.
A manual landing may be planned from a Category II Low Visibility Approach,
but it is not recommended in Wizz Air.

The definitions refer to the concepts of Decision Height (DH) and Runway
Visual Range (RVR), which will be explained later in this chapter.

CAT II OBJECTIVE (Ref.: Getting to grips with Cat II and Cat III)

The main objective of CAT II operations is to provide a level of safety

equivalent to other operations, but in more adverse weather conditions and
lower visibility.
The desired level of safety is achieved through:
 Airborne equipment,
 Non-visual aids (ILS facility),
 Visual aids (runway marks, lighting systems),
 Flight crew training,
 Flight crew procedures,
 ATC procedures,
 Aircraft maintenance,
 Airfield maintenance,
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 Criteria for obstacle clearance.

CAT II weather minima has been established to provide sufficient visual
references at DH to permit a manual landing (or a missed approach) to be
executed (it does not mean that the landing must be made manually).
NOTE: By Wizz Air OM-A Category II precision approaches definition - “A
manual landing may be planned from a Category II Low Visibility Approach,
but it is not recommended in Wizz Air.”

1.2 CATEGORY III

A CAT III operation is a precision approach at lower than CAT II minima.
CAT III is divided in three sub-categories: CAT III A, CAT III B, and CAT III C,
associated with three minima levels (CAT III A is associated with highest
minima, and CAT III C with lowest minima).

1.2.1 CAT III A DEFINITIONS

EASA definition

Category IIIA (CAT IIIA) operation means a precision instrument

approach and landing operation using ILS or MLS with:
(a) DH lower than 100 ft; and
(b) RVR not less than 200 m;

Wizz Air OM A definition:

A precision instrument approach and landing using ILS or MLS with:

 A decision height lower than 100 ft; and
 A RVR not less than 200 m.

1.2.2 CAT III B DEFINITIONS

EASA definition
Category IIIB (CAT IIIB) operation means a precision instrument
approach and landing operation using ILS or MLS with:
(a) DH lower than 100 ft, or no DH; and
(b) RVR lower than 200 m but not less than 75 m;
Wizz Air OM A definition:
A precision instrument approach and landing using ILS or MLS with:
 A decision height lower than 50 ft, or no decision height; and
 A RVR lower than 200 m but not less than 75 m.

Note: At Wizz Air for CAT IIIB operations 'no decision height' is used. CATIIIB operations
with 'decision height' is not approved
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1.2.3 CAT III C DEFINITION

ICAO definition
A category III C approach is a precision approach and landing with no decision
height and no runway visual range limitation.
CAT III C operations are not currently authorized and EASA does not mention
this sub-category.

CAT III OBJECTIVE (Ref.: Getting to grips with Cat II and Cat III)

The main objective of CAT III operations is to provide a level of safety

equivalent to other operations but in the most adverse weather conditions and
associated visibility.
In contrast to other operations, CAT III weather minima do not provide
sufficient visual references to allow a manual landing to be made. The minima
only permit the pilot to decide if the aircraft will land in the touchdown zone
(basically CAT III A) and to ensure safety during rollout (basically CAT III B).
Therefore an automatic landing system is mandatory to perform Category III
operations. Its reliability must be sufficient to control the aircraft to touchdown
in CAT III A operations and through rollout to a safe taxi speed in CAT III B
(and CAT III C when authorized).
Note about automatic landing: Automatic landing is not directly connected to
CAT III. An automatic landing system is only an equipment providing automatic
control of the aircraft during the approach and landing and is not related to
particular weather conditions. This system is mandatory for all CAT III
operations. However, it is a common practice to perform automatic landing in
good visibility but in that case, the ILS performance must be sufficient and ILS
signals protected.
As for CAT II operations, the desired level of safety is achieved with more
stringent requirements.

1.3 DECISION HEIGHT AND ALERT HEIGHT (REF.: GETTING TO

GRIPS WITH CAT II AND CAT III)

In CAT II / CAT III regulations, two different heights are defined:

 Decision Height (DH),
 Alert Height (AH).

DECISION HEIGHT DEFINITION

Decision height is the wheel height above the runway elevation by which a go-
around must be initiated unless adequate visual reference has been
established and the aircraft position and approach path have been assessed as
satisfactory to continue the approach and landing in safety.
In this definition, runway elevation means the elevation of the highest point in
the touchdown zone. According to the regulations, the DH recognition must be
by means of height measured by radio-altimeter.
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For specific data about decision heights and visual references, see LVOM 7.3.2
and 7.3.3

ALERT HEIGHT DEFINITION

An Alert Height is a height above the runway, based on the characteristics of
the aeroplane and its fail-operational automatic landing system, above which
a Category III approach would be discontinued and a missed approach initiated
if a failure occurred in one of the redundant parts of the automatic landing
system, or in the relevant ground equipment (ICAO).
Airbus FCOM gives the following definition for the AH:
The alert height is the height above touch down, above which a CAT3 autoland
would be discontinued and a missed approach executed, if a failure occurred
in either the airplane systems or the relevant ground equipments.
Airbus FCTM however, gives the combination of both definitions:
The Alert Height (AH) is the height above the runway, based on the
characteristics of the aeroplane and its fail-operational automatic landing
system, above which a CATIII approach would be discontinued and a missed
approach initiated if a failure occurred in one of the redundant parts of the
automatic landing system, or in the relevant ground equipment.
In other AH definitions, it is generally stated that if a failure affecting the fail-
operational criteria occurs below the AH, it would be ignored and the approach
continued (except if AUTOLAND warning is triggered). The AH concept is
relevant when CAT 3 DUAL is displayed on FMA.
On single aisle Airbus family, the AH =100 ft.

DECISION HEIGHT AND ALERT HEIGHT CONCEPT

Decision height concept:
Decision height is a specified point in space at which a pilot must make an
operational decision. The pilot must decide if the visual references adequate to
safely continue the approach have been established.
 If the visual references have not been established, a go-around must be
executed.
 If the visual references have been established, the approach can be
continued. However, the pilot may always decide to execute a go-around
if sudden degradations in the visual references or a sudden flight path
deviation occur.
In Category II operations, DH is always limited to 100ft or Obstacle Clearance
Height (OCH), whichever is higher. In Category III operations with DH, the DH
is lower than 100ft (typically equal to 50ft for a fail-passive automatic landing
system and 15-20ft for a fail-operational automatic landing system).
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The DH is measured by means of radio-altimeter.

When necessary, the published DH takes into account the terrain profile before
runway threshold.
Alert height concept:
Alert height is a height defined for Category III operations with a fail-
operational landing system.
 Above AH, a go-around must be initiated if a failure* affects the fail-
operational landing system.
* The list of these failures is mentioned in the AFM.

 Below AH, the approach will be continued (except if AUTOLAND warning

is triggered).
The AH is evaluated during aircraft certification; it is set at 100ft for A300,
A310, A319, A320, A321 and 200ft for A330, A340.
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The AH is only linked to the probability of failure(s) of the automatic landing

system. Operators are free to select an AH lower than the AH indicated in the
AFM but not a higher value. Airbus procedures include both AH and DH
concepts for all Fail-operational (see later) Category III operations.

1.4 RUNWAY VISUAL RANGE (REF.:GETTING TO GRIPS WITH CAT II

AND CAT III)

RUNWAY VISUAL RANGE DEFINITION

Runway Visual Range (RVR) is the range over which a pilot of an aircraft on
the centerline of the runway can see the runway surface markings or the lights
delineating the runway or identifying its centerline (ICAO/EASA).

RUNWAY VISUAL RANGE CONCEPT

Category II and III operations require rapidly updated and reliable reports of
the visibility conditions which a pilot may expect to encounter in the touchdown
zone and along the runway.
RVR measurements replace the use of Reported Visibility Values (RVV) which
is not appropriate for conditions encountered during the final approach and
landing in low visibility, because the visibility observations are often several
miles away from the touchdown zone of the runway.
Note: RVR is not the Slant Visual Range (SVR). SVR is the range over which a
pilot of an aircraft in the final stages of approach or landing can see the
markings or the lights as described in RVR definition.

RUNWAY VISUAL RANGE MEASUREMENTS

For Category II and Category III operations, the RVR measurements are
provided by a system of calibrated transmissometers and account for the
effects of ambient background light and the intensity of runway lights.
Transmissometer systems are strategically located to provide RVR
measurements associated with three basic portions of a runway:
 the touchdown zone (TDZ),
 the mid-runway portion (MID), and
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 the rollout portion or stop end.

For Category II operations the TDZ measurement is required, and for Category
III operations the TDZ and MID measurements are mandatory. But for CAT III
operations with the lowest weather minima, the three measurements are
normally required.
Note: For CAT III without DH, EU OPS requires only one RVR measuring point
on the runway.

ESTABLISHMENT OF RVR MINIMA

In Category II and Category III operations, the minima are expressed in terms
of DH and RVR. It is relatively simple to establish the DH. But it is more difficult
to establish the RVR to be associated with that DH in order to ensure the
required visual reference (three-light segment).
Theory of RVR minima determination (ECAC document n°17)
The basic principles for the establishment of RVR minima are that the scale of
visual reference required by a pilot at and below DH depends on the task that
he has to carry out and that the degree to which his vision is obscured depends
on the nature of the meteorological phenomena which creates the low visibility
conditions.
" ... the task that he has to carry out ... "
Research using flight simulators and flight tests have shown that:
1. most pilots require visual contact to be established about three seconds
above DH though it has been observed that this reduces to about one second
when a fail-operational automatic landing system is being used;
2. to establish lateral position and cross-track velocity, most pilots require to
be able to see not less than a three-light segment of the centerline of the
approach lights, or runway centerline, or runway edge lights;
3. to maintain a lateral level, most pilots require to be able to see a lateral
element of the ground pattern, i.e. an approach lighting cross-bar, the landing
threshold, or a barrette of the touchdown zone lighting;
4. to make an accurate adjustment to the flight path in the vertical plane, such
as a flare, using purely visual cues, most pilots require to be able to see a point
on the ground which has a low or zero rate of apparent movement relative to
the aircraft.
Minimum visual segments at DH have been established for each category.
Typical values are 60m for CAT III and 90m for CAT II automatic landing and
225m for CAT II with manual landing.
Note: The visual segment is the runway segment that a pilot can see from his
position.
Correlation between visual segment: SVR ; RVR
A formula can be used to compute the SVR required for the pilot to acquire
visually the specified visual segment, at the DH for a particular operation.
SVR = √[( v+(h * cotan w) )² + h²] (purely geometrical relation)
v: visual segment (m)
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h: pilot's eye height above ground level (m)

w: Cockpit cut-off angle (°) = Down vision angle (°) - pitch angle (°)

"... nature of the meteorological phenomena..."

With regard to fog structure, data gathered in the United Kingdom over a 20
year period have shown that in deep stable fog there is a 90 % probability that
the slant visual range from eye heights higher than 15 ft above the ground will
be less than the horizontal visibility at ground level, i.e. RVR. There are at
present no data available to show what the relationship is between the slant
visual range and RVR in other low visibility conditions such as blowing snow,
dust or heavy rain, but there is some evidence in pilot reports that the lack of
contrast between visual aids and the background in such conditions can
produce a relationship similar to that observed in fog.
Other more or less sophisticated methods, have been used in the past. But
with recent experience, it has been found that with the improvement in the
performance of visual aids, and the increased use of automatic equipment in
the new larger aircraft, most of the variables cancel each other out and a
simple tabulation can be constructed which is applicable to a wide range of
aircraft.
Additional information on pilot's eye position
The pilots must realize the importance of eye position during low visibility
approaches and landing. A too-low seat adjustment may greatly reduce the
visual segment. When the eye reference position is lower than intended, the
already short visual segment is further reduced by the cut-off angle of the
glareshield or nose.
Airbus aircraft are equipped with an eye position indicating device. The
optimum eye position is obtained when the pilot sees the red indicator ball
covering the white ball.
Additional information on landing lights
Use of landing lights at night in low visibility can be detrimental to the
acquisition of visual references. Reflected lights from water droplets or snow
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may actually reduce visibility. Landing lights would therefore be considered not
to be used in Category III weather conditions.

VISUAL SEGMENT AT DH=100ft WITH RVR 350m (TYPICAL CAT II)

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VISUAL SEGMENT AT DH=50ft WITH RVR 200m (TYPICAL CAT III A)

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1.5 FAIL-PASSIVE AUTOMATIC LANDING SYSTEM

EASA:

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.

Airbus FCOM:

FAIL-PASSIVE AUTOMATIC LANDING SYSTEM

An automatic landing 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. A CAT3 SINGLE system is a fail-
passive automatic landing system.

Note: With a fail-passive automatic landing system the pilot assumes control
of the aircraft after a failure.

Below 100 ft (radio altimeter), the FMGS freezes the landing capability until
LAND mode is disengaged or both APs are off. Therefore a failure occurring
below 100 ft does not change the category of the system.

On Airbus aircraft since the A320, fail-passive capability is announced by the

display of CAT 3 SINGLE on the PFD.

PFD on A340

1.6 FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM

EASA:

Fail-operational flight control system means a flight control system with

which, 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-passive system.

Airbus FCOM:

FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM

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An automatic landing system is fail-operational if, in the event of a failure

below alert height, the remaining part of the automatic system allows the
aircraft to complete the approach, flare, and landing. A CAT 3 DUAL system is
a fail-operational automatic landing system.

Note: In the event of a failure, the automatic landing system operates as a

fail-passive system.

On Airbus aircraft since the A320, fail operational capability is announced by

the display of CAT 3 DUAL on the PFD.

PFD on A340

1.7 CONCEPT OF MINIMA

Regulations often use the term minima. In fact, this term could refer to
different concepts:

1. Airfield operating minima: established in accordance with the airport

authority and published on approach charts.
2. Operator's minima: lowest minima that an operator is allowed to use at
a specified airfield, following an approval from its operational authority.
3. Crew minima: lowest minima that the crew is authorized to operate,
depending on the crew qualification.
4. Aircraft minima: lowest minima which have been demonstrated during
aircraft certification. These minima are indicated in the AFM.

For all CAT II / CAT III operations, these minima consist of a DH and an RVR.
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2 LVO ENVIRONMENT
2.1 MAIN PHENOMENA’S AFFECTING VISIBILITY
FOG
Fog is the main cause of LVO conditions.

PRECIPITATIONS
Heavy rain, snow or hail showers might reduce the visibility to LVO thresholds.
In such cases, significant windshear conditions may be present.

DUST – FUMES – INDUSTRIAL FOGS

Air pollution can considerably affect visibility. In certain cases, LVO thresholds
can be reached. Visibility degradation is caused by absorption and scattering
of light by particles and gases in the atmosphere, thereby decreasing the
contrast between objects and the background sky (especially sunny skies).

2.2 TYPICAL EUROPEAN FOG

Fog [FG] is the suspension of microscopic water droplets in the air that reduces
surface visibility to less than ONE kilometre. Formation of fog always requires
the presence of both humidity and condensation nuclei’s.
Condensation nuclei are small particles made of dust, ashes (fires, volcano),
industrial smokes, pollen, salt, etc. about which water droplets coalesce (Water
requires non-gaseous surface to transit from vapour to liquid).
Large concentrations of condensation nuclei’s promote fog in areas with lower
humidity and/or results in thicker type of fog.
In Europe, the two most prominent types of fog are:
 Radiation fog;
 Advection fog.
Other possible types of fog are terrain induced fog (upslope fog,
mountain/valley breeze) and rain/post-frontal fog.

Radiation Fog
The low-level ingredients required to generate radiation fog are:
 Moisture;
 Rapid cooling (typical condition: clear sky*);
 Calm or light winds and dry air aloft** (typical low level anticyclones);
*When skies are OVC, less than 10% of the radiation emitted by the earth escapes to
space. Clear skies allow up to 30% of the radiation to escape the atmosphere. The lower
the level of an overlying cloud layer, the more it can reduce radiative cooling.
**Dry air aloft enhances radiative cooling at the surface.
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Initiation and growth phases

Radiation fog forms at night/early morning when heat absorbed by the earth’s surface
during the day is radiated into space.
As the energy escapes, the ground surface cools rapidly and induces cooling of the
lowest few meters of the atmosphere (shallow fog). If there is enough water vapour in
the air, the low-level air saturates. A fog layer forms and expands horizontally and
vertically. The initial fog is often patchy due to variations in humidity and rate of
radiational cooling (surface composition vegetation, etc.).
When the fog depth reaches several meters, the fog begins to absorb and re-emit
radiation originating from the earth. This slows the rate of cooling at the surface and
the fog top becomes the level at which radiative cooling and condensation processes
are most active (mature fog).
Radiation fog varies in depth from 1m (shallow fog) to about 300m. It usually remains
stationary. Radiation fog layer typically deepens until it reaches a height where wind is
strong enough and induces sufficient fog-top mixing to stop the growth.
Dissipation phase
Dissipation is mainly due to the effect of solar radiation heating the ground. However,
the following secondary mechanisms contribute to the process of clearing fog:
 Soil characteristics (the presences of wet ground or snow cover slow diurnal
warming after sunrise and prolong the maintenance phase of fog);
 Secondary heating process within the fog layer (air warms as it absorbs the
heat energy, causing its temperature to rise and relative humidity to fall);
 Settling of fog droplets (the depth of a fog layer decreases when the droplet
formation rate cannot keep up with the settling rate [typically 1 cm/sec]);
 Changes in wind: Moderate to strong low-level wind can cause fog to dissipate
both at the fog top and near the surface;
 Advection of clouds above the fog layer.
During the dissipation phase, the depth, areal coverage, and intensity of the fog
diminish. The duration of this phase can vary from less than an hour to half a day.

Advection Fog
Advection Fog is the result of condensation caused not by a reduction in surface
temperature, but by the horizontal movement of warm moist air over an
already colder surface. There are mainly 2 types of advection fog:
 See fog which forms at sea when warm air associated with warm
current drifts over a cold current and condensation takes places. Such
fogs are sometimes drawn inland by low pressure.
 Advection fog caused by moist maritime air drifting over a cold inland
area (at night when temperature of land drops due to radiational
cooling)
Formation of advection fog is a dynamic process (light to moderate winds in low levels)
and concerns large-scale mass transport. Although local and radiative processes are
secondary in formation of advection fog, they affect the intensity of the event.
The dissipation processes for advection fog are the same as for radiation fog. However,
as long as the strength of the formation phenomena is higher than dissipation, the fog
lasts (duration can be several days). Typically, strong advection fog dissipates with a
change of wind.
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Main characteristics of Radiation and Advection Fog

RADIATION FOG
Caused by nocturnal cooling at
ORIGIN
and/or near the ground surface
Forms and completes its life
LOCATION
cycle “in situ”
COVERAGE Localized (stays in one place)
In general shallower than
DEPTH advection fog. Typical 1m
(shallow fog) to 300 m (1000 FT)
Tends to form late at night or in
TIME OF early morning hours. Can also
DAY form following precipitation that
clears near or after sunset
Generally < 24h
DURATION
Often dissipates in the afternoon
Considerable variation depending
on many parameters (season,
INTENSITY wind, soil, overlying clouds, etc.)
Within an events, change of
density may be sudden
WIND Generally 5 KT or less
ADVECTION FOG
Develops when warm air moves
over a colder underlying surface
Dynamic process, advection of
moisture
Advects over large area and
great distances
Vary considerably with the
boundary layer (rarely shallow
fog, can extend up to 3000 FT)
Any time of day but develops
mainly in late afternoon or
evening hours over coastal areas
Can last several days depending
on wind/temperature conditions
Range from thin to dense. Dense
conditions may cover larger area
than radiation fogs, but changes
in intensity tend to be more
gradual than with radiation fog
Light (<10KT) to up to 20 KT

Other types of Fog

TERRAIN-INDUCED FOG

UPSLOPE FOG
Upslope fog forms when light winds push moist air up a hillside or
mountainside to a level where the air becomes saturated and condensation
occurs. This type of fog usually covers a large area and is often long-lasting.

When there is sufficient flow for the air to make

it over the terrain barrier, the mechanical uplift
provided by the mountain barrier can cause
lower ceilings, fog, and precipitation. Much of the
impact on ceilings and visibility is found near the
crest of the terrain barrier. In these situations,
the clouds, fog, and precipitation can quickly
dissipate once the upslope component ends.
The flow may be blocked if not strong enough to
go over the topography. This situation occurs
when the atmosphere is highly stable and/or the
flow toward the mountain barrier is relatively
weak. Much of the impact on ceilings and
visibility is found along the lower portions of the
terrain and upstream of the terrain barrier. The
low ceilings are found at the level of the
minimum lifted condensation level. This event is
often long-lasting.
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MOUNTAIN/VALLEY BREEZE
Mountain and valley breezes are two
complementary components of a diurnal
circulation. Their formation and intensity depend
on the surface temperature contrast created by
daytime heating and night-time cooling, which
are both enhanced by clear skies and dry ground.
Slope orientation to the sun, as well as the
direction of the prevailing wind flow affect the
strength and evolution of mountain-valley
breezes.
Valley breeze begins as the morning sun heats
south-east facing slope. With high relative
humidity this sometimes results in low clouds
and fog 'climbing' the mountain. The valley fog
clears-up when the convection breaks the
inversion. The valley breeze reaches its maximum intensity in the afternoon.
At night, the circulation reverses itself. The mountain slopes lose their heat, cooling the
air in contact with them which continuously sinks down the mountain slopes, and
initiates weak compensating rising motions in the valley. This flow pattern is called
mountain breeze.
Throughout the night, the valley continues to cool due to both drainage and radiative
heat losses and fog may form in the valley, especially it contains a local moisture source.
A typical example is the Po valley (north Italia) where the fog can be persistent.

RAIN, FRONTAL FOG

PRE-WARM FRONTAL
Fog and very low ceilings often form in the cold side of a warm front boundary
as the warm air overruns the cold wedge. Fog and stratus are especially likely
if precipitation is falling through the cold air (which reach saturation), especially
if the underlying surface is very moist and cold, such as with the presence of
snow cover).
The fog forms poleward of the warm front.

POST-COLD FRONTAL AND STATIONARY FRONTS

The same phenomena (warm overrunning precipitation falling into the cold air,
causing saturation of surface-based cold layer) is observed in post cold fronts
and stationary fronts. However, the occurrence and intensity are lower.
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ICE FOG – FREEZING FOG

Ice fog forms when temperature is well below freezing point (< -20C). It is
composed entirely of ice crystals and occurs only in Arctic / Polar air.
Freezing fog is composed of supercooled water droplets which freeze when
colliding with an object. It is frequent in northern Europe in winter period.

2.3 VISUAL REFERENCES IN LOW VISIBILITY

RVR (Runway Visual Range)

The Runway Visual Range (RVR) is the range over which a pilot of an aircraft
on the centerline of the runway can see the runway surface markings or
the lights delineating the runway or identifying its centerline (ICAO).
RVR measurements replace the use of classical visibility values which are not anymore
appropriate for conditions encountered during take-off, final approach and landing in
low visibility.
The RVR is the only reliable fog parameter that is quickly and accurately
measurable.
RVR measurements are provided by a system of calibrated transmissometers located at
strategic points near the runway (see LVOM 3.5).

Visual Segment – SVR (Slant Visual Range)

DEFINITION OF SLANT VISUAL RANGE
The SVR is the limit of the forward vision of the pilot through the fog
(range over which a pilot of an aircraft in the final stages of approach /landing
or in take-off position can see the markings or the lights).

VISUAL SEGMENT DURING APPROACH AND LANDING

The visual segment is the runway segment that a pilot can see from his
position as defined in the picture below:
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The pitch of the aircraft and the seating position of the pilot define the cut-off
angle.
Assuming a constant SVR (ideally equal to the RVR):
 The visual segment INCREASES and the obscured segment DECREASES
if:
 RA height decreases;
 Pitch decreases.

THEORETICAL REQUIRED VISUAL SEGMENT DURING LVO APPROACHES

Research and flight tests have shown that:
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 To properly assess required visual references, most pilots require visual contact
to be established about 1 to 3 seconds above DH depending on the type of
landing (manual, autoland);
 To establish lateral position and cross-track velocity, most pilots require to be
able to see not less than a three-light segment of the centerline of the approach
lights, or runway centerline, or runway edge lights;
 To maintain a lateral level, most pilots require seeing a lateral element of the
ground pattern, i.e. an approach lighting cross-bar, the landing threshold, or a
barrette of the touchdown zone lighting;
 To make an accurate adjustment to the flight path in the vertical plane (such
as a flare) using purely visual cues, most pilots require to see a point on the
ground which has a low or zero rate of apparent movement relative to the
aircraft.
According above statements, minimum typical values of the visual segments should be
not lower than:
 60m for CAT III with DH=50ft and autoland;
 90m for CAT II with autoland;
 225m for CAT II with manual landing.

INFLUENCE OF THE STRUCTURE OF FOG ON THE VISUAL SEGMENT DURING

LANDING
There is an infinite variation of fog conditions. The concentration and size of
water droplets with height is variable (vertical structure) and the density of fog
can be considerably variable in the horizontal plan (nature of soil, humidity).
This is especially the case in the dissipation phase.
Since RVR is a measurement of a horizontal sample along the runway at a low
height (between 5 and 10m above the ground) it ignores vertical and
horizontal density changes.
Despite in a conventional fog layer the visual segment increases when the
aircraft closes the ground, there are exceptions. It is better to make no
assumptions about visual reference from the reported RVR.
The experience shows that:
 In a typical fog layer, the density of fog increases with height. As a
consequence, the SVR is less than the RVR. Only at very low height (50 FT), the
SVR is nearly equal to the RVR. Once visual references are obtained, the visual
segment increases rapidly as the airplane is closing the ground.
 In shallow fog and in non-conventional fog (when the density is quickly
increasing near the surface), sudden reduction of visual segment may be
experienced at low height. This phenomena typically occurs around 100 FT and
thus, mainly affects CAT II operations.
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VISUAL SEGMENT DURING TAKE-OFF

The visual segment available during take-off is related to the aircraft type (and
pilot seating position).

For the A320, the visual segment available with a RVR equal to 125m is
112,5m (assuming correct pilot seating position).
Among other requirements, to perform take-off with RVR between 150m
and 125m, regulation requires a minimum visual segment of 90m to be
available from the cockpit during the take-off run with the minimal authorized
RVR.
Consequently the A320 has the capability to be operated with 125m RVR
at take-off.

Importance of correct seating position – cut-off angle

Pilots must realize the importance of eye position during low visibility operations. A too-
low seat adjustment may greatly reduce the visual segment. When the eye reference
position is lower than intended, the already short visual segment is further reduced by
the cut-off angle of the glare-shield or aircraft nose.
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ADJUSTMENT OF SEATING POSITION FOR THE A320

When the pilot is properly seated, the A320 ideally provides a 20° down vision
angle.
The following procedure should be used to adjust the
seating position:
 Rough out the position using the cockpit
mounted adjustment device. The optimum eye
position is obtained when the pilot sees the red
indicator ball covering the white ball.
 Then adjust seating as high as possible enabling
proper reading of FMA.
Sitting 1cm too low reduces the cut-off angle of 1° which
results in a loss of 10m of the visual segment at 100 FT.

2.4 MISCELLANEOUS VISUAL ILLUSIONS IN LOW

VISIBILITY
 In addition to reduced visibility, fog provokes false perception of
distance and height: the runway appears farther and higher than it is
in reality. Perception of distances is further altered by rain/snow.
 In shallow fog, especially at night, the runway and/or approach lights
can be visible from a great distance despite the RVR indicates low
visibility. During the approach, the visual segment can suddenly
considerably decrease.
 A sudden reduction of the visual segment means the forward limit of
visibility moves closer (down the windscreen). This might be interpreted
as an un-commanded pitch-up and may induce an erroneous pitch-
down correction close to the ground (high rate of descent, hard
touchdown). This situation can be avoided by proper task-sharing and
scanning of instruments.
 Variation in the brightness (decrease) of adjacent part of the
approach/runway lighting (approach/runway lights – TDZL – CL)
always induce a decrease in pilot’s forward vision and can be
interpreted as a sudden change in density of fog.

2.5 EFFECTS OF PRECIPITATION, ICE ACCRETION, LOW-

LEVEL WIND-SHEAR AND TURBULENCE
PRECIPITATIONS
Perception of distances in LVO conditions is further altered by precipitations
(rain/snow). This additional disturbance is re-enforced by improper use of
external lighting (landing lights, strobes) during take-off and landings.
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ICING CONDITIONS
Icing conditions do not provide specific additional disturbance to low visibility
operations. Flight crew should always remember that freezing fog can very
quickly heavily contaminate the airframe.

TURBULENCE AND WINDSHEAR

Although turbulences and low level windshear are rarely associated with LVO
conditions, their presence must always led to extreme caution and the
decision of continuing an approach in such conditions should be taken with
regards to the following 2 main associated factors:
 An autoland system is not designed to cope with sudden variation of
wind direction and velocity (unstable flight parameters [speed, heading,
rate of descent]). Strict adherence to aircraft limitations must be
observed;
 Human perception and judgment of visual references and aircraft
attitude in low visibility is highly affected by sudden changes of fly
parameters (pitch, heading, rate of descent) and might disorient the
pilot.

3 AERODROME REQUIREMENTS
Required aerodrome equipments for low visibility operations are defined and detailed in
ICAO ANNEXES 10 AND 14, ECAC DOC 17 and PAN-OPS 8168.

To operate LVO approaches and take-offs, OPS regulation requires aerodromes

to be approved and Low Visibility Procedures (LVP) to be enforced.

3.1 RUNWAY
LENGTH: there is no specific requirement for LVO (runway length is an
operational limitation).
WIDTH: for many aircrafts (including the A320), autoland systems are limited
to runway with a width ≥ 45m).
SLOPE: it is recommended that for the first and the last quarter of the length of the
runway the slope does not exceed 0.8%. In addition, slope changes before the threshold
(60m wide, 200m long) must be kept to a maximum of 2% per 30m (this limitation is
due to the fact that automatic landing systems use radio altimeter and a rapid slope
change could disturb the landing).
OBJECTS ON RUNWAY STRIPS: it is recommended that no fixed object
(other than frangible visual aids) is installed within 60m of the centreline.
During landing, no mobile objects are permitted in the same area.
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3.2 OBSTACLES CLEARANCE

Obstacle Clearance Height (OCH)

OCH: lowest height above the elevation of the relevant runway threshold
used to establish compliance with appropriate obstacle clearance
criteria.
When an operator establishes his operating aerodrome minima, he must take into
account the OCH only for CAT II operation. The minimum DH for CAT II is always
equal to or higher than any OCH mentioned in the aerodrome chart. OCH is a function
of the category of aircraft (C for A320).
For CAT III approaches, OCH is not taken into account. The missed approach must
always be protected from a point on the runway located 900m after the threshold.

Obstacle Free Zone (OFZ)

The Obstacle Free Zone is established to protect CAT II and III approaches
below decision height (DH) and in the event of a balked landing (or go-
around) after DH. A go-around initiated beyond the end of the TDZ lighting is
unlikely to be contained within the OFZ.
The OFZ is a complex volume including transitional surfaces and inner surfaces. The
airspace above the inner approach surface, inner transitional surfaces, and balked
landing surfaces and that portion of the strip bounded by these surfaces must not be
penetrated by any fixed obstacle other than a low-mass and frangible mounted and
required for air transportation purposes.

DETERMINATION OF OCH
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OBSTACLE FREE ZONE (OFZ)

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3.3 VISUAL AIDS

Surface markings

3.3.1.1 Runway Markings

Runway Markings are white and include:
 Runway designation marking (2 digits [+“L”/“C”/“R” for parallel
runways]);
 Threshold, edge and centerline markings;
 Displaced threshold markings: when there are obstructions on the
approach or where the first portion of the pavement is unfit for the
movement of aircraft. Where displacement is of a temporary nature,
e.g. to accommodate runway maintenance, the normal threshold
markings will be obscured and the appropriate Displaced Threshold
Marking and threshold marker boards put in place in order to mark the
new threshold;

 Touch Down Zone and Aiming point markings: zone starting at

threshold, extending to a distance of 900m and intended to give added
visual cues to the runway surface. They indicate the optimum
touchdown zone on the runway. The apparent distance between the
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Aiming Point Marking and the Runway Threshold Marking, as seen from
the approach, is intended to aid pilots in judging their angle of
approach;
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3.3.1.2 Taxiway markings

Taxiway Markings are yellow and include:
Centerline Marking: single continuous yellow line. Where a taxiway crosses a
runway, the Taxiway Centerline Marking will indicate the route to be followed
but the marking is interrupted as necessary in order to accommodate the
runway markings.
Taxiway centerlines are located to provide safe clearance between the largest aircraft
that the taxiway is designed to accommodate and fixed objects such as buildings,
aircraft stands etc, provided that the pilot of the taxiing aircraft keeps the 'Cockpit' of
the aircraft on the centerline and that aircraft on a stand are properly parked.
Runway Taxi-Holding Position Marking: established on each taxiway leading to
a runway in order to protect aircraft on take-off and landing by ensuring that
other taxiing aircraft and vehicles are held well clear of the runway and outside
the ILS Sensitive Area. There are two styles of runway taxi-holding marking:
 Pattern 'A': two solid and two broken lines laid across the entire width
of the taxiway, the broken lines being closer to the runway;
 Pattern 'B': ladder mark laid across the entire width of the taxiway.
The last runway taxi-holding position marking on a taxiway prior to entering
the runway is always marked by a Pattern 'A' marking;
Intermediate Taxi-Holding Position Marking: single broken line laid across the
entire width of the taxiway established in order to protect a priority taxiway
route.
Taxiway Edge Marking: used where the area beyond the taxiway edge is paved
but not normally available for use by aircraft.
Information Markings: surface painted directions used where the use of a sign
might cause an unacceptable obstruction or to assist in the prevention of
runway incursions.
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3.3.1.3 Signs
Signs located on an aerodrome are intended to simplify surface movement
guidance and control procedures; they must be used in conjunction with an
aerodrome chart. Signs are divided into two categories:
 Mandatory Signs
 Information Signs.

MANDATORY SIGNS (WHITE CHARACTERS ON RED BACKGROUND)

Mandatory signs consist of RUNWAYTAXI-HOLDING POSITION signs,
INTERMEDIATE TAXI-HOLDING POSITION signs and NO ENTRY signs. Pilots should
not proceed beyond a Mandatory Sign unless directed to do so by ATC.
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INFORMATION SIGNS
Information signs consist of LOCATION, DIRECTION and DESTINATION signs.
Location Signs (yellow characters on black background): used to identify
taxiways and where necessary, runways, such as at complicated intersections.
Taxiways are normally designated by a single letter of the alphabet (double
letter designators may be used). Runway location signs use the first two
numbers of the runway magnetic heading.
Direction and Destination Signs (black characters on yellow background): route
or destination label accompanied by an arrow pointing in the appropriate
direction. Direction signs are normally accompanied by a Location sign and
positioned on the left side of a taxiway before an intersection.
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Aerodrome lighting

3.3.1.4 Approach Lighting

The approach light system is mandatory for CAT II operations and only optional
for CAT III operations. The length of the centreline must be minimum 300m
from the runway threshold (up to 900m for CAT I).
In addition to the centreline, the system has two side rows of lights, extending
270m from the threshold, and two crossbars, one at 150m and one at 300m
from the threshold.
Centreline lights: the lights forming the centreline are formed of barrettes
(variable white – minimum width 4m) placed at longitudinal intervals of 30m,
with the first one located 30m from the threshold.
Side row lights (or Supplementary approach lights): barrettes (red) placed on
each side of the centreline (longitudinal spacing 30m with the first ones located
30m from the threshold). The length of a side row barrette and the longitudinal
spacing of its lights shall be equal to those of the touchdown lights barrettes.
Crossbar lights: fixed lights (variable white). The crossbar provided at 150m
from the threshold fills in the gap between the centreline and the side row
lights. The crossbar provided at 300m is extended on both sides of the
centreline lights to a distance of 15m from the centreline.
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3.3.1.5 Runway Lighting

Runways approved for LVO are equipped with high intensity edge light,
threshold lights, runway end lights, centerline and touchdown zone Lighting.

RUNWAY EDGE LIGHTING

Maximum longitudinal interval is 60m. Runway Edge Lighting is white except
in the following instances:
 Caution Zone Lighting: On ILS equipped runways without centerline lighting
(might be used for CAT I and OTS CAT II approaches), yellow edge lighting is
installed on the upwind 600 m or one third of the lighted runway length
available, whichever is the less. The yellow 'caution zone' so formed gives a
visual warning of the approaching runway end.
 Pre-Threshold Lighting: Where a landing threshold is displaced, but the pre-
threshold area is available for the take-off run, the lights between the beginning
of the runway pavement and the displaced threshold show red from the
approach. Pilots taking off in such a situation would see red edge lights up to
the green threshold then edge lights beyond.
 Runway Exit Lighting: One or two omni-directional blue lights may replace or
supplement the edge lights in order to indicate an exit taxiway.

RUNWAY THRESHOLD AND RUNWAY END LIGHTING

 Runway threshold lighting is composed of a lateral row of unidirectional
green lights (maximum interval 3m) and indicates the start of the
available landing distance. Green threshold wing-bars are provided at
certain aerodromes where there is a need to accentuate the threshold.
 Runway end lighting is composed of a lateral row of unidirectional red
lights (maximum interval 6m, minimum 6 lights) and marks the
extremity of the runway that is available for maneuvering.

RUNWAY CENTRELINE LIGHTING AND CODING

High intensity centerline lighting is provided on runways equipped for LVO
(longitudinal interval 7.5 or 15 or 30m for CAT II and 7.5 or 15m for CAT III).
The centerline lighting is color coded in order to warn a pilot of the approaching
end of the runway.
 White lighting extends from the threshold to 900 m from the
runway end,
 The following 600 m is lit with alternate white and red lights,
 The final 300 m lit by red centerline lighting.
Note: if runway length is less than 1800m, the alternate red/white lights are extended
from the mid-point of the runway to 300m from runway end.

TOUCHDOWN ZONE LIGHTING

Formed of two rows of barrettes (extending from the threshold to 900 m or to
the mid-point for runway length below 1800m); The longitudinal spacing
between pairs of barrettes is 60m or 30m (30m recommended).
Barrettes have a length of 3 to 4.5m and contain minimum 3 unidirectional
lights – variable white.
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RAPID EXIT TAXIWAY INDICATOR LIGHTS

Enhance situational awareness in LVO
conditions and enable pilots to apply braking
action for more efficient roll-out and runway
exit speeds.
It consist of six yellow lights adjacent to the
runway centerline and configured in a
three/two/one pattern spaced 100 m apart;
the single light is 100 m from the start of the
turn for the rapid exit taxiway.

3.3.1.6 Taxiway lighting

Taxiway edge lights are not specific to LVO. There are fixed blue lights.
Taxiway used for LVO operations are equipped with green centerline lighting
(maximum longitudinal intervals 15m [7,5m for proximity of curves]);
Edge of aprons, turning and holding areas are marked by blue lighting.
Taxiway centerlines are intended to provide safe clearance between the largest aircraft
that the taxiway is designed to accommodate and fixed objects such as buildings,
aircraft stands etc, provided that the pilot of the taxiing aircraft keeps the 'Cockpit' of
the aircraft on the centerline and that aircraft on stands are properly parked.

COLOR CODED TAXIWAY CENTRELINE LIGHTING

Where part of a taxiway equipped with centerline lighting lies within the ILS
Sensitive Area or is sufficiently close to a runway that aircraft on that part of
the taxiway would present an obstruction to aircraft landing or taking-off, that
part of the taxiway will be identified by alternate green and yellow centerline
lights. Pilots should avoid stopping with any part of their aircraft in such areas.
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STOP BARS AND LEAD-ON LIGHTS

Lighted Stop Bars and Lead-on Lights are provided at entrances to runways
and also at taxiway intersections at LVO approved aerodromes.
A Stop Bar consists of a row of red lights spaced equally (maximum intervals 3m) across
the taxiway normally at right angles to the centerline and showing red towards an
approaching aircraft when lit. Stop Bars are normally installed in association with green
Lead-on Lights which form part of the taxiway centerline lighting beyond the Stop Bar.
The Lead-on Lights are interlinked with the Stop Bar so that when the Stop Bar is 'on'
the green centerline beyond the Stop Bar is 'off' and vice versa.
Pilots must not taxi an aircraft across a lit Stop Bar.

RUNWAY GUARD LIGHTS

Runway Guard Lights are pairs of alternately flashing yellow lights, one pair
located on each side of the taxiway and provide a warning of the close proximity
of the runway.

TAXIWAY GUIDANCE SYSTEM

On airport where ground movements are complex, surface movement guidance and
control system may be installed in order to regulate traffic. The system operates by
selective switching of the taxiway centerline lighting so that individual sections or
routes, each terminating at a lit Stop Bar, are illuminated in order to show the way
ahead. The Stop Bar is extinguished as the next section of taxiway centerline lighting is
selected.

3.3.1.7 Aerodrome lighting:

ALS (approach light system) coded by 2 letters (H-B):
 1ST letter is the highest available intensity (High – Medium – Low)
 2ND letter is the type of system (A to L, letters A and B correspond
to standard CAT II/III ALS)
The ALS also appears on the approach chart:

Code A (CALVERT CAT2/3) – 900m

Code b (ALPA ATA CAT2/3) – 900m

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3.4 ILS EQUIPMENT

Categories of ILS and coverage area

ILS CATEGORIES
There are three categories of ILS, certified to provide guidance down to a height
higher or equal to:
 200ft for CAT I, with a precision of localizer beam of ±10.5m over the threshold
and a probability of loss of signal below 1 every 1000 hours.
 50ft for CAT II, with a precision of localizer beam of ±7.5m over the threshold
and a probability of loss of signal below 1 every 2000 hours.
 Runway surface and along the runway for CAT III, with a precision of localizer
beam of ±3m over the threshold and a probability of loss of signal below 1 every
4000 hours.
Note: Subject to the agreement of the Authority, a CAT II ILS facility may be approved
for the performance of CAT IIIA approaches (with DH not less than 50ft).
The required components of a CAT II/III ILS are:
 Localizer (dual channel) and Glide path (dual channel);
 Middle marker, which in CAT II operations indicates imminence of visual
guidance. Not any longer required by majority of countries;
 Outer marker or locator beacon.
Note: a DME collocated with the glide path antenna may be used as an acceptable
alternate to part or all of the ILS marker beacon system). It provides height/distance
check during final approach.

ILS COVERAGE AREA (ICAO STANDARD)

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ILS protection
During LVO approaches, the ILS beams
must be protected from unacceptable
disturbance. Two kinds of protection
area are defined:
 The critical area,
 The sensitive area.
The critical area shall be prominently
marked with signs to restrict the
unauthorized entry of vehicles and the
ILS beam protected by longitudinal
separation between aircraft on landing
or take-off.
ILS protection is mandatory when low
visibility procedures are in force (LVP).
The ILS critical area is an area of
defined dimensions about the localizer
and glide path antennas where vehicles,
including aircraft, are excluded during
ILS approaches (protection of ILS signal
in space). The dimensions of the critical
area are contained in ICAO Annex 10
but are theoretical. Actual critical areas
can be defined only by experimentation
and experience.
The ILS sensitive area is an area
extending beyond the critical area where the parking and/or movement of
vehicles, including aircraft, are controlled to prevent the possibility of
unacceptable interference to the ILS signal during operations. The sensitive
area is protected against interference caused by large moving objects outside
the critical area but still normally within the airfield boundary.
There is no specification for the dimensions of the sensitive area and some
states do not define the sensitive area but increase the critical area.

Availability, performance and integrity of ILS system

ILS category is generally not indicated on approach charts. It is assumed that
the ILS complies with lowest approved minima for the approach procedure as
indicated in the approach chart.
In case of Permanent restrictions/limitations for CAT III operations, this
must be made available to flight crew by the operator (Wizz Air: “LOW
VISIBILITY OPERATIONS AND CAT I AUTOLAND TABLE” list available in the on-
board DB).
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In case of Temporary restrictions/limitations affecting an airport CAT II/III

landing equipment, a class I NOTAM must be issued. The information must also
be made available through ATIS and ATC frequency.

3.5 METEOROLOGICAL PARAMETERS

LVO requires quick and frequent reliable updates of meteorological parameters
that a pilot may expect to encounter in the touchdown zone and along the
runway (RVR, ceiling/vertical visibility and wind).

RVR MEASUREMENT
RVR measurements are provided by a system of calibrated transmissometers
and take account of the effects of ambient background light and the intensity
of runway lights. A RVR measurement system includes one or more
transmissometer(s).
A transmissometer is a laser based device providing the value of the
opaqueness of the atmosphere on a reference distance through the ratio
between the transmitted light flux and the received light flux.

RVR measurements are generally provided for three parts of the runway:
 The touch-down zone,
 The mid runway portion,
 The roll-out portion or stop-end.
Transmissometers are placed:
 Close enough to the runway to provide a representative value, but at
the same time must not be a hazardous obstacle for the aircraft and
must be located out of the OFZ;
 At a height of 5 to 10m above the ground to be representative of the
vision of a pilot on the runway.
In Europe, RVR reports are generally given with:
 25m increments when the RVR is less than 400m;
 50m increments from 400m to 800m;
 100m increments above 800m
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In any case, any change of the RVR value must be known by the ATC as soon
as possible and in less than 15 seconds.

CEILING/VERTICAL VISIBILITY MEASUREMENT

Ceiling/vertical visibility measurements are provided by ceilometers which are
laser based devices.
Up to three cloud layers can be detected with an accuracy of ± 25 FT to ± 200
FT and up to an altitude of 12000 FT.
Ceilometers are located between 500 and 1500m before the respective
threshold below the approach centreline.

SURFACE WIND MEASUREMENT

Standard anemometer devices are installed. One of them must be located
300m from the centerline at the MID POINT of the runway.

3.6 AIRPORT MAINTENANCE AND STANDBY-POWER

SUPPLY
VISUAL AIDS
Procedures for maintenance of visual aids must be established to ensure
both lighting and marking system reliability.
It is difficult to have at any moment zero failures in the lighting system. ICAO
recommends that the percentage of unserviceable lights during a CAT II or CAT III
approach should not exceed:
 For the approach lights system: 5% from threshold to 450m, 15% beyond;
 5% of runway centerline, runway edge lights, runway threshold lights;
 10% of runway touchdown zone lights;
 25% of runway end lights.
The procedure must permit to ensure that two unserviceable lights are never adjacent
(except in the same crossbar or barrette where two adjacent unserviceable lights are
permitted).
To check the pattern of the lighting system aerodrome maintenance services can use a
photograph of the complete system, taken at night or use automatic lighting system
reports.
A secondary power supply for visual aids is required with maximum
switch-over time of:
 1 second for approach lights, runway threshold lights, runway end
lights, runway centerline, runway touchdown zone and stop bars;
 16 seconds for runway edge lights and essential taxiway lights.

METEOROLOGICAL MEASUREMENT DEVICES

Standby power supply for meteorological measurement devices must be
available with a switchover time of:
 1 second for transmissometers;
 15 seconds for ceilometers.
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ILS SYSTEM
Maintenance for ILS installations must be established with regular ground
and flight checks.
A class I NOTAM must be issued in case of downgrading of a CAT II/III ILS system. The
information must also be made available through ATIS and ATC frequency.
Accumulation of snow in the ILS critical area, antennas and monitoring areas can affect
ILS signals (especially glide slope). Procedures for snow removal and proper information
of users must be established.
ILS monitoring: during LVO operation, the following items of the CAT II/III
ILS system must be continuously monitored:
 Power and transmission;
 Presence and quality of signal-in-space.
Standby ILS system and standby power supply for ILS: the switch-over
time to standby system or standby electrical power must be:
 Equal or less than 5 seconds for CAT II;
 Equal or less than 2 seconds for CAT III.

3.7 AERODROME/ATC PROCEDURES - LVP

To safeguard operation of aircraft and to be approved for low visibility
operations, each aerodrome authority must develops and maintain its own
procedures in compliance with ICAO All-Weather Document or ECAC n°17 and
taking into account the aerodrome configuration and equipment. These
procedures are known as Low Visibility Procedures (LVPs).
Availability of the aerodrome for low visibility operations will be communicated
through ATIS (when available) or directly on ATC frequencies:
“LOW VISIBILITY PROCEDURE [CAT II] [CAT III] IN FORCE/PROGRESS”
This especially implies that:
 All required radio and visual aids for the relevant RVR and intended type
of operation are operating properly. Subsequent ILS malfunction and
relevant visual aids malfunction will be immediately reported to pilots;
Lighting systems that are provided in support of low visibility operations normally
have facility to independently control the luminance intensity of each element of the
system. The intensities are set up by the ATC to suit local conditions. A pilot may
ask for the intensity of an element(s) of the system to be adjusted if found to be
inappropriate for the flight operation.
 The OFZ surrounding the runway is sterile when an aircraft is on take-
off or in the final stage of the approach and the protection areas for the
ILS are sterile when an aircraft is on approach until rollout;
 The proper separations are applied between aircraft on arrival and
aircraft on arrival and on departure;
 When RADAR control is available, radar vectors will provide adequate
distance to threshold and no further speed adjustment to final approach
speed will be requested by ATC during final approach;
 Ground movements of aircraft follow specific routes;
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The risk of inadvertent runway incursion by taxiing aircraft is greatest at aerodromes

with complex layouts and multiple runway access points. This risk can only be
managed adequately by the application of procedures that provide the pilot with
clear, unambiguous guidance on routing and holding points or ground traffic
patterns.
The safe operation of vehicles on the movement area depends to a large degree
upon drivers being adequately trained and thoroughly familiar with the aerodrome
layout in all visibility conditions and by complying with procedures, signs, signals and
ATC instructions. As part of their SMS (Safety Management System), the aerodrome
should have in place a process that ensures drivers permitted to operate in airside
areas at times when LVPs are in force, are not only appropriately trained but also
remain competent in view of the limited occasions in which these conditions occur.

 RVR values will be timely updated and transmitted during approach;

During LVO approaches, the pilot must know the RVR value related to the touch-
down zone. When other RVR values (MID and STOP-END) are equal or above TDZ,
only the touchdown zone RVR needs to be reported.
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4 AIRCRAFT REQUIREMENTS
4.1 GENERAL
An operator cannot perform CAT II or CAT III approaches or auto-landings
unless:
 the aircraft type is approved for this type of operation;
 the operator has received from his national authorities the operational
approval to perform these types of operations.

The aircraft capability to perform these operations is a necessary pre-requisite

to obtain this operational approval (refer to AFM).

4.2 AIRCRAFT EQUIPMENT

In order to perform a CAT II or CAT III approach and automatic landing as
explained above, the equipment listed in the AFM is required to be operative.

If one of these equipment/systems is listed in the airline MEL with associated

dispatch conditions, the MEL must clearly indicate that CAT II or CAT III
operations are not authorized.

4.3 GENERAL ARCHITECTURE OF AN AUTOMATIC FLIGHT

CONTROL SYSTEM (AFCS) AND AUTOMATIC LANDING
SYSTEM (ALS)
The Automatic Flight Control System (AFCS) is the airborne equipment which provides
automatic control of the flight path by reference to the ILS. It includes all sensors, flight
control computers, actuators and power supplies to control the aircraft. In addition, the
AFCS must include all indications/controls necessary for an efficient and safe
management and supervision by the crew.
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The Automatic Landing System (ALS) is the part of the AFCS which provides automatic
control of the flight path and the ground path during flare and rollout.
Through the landing, the computer uses the LOC signal to command the rudder (de-
crab during the flare). After touchdown, as the speed decreases, the computer controls
the nose wheel steering until complete stop.
The flare is initiated and controlled by pitch-up manoeuvre (function of radio-altitude
and inertial ground-speed).
The computer controls the engines through Auto-thrust (maintenance of appropriate
approach speed and retard mode function of radio-altimeter).
For safety reasons, once autoland is engaged and the ILS signals have been
acquired by the autoland system, it will proceed to landing without further
intervention, and can be disengaged only by completely disconnecting the
autopilot or initiating a go-around (this prevents accidental disengagement of
the autoland system at a critical moment).

4.4 APPROVED OPERATIONS FOR THE A320/A321 AFCS

AND AUTOMATIC LANDING SYSTEM
With provision of requirements for ground equipment and MMEL, respect of
operational procedures, the A320/A321 AFCS is certified for the following
operations:

Type of operation AFCS requirements and limitations

 Visual take-off (minimum RVR = 125m*)

Low Visibility Take-
Off  Minimum height for AP engagement = 100ft (and
5 seconds after lift-off)

 If CAT1 displayed on FMA: AP must be

disconnected latest at 160ft AGL
ILS approach
 If CAT2 or CAT3 SINGLE or CAT3 DUAL
WITH MANUAL displayed on FMA:
LANDING
- Minimum DH = 100ft*
- AP must be disconnected latest at 80 ft RA

 If CAT2 on FMA: Minimum DH = 100 ft*

 If CAT3 SINGLE on FMA: Minimum DH = 50 ft*
ILS approach
 If CAT3 DUAL on FMA:
WITH AUTOLAND**
- No DH required*
- RVR ≥ 75m*

*Minimum values for the system (not taking into account operational
approval).
** For Autoland limitations refer to AFM/FCTM (see LVOM 4.7).
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4.5 A320/A321 LANDING CAPABILITY AND ALERT

HEIGHT
LANDING CAPABILITIES
Once the APPR mode is armed and both APs are engaged, each FMGS computes
its own landing capacity (and displays it on its FMA) according the availability
of aircraft systems and functions. The A320 is certified with 4 different landing
capabilities as follows:

Airbus denomination Type of landing capability

CAT 3 DUAL Fail Operational – autoland permitted* without
With visual references (NO DH) prior to landing
ALERT HEIGHT = 100ft Auto-Rollout permitted*
Fail passive – autoland permitted* with visual
CAT 3 SINGLE references prior to landing (DH = 50 FT RA)
Auto-rollout permitted* according status of systems
Autoland permitted* according status of systems
CAT 2
Auto-rollout permitted* according status of systems
CAT 1 Autoland and auto-rollout not permitted
*Assuming ground equipment and operator procedures compliant

FAIL-PASSIVE AUTOMATIC LANDING SYSTEM

An automatic landing 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.
Fail passive (uncoupled, CAT3 SINGLE) means in case of a failure of any part
of the system the autoland system will turn itself off and the crew has to
take over. Decision height is defined so that a take-over and manual go-
around or manual landing can be safely performed (minima refer to CATIIIA).

FAIL-OPERATIONAL AUTOMATIC LANDING SYSTEM

An automatic landing system is fail-operational if, in the event of a failure below
alert height, the aircraft is certified for the flare and landing to be completed
by the remaining part of the automatic system. In the event of failure, the
automatic landing system will operate as a fail-passive system.
Fail operational (coupled, CAT3 DUAL) means that, based on factual analysis
of the reliability of the system, a single failure of any part of the system can be
tolerated below a certain height (alert height) and will not affect the safe
completion of the landing. This allows autolands being performed in lowest
weather conditions than those required for manual landings (minima refer to
CATIIIB).

LANDING CAPABILITY DOWNGRADE

During the approach, when the landing capability downgrades, a triple click
aural warning (crickets) is activated and the FMA shows the new landing
capability.
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Below 100 ft RA until LAND mode is disengaged or both APs are off, the FMGS
freezes the landing capability. Consequently, if a failure occurs below 100
ft RA (Alert Height), the landing capability remains unchanged.

ALERT HEIGHT
The ALERT HEIGHT is evaluated and defined during the aircraft certification.
It refers only to autoland operations with FAIL OPERATIONAL landing system.
The definition of alert height is directly related to the time remaining until
touchdown. It is the height below which the probability that a multiple failure
affecting a full operational automatic landing system – which could jeopardize
the completion of an autoland – is low enough to be disregarded.
Practically, the ALERT HEIGHT defines the point during an approach with lowest
minima (CAT IIIB):
 Before which (above AH) a go-around (or full manual take-over)
should be decided and initiated if a single failure affects the fail-
operational landing system (the probability of a second failure remains
high and must be considered);
 After which (below AH), if a single failure affects the fail-operational
landing system, the approach and autoland can be continued (the
probability of a second failure is negligible).
Even with provision of the ALERT HEIGHT concept, a limited number of
malfunctions affecting either ground equipment or airborne systems can never
be disregarded (i.e.: sudden loss of LOC signal, unreliable RA data’s etc). Such
malfunctions must generate a clear alarm (AUTOLAND LIGHT) to permit the
crew to take proper, quick and unambiguous decision.

AUTOLAND WARNING LIGHT

The FAUTOLANDF red warning flashes in LAND mode when the RA is below
200 FT and one or more of the following conditions occur[s]:
 The aircraft gets too far off the beam (LOC [1/4 dot above 15 FT RA] –
GS [1 dot above 100 FT RA]). LOC and GS scales flash on PFD;
 Both AP fail;
 Both localizer transmitters or receiver fail above 15 FT RA;
 Both glide-slope transmitters or receiver fail above 100 FT RA;
 Difference between both RA indications greater than 15 FT;
 The FMGS detects a long flare.
From the moment the FAUTOLANDF red warning triggers, the system is not
able to safely continue the autoland.

4.6 AIRWORTHINESS STANDARDS COMPLIANCE FOR THE

A320/A321 AFCS AND AUTOMATIC LANDING SYSTEM
(Ref A320/A321 AFM)
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The Flight Management and Guidance System (FMGS) with the associated
equipment has been found to meet the airworthiness requirements and
performance criteria of:
 JAR 25
 ACJ 25.1329 for automatic flight system
 JAR AWO Subpart 1 - Automatic landing systems
 JAR AWO Subpart 2 - Category 2 operations
 JAR AWO Subpart 3 - Category 3 operations.

Note: Compliance with the standards noted above does not constitute an
approval to conduct category II or III operations. Such authorization must be
obtained by the operator from the appropriate authorities. (Wizz Air AOC
includes such approval)

4.7 A320/A321 AUTO FLIGHT SYSTEM LIMITATIONS

(Ref A320/A321 AFM)

Note: Before commencing LVO refer to aircraft tail

number/registration AFM limitations as they may vary from aircraft to
aircraft.

AUTOLAND

Autoland has been demonstrated:

 With CAT II and CAT III ILS beam, with ILS slope angle inside a range of
-2.5 ° and -3.15 °
 For an airport that has an elevation between -1 000 ft and 6 500 ft.

Performance of ROLL OUT mode has been demonstrated on dry and wet
runways.

One autopilot at least must be engaged in APPR mode and CAT2 or CAT3
SINGLE or CAT3 DUAL capability must be displayed on FMA.

MINIMUM HEIGHT FOR USE OF THE AUTOPILOT FOR PRECISION

APPROACHES

 In ILS approach if CAT 2 or CAT 3 capability is not displayed on FMA: - 160

ft AGL.
 In ILS approach when CAT 2 or CAT 3 capability is displayed on FMA: - Refer
to LIM-22-FGS CAT II / CAT III Operations bellow.
CAT II / CAT III OPERATIONS

CATEGORY II AUTOMATIC APPROACH WITHOUT AUTOMATIC

LANDING
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 Minimum decision height: 100 ft

 One autopilot at least must be engaged in APPR mode and CAT2, CAT3
SINGLE or CAT3 DUAL capability must be displayed on FMA.
 Minimum height for AP disconnection: 80 ft
CATEGORY II AUTOMATIC APPROACH WITH AUTOMATIC LANDING
 Minimum decision height: 100 ft
 One autopilot at least must be engaged in APPR mode and CAT2, CAT3
SINGLE or CAT 3 DUAL capability must be displayed on FMA.
CATEGORY III FAIL PASSIVE (SINGLE) AUTOMATIC APPROACH AND
AUTOMATIC LANDING
 Minimum decision height: 50 ft
 One autopilot at least must be engaged in APPR mode and CAT3 SINGLE or
CAT 3 DUAL capability must be displayed on FMA.
CATEGORY III FAIL OPERATIONAL (DUAL) AUTOMATIC APPROACH
AND AUTOMATIC LANDING
 Alert height: 100 ft
CAT III without DH:
 Two autopilots must be engaged in APPR mode and CAT3 DUAL
capability must be displayed on FMA.
 Minimum Runway Visual Range (RVR): 75 m
MAXIMUM WIND CONDITIONS FOR CAT II OR CAT III AUTOMATIC
APPROACH OR AUTOMATIC LANDING WITHOUT AUTOMATIC ROLLOUT
 Headwind: 30 kt
 Tailwind: 10 kt
 Crosswind: 20 kt
Note: Wind limitation is based on the surface wind reported by ATC. If the
wind displayed on ND exceeds the above-noted autoland limitations, but the
tower reports a surface wind within the limitations, then the autopilot can
remain engaged. If the tower reports a surface wind beyond limitations, only
CAT I automatic approach without autoland can be performed.
MAXIMUM WIND CONDITIONS FOR AUTOMATIC ROLLOUT
Crew must check AFM/FCOM limitations for the particular aircraft registration,
as automatic rollout crosswind limitations vary from aircraft to aircraft!
 Headwind: 30 kt
 Tailwind: 10 kt
 Crosswind: 20/ (Sharklet on A320 only: 15 kt)
Note: Wind limitation is based on the surface wind reported by ATC. If the
wind displayed on ND exceeds the above-noted autoland limitations, but the
tower reports a surface wind within the limitations, then the autopilot can
remain engaged. If the tower reports a surface wind beyond limitations, only
CAT I automatic approach without autoland can be performed.
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AUTOMATIC ROLLOUT LIMITATION: USE OF REVERSE

(Ref AFM)
(Applicable for Sharklet aircraft)

With one engine inoperative or one thrust reverser inoperative, the use of the
remaining thrust reverser is permitted provided:
 No more than idle reverser thrust is used, and
 Maximum wind conditions for automatic rollout are applied.

AUTOLAND WITH OEI

Autoland with OEI is demonstrated in CONF FULL only.

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5 OPERATOR REQUIREMENTS
5.1 5.1 APPROVALS

Specific approval procedure

(Ref ARO.OPS.200)

Upon receiving an application for the issue of a specific approval or changes

thereof, the competent authority shall assess the application in accordance with
the relevant requirements of Annex V (Part-SPA) and conduct, where relevant,
an appropriate inspection of the operator.
When satisfied that the operator has demonstrated compliance with the
applicable requirements, the competent authority shall issue or amend the
approval. The approval shall be specified in:
 the operations specifications, as established in Appendix II, for
commercial air transport operations; or
 the list of specific approvals, as established in Appendix V, for non-
commercial operations.

Low visibility operations

(Ref SPA.LVO.100)

The operator shall only conduct the following low visibility operations (LVO)
when approved by the competent authority:
 low visibility take-off (LVTO) operation;
 lower than standard category I (LTS CAT I) operation;
 standard category II (CAT II) operation;
 other than standard category II (OTS CAT II) operation;
 standard category III (CAT III) operation.

LVO Approval
(Ref SPA.LVO.105)

To obtain an LVO approval from the competent authority, the operator shall
demonstrate compliance with the requirements of Subpart SPA.LVO.

5.1.1.1 General operating requirements

The operator shall only conduct LTS CAT I operations if:

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 each aircraft concerned is certified for operations to conduct CAT II

operations; and
 the approach is flown:
 auto-coupled to an auto-land that needs to be approved for CAT
IIIA operations; or
 using an approved head-up display landing system (HUDLS) to at
least 150 ft above the threshold.

The operator shall only conduct CAT II, OTS CAT II or CAT III operations if:
 each aircraft concerned is certified for operations with a decision height
(DH) below 200 ft, or no DH, and equipped in accordance with the
applicable airworthiness requirements;
 a system for recording approach and/or automatic landing success and
failure is established and maintained to monitor the overall safety of
the operation;
 the DH is determined by means of a radio altimeter;
 the flight crew consists of at least two pilots;
 all height call-outs below 200 ft above the aerodrome threshold
elevation are determined by a radio altimeter.

5.1.1.2 Aerodrome related requirements

The operator shall not use an aerodrome for LVOs below a visibility of 800 m
unless:
 the aerodrome has been approved for such operations by the State of
the aerodrome; and
 low visibility procedures (LVP) have been established.

5.1.1.3 Flight crew training and qualifications

The operator shall ensure that, prior to conducting an LVO:

 each flight crew member:
 complies with the training and checking requirements prescribed in
the operations manual, including flight simulation training device
(FSTD) training, in operating to the limiting values of RVR/VIS
(visibility) and DH specific to the operation and the aircraft type;
 is qualified in accordance with the standards prescribed in the
operations manual;
 the training and checking is conducted in accordance with a detailed
syllabus.
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5.1.1.4 Operating procedures

The operator shall establish procedures and instructions to be used for LVOs.
These procedures and instructions shall be included in the operations manual
or procedures manual and contain the duties of flight crew members during
taxiing, take-off, approach, flare, landing, rollout and missed approach
operations, as appropriate.

Prior to commencing an LVO, the pilot-in-command/commander shall be

satisfied that:
 the status of the visual and non-visual facilities is sufficient;
 appropriate LVPs are in force according to information received from air
traffic services (ATS);
 flight crew members are properly qualified.

5.1.1.5 Minimum equipment

The operator shall include the minimum equipment that has to be serviceable
at the commencement of an LVO in accordance with the aircraft flight manual
(AFM) or other approved document in the operations manual or procedures
manual, as applicable.

The pilot-in-command/commander shall be satisfied that the status of the

aircraft and of the relevant airborne systems is appropriate for the specific
operation to be conducted.

5.1.1.6 Operational Demonstration (Ref AMC1 SPA.LVO.105)

General
The purpose of the operational demonstration should be to determine or
validate the use and effectiveness of the applicable aircraft flight guidance
systems, including HUDLS if appropriate, training, flight crew procedures,
maintenance programme, and manuals applicable to the CAT II/III programme
being approved.
 At least 30 approaches and landings should be accomplished in
operations using the CAT II/III systems installed in each aircraft type if
the requested DH is 50 ft or higher. If the DH is less than 50 ft, at least
100 approaches and landings should be accomplished.
 If the operator has different variants of the same type of aircraft
utilising the same basic flight control and display systems, or different
basic flight control and display systems on the same type of aircraft,
the operator should show that the various variants have satisfactory
performance, but need not conduct a full operational demonstration for
each variant. The number of approaches and landings may be based on
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credit given for the experience gained by another operator, using the
same aeroplane type or variant and procedures.
 If the number of unsuccessful approaches exceeds 5 % of the total, e.g.
unsatisfactory landings, system disconnects, the evaluation programme
should be extended in steps of at least 10 approaches and landings until
the overall failure rate does not exceed 5 %.
The operator should establish a data collection method to record approach and
landing performance. The resulting data and a summary of the demonstration
data should be made available to the competent authority for evaluation.
Unsatisfactory approaches and/or automatic landings should be documented
and analysed.
Demonstrations
Demonstrations may be conducted in line operations or any other flight where
the operator's procedures are being used.
In unique situations where the completion of 100 successful landings could take
an unreasonably long period of time and equivalent reliability assurance can
be achieved, a reduction in the required number of landings may be considered
on a case-by-case basis. Reduction of the number of landings to be
demonstrated requires a justification for the reduction. This justification should
take into account factors such as a small number of aircraft in the fleet, limited
opportunity to use runways having CAT II/III procedures or the inability to
obtain ATS sensitive area protection during good weather conditions. However,
at the operator's option, demonstrations may be made on other runways and
facilities. Sufficient information should be collected to determine the cause of
any unsatisfactory performance (e.g. sensitive area was not protected).
If the operator has different variants of the same type of aircraft utilising the
same basic flight control and display systems, or different basic flight control
and display systems on the same type or class of aircraft, the operator should
show that the various variants have satisfactory performance, but need not
conduct a full operational demonstration for each variant.
Not more than 30 % of the demonstration flights should be made on the same
runway.
Data collection for operational demonstrations
Data should be collected whenever an approach and landing is attempted
utilising the CAT II/III system, regardless of whether the approach is
abandoned, unsatisfactory, or is concluded successfully.
The data should, as a minimum, include the following information:
 Inability to initiate an approach. Identify deficiencies related to airborne
equipment that preclude initiation of a CAT II/III approach.
 Abandoned approaches. Give the reasons and altitude above the
runway at which approach was discontinued or the automatic landing
system was disengaged.
 Touchdown or touchdown and rollout performance. Describe whether
or not the aircraft landed satisfactorily within the desired touchdown
area with lateral velocity or cross track error that could be corrected by
the pilot or automatic system so as to remain within the lateral confines
of the runway without unusual pilot skill or technique. The approximate
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lateral and longitudinal position of the actual touchdown point in

relation to the runway centre line and the runway threshold,
respectively, should be indicated in the report. This report should also
include any CAT II/III system abnormalities that required manual
intervention by the pilot to ensure a safe touchdown or touchdown and
rollout, as appropriate.
If the operator selects an aerodrome where the term LVP is not used, the
operator shall ensure that there are equivalent procedures that adhere to the
requirements of LVP at the aerodrome. This situation shall be clearly noted in
the operations manual or procedures manual including guidance to the flight
crew on how to determine that the equivalent LVP are in effect.
Data analysis
Unsuccessful approaches due to the following factors may be excluded from
the analysis:
 ATS factors. Examples include situations in which a flight is vectored
too close to the final approach fix/point for adequate localiser and glide
slope capture, lack of protection of ILS sensitive areas, or ATS requests
the flight to discontinue the approach.
 Faulty navaid signals. Navaid (e.g. ILS localiser) irregularities, such as
those caused by other aircraft taxiing, over-flying the navaid (antenna).
 Other factors. Any other specific factors that could affect the success of
CAT II/ III operations that are clearly discernible to the flight crew
should be reported.

Continuous monitoring

5.1.1.7 Requirements (Ref AMC3 SPA.LVO.105)

After obtaining the initial approval, the operations should be continuously
monitored by the operator to detect any undesirable trends before they become
hazardous. Flight crew reports may be used to achieve this.
The following information should be retained for a period of 12 months:
 the total number of approaches, by aircraft type, where the airborne
CAT II or III equipment was utilised to make satisfactory, actual or
practice, approaches to the applicable CAT II or III minima; and
 reports of unsatisfactory approaches and/or automatic landings, by
aerodrome and aircraft registration, in the following categories:
 airborne equipment faults;
 ground facility difficulties;
 missed approaches because of ATC instructions; or
 other reasons.
The operator should establish a procedure to monitor the performance of the
automatic landing system or HUDLS to touchdown performance, as
appropriate, of each aircraft.
For company specific procedures and the definition of satisfactory (successful)
autoland see LVOM 6.1.6 and 6.7.
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Transition period for CAT II AND CAT III operations (Ref AMC4
SPA.LVO.105)
Operators with no previous CAT II or CAT III experience
The operator without previous CAT II or III operational experience, applying
for a CAT II or CAT IIIA operational approval, should demonstrate to the
competent authority that it has gained a minimum experience of 6 months of
CAT I operations on the aircraft type.
The operator applying for a CAT IIIB operational approval should demonstrate
to the competent authority that it has already completed 6 months of CAT II
or IIIA operations on the aircraft type.
Operators with previous CAT II or III experience
The operator with previous CAT II or CAT III experience, applying for a CAT II
or CAT III operational approval with reduced transition periods should
demonstrate to the competent authority that it has maintained the experience
previously gained on the aircraft type.

Maintenance of CAT II, CAT III and LVTO equipment (Ref AMC5
SPA.LVO.105)

Maintenance instructions for the on-board guidance systems should be

established by the operator, in liaison with the manufacturer, and included in
the operator's aircraft maintenance programme in accordance with Annex I to
Regulation (EC) No 2042/20031 (Part-M).

Eligible aerodromes and runways (Ref AMC6 SPA.LVO.105)

Each aircraft type/runway combination should be verified by the successful

completion of at least one approach and landing in CAT II or better conditions,
prior to commencing CAT III operations.
For runways with irregular pre-threshold terrain or other foreseeable or known
deficiencies, each aircraft type/runway combination should be verified by
operations in CAT I or better conditions, prior to commencing LTS CAT I, OTS
CAT II or CAT III operations.
If the operator has different variants of the same type of aircraft utilising the
same basic flight control and display systems, or different basic flight control
and display systems on the same type of aircraft, the operator should show
that the variants have satisfactory operational performance, but need not
conduct a full operational demonstration for each variant/runway combination.
An aircraft type or variant of an aircraft type should be deemed to be the same
type/variant of aircraft if that type/variant has the same or similar:
 level of technology, including the following:
 flight control/guidance system (FGS) and associated displays and
controls;
 FMS and level of integration with the FGS; and
 operational procedures, including:
 alert height;
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 manual landing /automatic landing;

 no DH operations;
 handling characteristics, including:
 manual landing from automatic approach;
 manual missed approach procedure from automatic approach; and
 automatic/manual rollout.
Operators using the same aircraft type/class or variant of a type may take
credit from each other’s experience and records in complying with this
subparagraph.
Where an approval is sought for OTS CAT II, the same provisions as set out for
CAT II should be applied.

5.2 FLIGHT CREW TRAINING AND QUALIFICATIONS

Legal requirements
(Ref AMC1 SPA.LVO.120)

GENERAL REQUIREMENTS
The operator should ensure that flight crew member training programmes for
LVO include structured courses of ground, FSTD and/or flight training.
 Flight crew members with no CAT II or CAT III experience should
complete the full training programme prescribed below.
 Flight crew members with CAT II or CAT III experience with a similar
type of operation (auto-coupled/auto-land) or CAT II with manual land,
if appropriate, with another EU operator may undertake an:
 abbreviated ground training course if operating a different type or
class from that on which the previous CAT II or CAT III experience
was gained;
 abbreviated ground, FSTD and/or flight training course if operating
the same type or class and variant of the same type or class on
which the previous CAT II or CAT III experience was gained. The
abbreviated course should include at least the provisions of AMC1
SPA.LVO.120 (d)(1), (d)(2)(i) or (d)(2)(ii) as appropriate and
(d)(3)(i). The operator may reduce the number of
approaches/landings required by (d)(2)(i) if the type/class or the
variant of the type or class has the same or similar:
(A) level of technology - flight control/guidance system (FGS);
(B) operating procedures;
(C) handling characteristics;
as the previously operated type or class, otherwise the provisions of
(d)(2)(i) should be met.
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 (3) Flight crew members with CAT II or CAT III experience with the
operator may undertake an abbreviated ground, FSTD and/or flight
training course.
 When changing aircraft type or class,
 When changing to a different variant of aircraft within the same
type or class rating that has the same or similar:
(A) level of technology - FGS;
(B) operating procedures - integrity;
(C) handling characteristics;
as the previously operated type or class, a difference course or
familiarisation appropriate to the change of variant should fulfil the
abbreviated course provisions.
 When changing to a different variant of aircraft within the same
type or class rating that has a significantly different:
(A) level of technology - FGS;
(B) operating procedures - integrity;
(C) handling characteristics;
The operator should ensure when undertaking CAT II or CAT III operations with
different variant(s) of aircraft within the same type or class rating that the
differences and/or similarities of the aircraft concerned justify such operations,
taking into account at least the following:
 the level of technology, including the:
 FGS and associated displays and controls;
 FMS and its integration or not with the FGS; and
 operating procedures, including:
 fail-passive / fail-operational, alert height;
 manual landing / automatic landing;
 no DH operations;
 handling characteristics, including:
 manual missed approach procedure from automatic approach; and
 automatic/manual rollout.
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GROUND TRAINING
The initial ground training course for LVO should include at least the following:
 characteristics and limitations of the ILS and/or MLS;
 characteristics of the visual aids;
 characteristics of fog;
 operational capabilities and limitations of the particular airborne
system;
 effects of precipitation, ice accretion, low level wind shear and
turbulence;
 effect of specific aircraft/system malfunctions;
 use and limitations of RVR assessment systems;
 principles of obstacle clearance requirements;
 recognition of and action to be taken in the event of failure of ground
equipment;
 procedures and precautions to be followed with regard to surface
movement during operations when the RVR is 400 m or less and any
additional procedures required for take-off in conditions below 150 m;
 significance of DHs based upon radio altimeters and the effect of terrain
profile in the approach area on radio altimeter readings and on the
automatic approach/landing systems;
 importance and significance of alert height, if applicable, and the action
in the event of any failure above and below the alert height;
 qualification requirements for pilots to obtain and retain approval to
conduct LVOs; and
 importance of correct seating and eye position.

FSTD TRAINING AND/OR FLIGHT TRAINING

FSTD and/or flight training for LVO should include at least:
 checks of satisfactory functioning of equipment, both on the ground and
in flight;
 effect on minima caused by changes in the status of ground
installations;
 monitoring of automatic flight control systems and auto-land status
annunciators with emphasis on the action to be taken in the event of
failures of such systems;
 actions to be taken in the event of failures such as engines, electrical
systems, hydraulics or flight control systems;
 the effect of known unserviceabilities and use of MELs;
 operating limitations resulting from airworthiness certification;
 guidance on the visual cues required at DH together with information
on maximum deviation allowed from glide path or localiser; and
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 the importance and significance of alert height and the action in the
event of any failure above and below the alert height.
Flight crew members should be trained to carry out their duties and instructed
on the coordination required with other crew members. Maximum use should
be made of suitably equipped FSTDs for this purpose.
Training should be divided into phases covering normal operation with no
aircraft or equipment failures but including all weather conditions that may be
encountered and detailed scenarios of aircraft and equipment failure that could
affect CAT II or III operations.
Incapacitation procedures appropriate to LVTO, CAT II and CAT III operations
should be practised.
For aircraft with no FSTD available to represent that specific aircraft, operators
should ensure that the flight training phase specific to the visual scenarios of
CAT II operations is conducted in a specifically approved FSTD. Such training
should include a minimum of four approaches. Thereafter, the training and
procedures that are type specific should be practised in the aircraft.
Initial CAT II and III training should include at least the following exercises:
 approach using the appropriate flight guidance, autopilots and control
systems installed in the aircraft, to the appropriate DH and to include
transition to visual flight and landing;
 approach with all engines operating using the appropriate flight
guidance systems, autopilots, and control systems installed in the
aircraft down to the appropriate DH followed by missed approach - all
without external visual reference;
 where appropriate, approaches utilising automatic flight systems to
provide automatic flare, hover, landing and rollout; and
 normal operation of the applicable system both with and without
acquisition of visual cues at DH.
Subsequent phases of training should include at least:
 approaches with engine failure at various stages on the approach;
 approaches with critical equipment failures, such as electrical systems,
auto flight systems, ground and/or airborne ILS, MLS systems and
status monitors;
 approaches where failures of auto flight equipment at low level require
either:
 reversion to manual flight to control flare, hover, landing and rollout
or missed approach; or
 reversion to manual flight or a downgraded automatic mode to
control missed approaches from, at or below DH including those
which may result in a touchdown on the runway;
 failures of the systems that will result in excessive localiser and/or
glideslope deviation, both above and below DH, in the minimum visual
conditions specified for the operation; and
 failures and procedures specific to aircraft type or variant.
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The training programme should provide practice in handling faults which

require a reversion to higher minima.
The training programme should include the handling of the aircraft when,
during a fail-passive CAT III approach, the fault causes the autopilot to
disconnect at or below DH when the last reported RVR is 300 m or less.
Where take-offs are conducted in RVRs of 400 m and below, training should be
established to cover systems failures and engine failure resulting in continued
as well as rejected take-offs.

TYPE AND COMMAND EXPERIENCE

Before commencing CAT II operations, the following additional provisions
should be applicable to pilots-in-command/commanders, or pilots to whom
conduct of the flight may be delegated, who are new to the aircraft type or
class:
 50 hours or 20 sectors on the type, including LIFUS; and
 100 m should be added to the applicable CAT II RVR minima when the
operation requires a CAT II manual landing or use of HUDLS to
touchdown until:
 a total of 100 hours or 40 sectors, including LIFUS, has been
achieved on the type; or
 a total of 50 hours or 20 sectors, including LIFUS, has been
achieved on the type where the flight crew member has been
previously qualified for CAT II manual landing operations with an
EU operator;
Before commencing CAT III operations, the following additional provisions
should be applicable to pilots-in-command/commanders, or pilots to whom
conduct of the flight may be delegated, who are new to the aircraft type:
 50 hours or 20 sectors on the type, including LIFUS; and
 100 m should be added to the applicable CAT II or CAT III RVR minima
unless he/she has previously qualified for CAT II or III operations with
an EU operator, until a total of 100 hours or 40 sectors, including LIFUS,
has been achieved on the type.

RECURRENT TRAINING AND CHECKING / LVO

The operator should ensure that, in conjunction with the normal recurrent
training and operator’s proficiency checks, the pilot's knowledge and ability to
perform the tasks associated with the particular category of operation, for
which the pilot is authorised by the operator, are checked. The required number
of approaches to be undertaken in the FSTD within the validity period of the
operator’s proficiency check should be a minimum of two, one of which should
be a landing at the lowest approved RVR. In addition one, of these approaches
may be substituted by an approach and landing in the aircraft using approved
CAT II and CAT III procedures. One missed approach should be flown during
the conduct of an operator proficiency check. If the operator is approved to
conduct take-off with RVR less than 150 m, at least one LVTO to the lowest
applicable minima should be flown during the conduct of the operator’s
proficiency check.
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For CAT III operations the operator should use an FSTD approved for this
purpose.
For CAT III operations on aircraft with a fail-passive flight control system, a
missed approach should be completed by each flight crew member at least
once over the period of three consecutive operator proficiency checks as the
result of an autopilot failure at or below DH when the last reported RVR was
300 m or less.

LVTO OPERATIONS
LVTO with RVR less than 400 m
Prior to conducting take-offs in RVRs below 400 m, the flight crew should
undergo the following training:
 normal take-off in minimum approved RVR conditions;
 take-off in minimum approved RVR conditions with an engine failure
between V1 and V2 (take-off safety speed), or as soon as safety
considerations permit;
 take-off in minimum approved RVR conditions with an engine failure
before V1 resulting in a rejected take-off;
The operator approved for LVTOs with an RVR below 150 m should ensure that
the training is carried out in an FSTD. This training should include the use of
any special procedures and equipment.
The operator should ensure that a flight crew member has completed a check
before conducting LVTO in RVRs of less than 150 m.

Overview of Wizz Air LVO training

Wizz Air policy is to provide and maintain current all flight crewmembers with
LVO qualification. All related training procedures and programs are detailed in
OM part D (training/checking related to Operator AOC authorisations).

Despite mentioned in the manual, LTS CAT I and OTS CAT II operations
are NOT ALLOWED. They will be introduced in the future according
further operational needs and approval.

5.2.1.1 Initial qualification

The initial qualification program depends on the type of conversion course and is either
performed in Wizz Air ATO or in external TRTOs. At the end of the Operator conversion
course (pilot released on line), each new pilot is LVO qualified.

5.2.1.2 Recurrent training/checking program

LVO REFRESHER GROUND TRAINING AND TEST

Each flight crewmember has access to the LVOM and OMs and has the
responsibility to continuously maintain a high technical/operational knowledge
and proficiency on operator’s procedures for low visibility operations.
The validity of the LVO refresher test is 1 year and is performed online (e-
Training). During the 3 months period prior to the expiry date of his/her
previous LVO refresher test, the pilot must complete the current online test to
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validate his next expiry date in the e-training system. New expiry date is shown
in the AIMS and records of the tests are kept in the Training Department.
In addition to this, a routine checking of LVO knowledge is also done before
each LVO simulator session.

LVO SIMULATOR TRAINING/CHECKING

A specific part of each OPC simulator session addresses the prorogation of LVO
qualification. Simulator syllabi are compliant with EASA regulations. If the
crewmember is deemed competent, his/her LVO qualification is extended until
the next expiry date of the OPC. In case of unsatisfactory performance, adapted
remedial simulator training is organised.

5.2.1.3 Recency
Each flight crewmember expiry date for LVO qualification appears in the AIMS.
The low visibility recency for LVTO and Cat II/III approaches based on
automatic approaches and autolands is maintained by the recurrent simulator
training and checking program with no other formal requirement.
To remain LVO qualified, there is no other legal requirement than to perform the LVO
recurrent training/checking as described above. Requirements concerning completion
of autolands during line-operations (refer to LVOM 6.6) is only related to the completion
of Wizz Air continuous monitoring program for LVO approval.
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6 FLIGHT CREW PROCEDURES (LVO SOP)

6.1 LOW VISIBILITY OPERATIONS

GENERAL
Low visibility operations (LVO) are:
 Manual take-off (RVR below 400 m);
 Auto-coupled approach to below DH, with manual flare, landing and
roll-out;
 Auto-coupled approach followed by auto-flare, auto landing and manual
roll-out;
 Auto-coupled approach followed by auto-flare, auto landing and auto-
roll out, when the applicable RVR is less than 400m.

Responsibilities of the Commander

The Commander shall satisfy himself that:
 The status of the visual and non-visual facilities is sufficient prior to
commencing a Low Visibility Take-Off or a Lower than standard
Category I, Category II, Other than Standard Category II or Category
III approach;
 Appropriate LVPs are in force according to information received from
Air Traffic Services, before commencing a Low Visibility Take-Off or a
Lower than Standard Category I, Category II, Other than Standard
Category II or Category III approach;
 The flight crewmembers are properly qualified prior to commencing a
Low Visibility Take-off (RVR less than 150 m) or a Lower than Standard
Category I, Category II, Other than Standard Category II or Category
III approach; and
 The status of the airplane and of the relevant airborne systems is
appropriate for the specific operation to be conducted.

Responsibilities of Wizz Air

Wizz Air will ensure that, prior to conducting Low Visibility Take-Off and Lower
than Standard Category I, Category II, Other than Standard Category II or
Category III operations, each flight crewmember completes the training and
checking requirements prescribed in OM Part D.
Wizz Air includes in its Operations Manual the minimum equipment that has to
be serviceable at the commencement of a low visibility take-off, a lower than
Standard Category I Approach, an Other than Standard Category II approach
or a Category II/III Approach in accordance with the AFM or other approved
document.
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Low Visibility Take-Off (LVTO)

A Low Visibility Take-Off is a take-off on a runway where the RVR is less than
400m.
During LVTO the CM1 should be the PF.
Flex thrust take-offs are permitted in LVO.
Note: no specific training requirement is required to perform a LVTO with RVR
equal or above 150 metres. For low visibility take-offs in less than 150m
approval is required from the authorities.

CAT II/III approach

Wizz Air will not conduct Category II, Other than Standard Category II or
Category III operations unless:
 Each airplane concerned is certificated for operations with decision
heights below 200 ft and equipped in accordance with CS–AWO or an
equivalent accepted by the Authority;
 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;
 The operations are approved by the Authority;
 The flight crew consists of at least 2 pilots; and
 Decision Height is determined by means of a radio altimeter.
 The landing shall be performed by the CM1 as PF.

Wizz Air Continuous monitoring program

The objectives of Wizz Air continuous monitoring program are:
1. To follow the operational status of Wizz Air aircraft landing capability;
2. To demonstrate that at least 95% of autolands comply with the requirements
for successful automatic landings as required for Category IIIB operations as
authorized in the Wizz Air AOC (this corresponds to autoland with continuous
CAT 3 DUAL landing capability).
ASSOCIATED CREW PROCEDURES
Each autoland is recorded and unsuccessful autolands are reported.
Corresponding flight crew procedures are detailed in LVOM 6.7.
MANAGEMENT OF THE CONTINUOUS MONITORING PROGRAM
Unsuccessful approach/autoland reports are analysed by the technical pilot.
Monthly reports including number of approaches performed and success rate
are compiled and forwarded to the HFO.
In case less than 95% of autolands comply with requirements for successful
autoland as required for Category IIIB operations, the safety action group will
be immediately notified and a suitable response decided after consultation with
the authority.
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6.2 FLIGHT PHASE RELATED PROCEDURES

Flight preparation
In addition to the normal flight preparation, the following preparation must be
performed when LVO is planned:
 Ensure that destination airport meets CAT II or CAT III requirements
 Check aircraft required equipment for CAT II or CAT III in QRH
 Check that crew qualification is current
 Consider extra fuel for possible approach delay
 Consider weather at alternate

6.2.1.1 Planning stage

As soon as a flight MIGHT be operated in LVO conditions special attention is
required on the following points:

FLIGHT CREW QUALIFICATION

The two pilots must be current with their LVO qualification (not required for
take-off with RVR ≥ 150m - refer to LVOM 6.2.3).
Note: for line-training flights, additional conditions might be required (refer to OM D –
LVO operations during LFUS).

SELECTION OF AERODROMES
When checking aerodrome requirements, always use and check all sources of
information: Lido eManual, Wizz Air “LOW VISIBILITY OPERATIONS AND CAT I
AUTOLAND TABLE”, NOTAMs and, when applicable, the table - Effect of
temporarily failed or downgraded ground equipment on landing minima
(available in OM A).

IF LVO EXPECTED AT DEPARTURE:

 Check that departure aerodrome meets requirements for LVO
operations and determine lowest applicable take-off minima.
 A landing solution within less than 1 hour flight time must always be
determined at flight preparation stage (and whenever possible an
immediate landing option). When departure aerodrome does not satisfy
requirements for take-off alternate, select the most suitable take-off
alternate aerodrome:
Take-off alternate aerodrome:
The operational flight plan shall specify a take-off alternate aerodrome if
meteorological and/or performance considerations preclude return to the
departure aerodrome (conditions at departure aerodrome below requirements
for take-off alternate aerodrome).
This take-off alternate shall be located within one hour still air flight time at
the FM one-engine-inoperative cruising speed in ISA, calculated on the actual
take-off mass. This means 250 NM (great circle distance) for A320/A321.
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For selection as a take-off alternate an aerodrome must satisfy the following

conditions:
 Meteorological reports and/or forecasts must indicate that the weather
at the aerodrome will be at or above the applicable landing minima
(RVR/Visibility in accordance to OM A Section 8.1.3.4) during a period
commencing 1 hour before and ending 1 hour after the ETA; and
 If only non-precision and/or circling approaches are available ceiling
must be taken into account; and
 Any one-engine inoperative limitations must be taken into account.
(e.g.: loss of Cat II or III capability).

IF LVO EXPECTED AT DESTINATION:

 Check that the destination aerodrome meet requirements for LVO
operations and determine lowest applicable landing minima;
 Select accessible destination alternate aerodromes (at least one of the
destination alternates must be accessible without LVO (either
CAT1/NPA/Circling Approach as applicable).
 Select en-route alternate aerodromes with special care to support
decision making in case of unforeseen/unexpected situation.
Refer to OM A 8.1.2.1.2 “Weather planning minima and selection of
aerodromes” for details.
Landing performance requirements (dispatch):
(OM B, PER - 4.5.1 Dispatch)
The Dispatch landing distance can be calculated before commencing the flight
by the use of the FLYSMART software.
Alternatively, the Dispatch landing distance can be calculated with the FCOM
as indicated below.
(Refer to FCOM/PER/LANDING/GENERAL)
The ‘REQUIRED LANDING DISTANCE’ (RLD) is the regulated/factored distance.
The RLD is the factored certified landing distance based on:
 Maximum manual braking initiated immediately after main gear
touchdown.
 Prompt selection of max reverse thrust, maintained to 70kt, and idle
thrust to full stop (when credit is used).
 Antiskid and all spoilers operative.
 The regulatory dispatch factor.
CONTAMINATED SURFACE:
If the surface is contaminated, PART OPS operators must use the longer of
either the RLD for the wet runway or the RLD for the applicable contaminant
for dispatch.
AUTOMATIC LANDING:
The RLD for automatic landing is defined as the RLD in manual landing
corrected with the increment given in the AFM.
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(Refer to AFM/PERFORMANCE/LANDING PERFORMANCE/AUTOLAND LANDING

DISTANCE INCREMENTS)
These increments assume maximum manual braking from main gear
touchdown.
The Commander must check before departure that the available runway length
at destination is at least equal to the RLD for the forecasted landing weight.
(Refer to FCOM/PER/LDG/DISPATCH RLD)
MEL CONSIDERATIONS:
In case of an aircraft component inoperative and affecting landing distance
known before the dispatch, the available runway length must be at least equal
to the RLD taking into account the inoperative component , i.e. the RLD
multiplied by the coefficient given in the Aircraft Flight Manual (AFM) or the
MMEL/MEL.
GENERAL FORMULA:
RLD for DISPATCH = FCOM dispatch RLD + AFM Autoland correction x MEL
correction factor (if applicable).
CAUTION:
The RLD for dispatch is factored according to regulation, however it assumes
maximum manual braking and the company margin is NOT included or
required. Therefore, the factored In-Flight Landing Distance (IFLD) may in
some cases, and in particular on contaminated runways, exceed the 'RLD'
considered at dispatch. When arrival conditions are expected to be marginal it
is recommended to make a preliminary calculation of IFLD 'before dispatch' in
order to nominate suitable destination alternates.

FUEL PLANNING
LVO (on departure or at destination) always results in traffic restrictions, severe
impact on airport’s capacity and subsequent delays. ATC delays due to traffic
congestion might continue for some time after weather clearance.
Note: delay and holding is inherent to LVO and the potential benefit of LVO availability
may be lost in case of early diversion due to insufficient fuel (especially in low cost
operations where diversions have huge financial and operational impact).
Consequently, weight limitations allowing, decision for extra-fuel carriage
should always be considered.

6.2.1.2 Cockpit preparation stage

In addition to normal procedures, special attention should be made to the
following items:

AIRCRAFT TECHNICAL STATUS

Check Hold Item list, Tech Log and ECAM status. The impact of any aircraft
unserviceability must be assessed using the MEL/CDL. In case an inoperative
equipment(s) affect low visibility operations, lowest possible minima must be
determined at the flight preparation stage and subsequent decision taken.
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PREPARATION IN CASE OF LVO AT DEPARTURE

 Review and brief standard LVO taxi routing and prepare all necessary
charts. Perform the LVO take-off briefing using the LVO briefing guide
(reverse of normal C/L).
 Adjust pilot seat so as to optimize take-off visual segment (refer to
LVOM 2.3.3).
 Keep awareness of airport traffic load and maintain clear coordination
with ATC in order to anticipate delays and to respect any time
constraints for take-off (ATC slot, de-icing holdover time etc.);
 Keep weather awareness of actual landing RVR at departure airport and
RVR/Minima at take-off alternate airport.

PREPARATION IN CASE OF LVO EXPECTED AT DESTINATION

Keep weather awareness of destination aerodrome and destination alternate
aerodromes. Whenever such a coordination is possible (through OCC/ATC)
adapt departure time in order to minimize holding at arrival (additional holding
on ground is always preferable to in-flight holding).

Ground operations – Taxi (departure – arrival)

Maneuvering on ground with low visibility conditions requires special care, high
situational awareness and enhanced crew and crew-ATC coordination.
Commanders should apply and demand high level of CRM.

IMPORTANT REMINDER
 Fog can considerably reduce contrast between objects and the
background. It also affects peripheral vision (assessment of taxi speed).
Consequently it reduces time available to identify and react on potential
hazards;
 There is no formal restriction on RVR for taxi. Even if take-off minima
is restricted to RVR ≥ 125m and CATIIIB landing to 75m, this might not
be representative of the visibility on the apron and other maneuver
areas which might be less than these values;
 In poor visibility, navigation lights may not be visible before seeing the
actual aircraft and especially so with certain angles of approach.
Brighter lights (taxi, wing) can help in identifying your aircraft;
 Statistics show that the highest risk of ground incidents occur when
crews are known to relax and lower their concentration after a
demanding low visibility landing.

BASIC RULES FOR GROUND MANEUVER IN LVO ENVIRONMENT

Strict respect of the following points (basic airmanship) is essential to maintain
an acceptable level of safety during LVO taxi:
 During taxi and according to the RVR, it is highly recommended that
both pilots stay concentrated on ground navigation, the taxi pattern
and environment safety.
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 The PM must have applicable ground chart available before the

commencement of taxing.
 The flight control check and ‘TAXI’ checklist should be done aircraft
stopped, preferably before taxi, otherwise at holding point.
 ATC taxi instructions must be received when both pilots are monitoring
the control frequency. Carefully acknowledge and note taxi instructions.
Any doubt must be immediately solved;
 Before taxi or resuming taxi, the crew must review and agree on the
intended routing according ATC instruction;
 While taxiing, maintaining outside situation awareness remains the
absolute priority: cockpit-flows, flight control checks and C/L must
always be completed aircraft stopped (before/after taxi or at holding
positions);
 During taxi, make maximum use of airport ground chart and heading
reference (ND), stay attentive to R/T transmissions and always know
your position. Whenever possible keep track of positions of other
surrounding traffic and vehicles;
 Keep taxi speeds so as to allow for sudden reduction in visibility and
full stop capacity within a few meters. Challenge your perception of
speed by checking ground speed on ND and checking laterally your
speed;
 During taxi, use all aircraft lights but be prepared to switch off any light
that restricts visibility due to glare. Do not use strobes unless occupying
a runway;
 When approaching a runway, ensure to stop and hold before the CAT
II/III holding point (some airports are still missing stop bars);
 After landing, vacate completely the runway (tail beyond the CAT II/III
holding point). The mandatory call “WZZxxx, runway vacated”
should be made only after that point is reached. If no further taxi
clearance is received, stop and wait – ask for instructions;
 At any time, if you have a doubt about your position, your clearance,
or an unexpected obstacle, stop and inform ATC. Ask ATC for
help/guidance. Do not move until you recover full situational
awareness.

Take-off – Rejected take-off

A low visibility take-off is a take-off conducted with a RVR < 400m.
 Neither specific training nor authorization is required to operate down
to 150m.
 Review OM-A 8-1-3-3 for minimum RVR 150m according to ground
equipment.
 Both pilots must be current for Low Visibility Operations (simulator
training) when the RVR is below 150m (minimum 125m).
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ENTERING THE RUNWAY AND LINING-UP

 Pilots must never taxi an aircraft across a red lit Stop Bar;
 The mandatory call “WZZxxx, entering the runway” should be made
and TCAS should be switched on before the aircraft moves beyond the
CAT II/III holding point;
 Confirm runway identification and proper line-up using the LOC signal
(ILS button ON);

REPORTED RVR AND ASSESSMENT OF RVR BEFORE TAKE-OFF

When the RVR representative of the initial part of the take-off run (touchdown):
 Is reported by ATC - the reported value takes precedence and cannot
be disregarded by the crew;
 Is not available (failure) - a take-off is possible only if the crew can
assess the RVR ≥ 150m. Other relevant reported RVR must all be ≥
150m;
It is a legal requirement that, in all cases, before starting the take-off, pilots
make sure the actual RVR is consistent with the reported RVR:
 For the A320/A321, the theoretical visual segment available at take-off
(refer to LVOM 2.3.2) is:
 112m with a RVR of 125m, this corresponds to 8 centreline lights
(standard spacing 15m);
 137m with a RVR of 150m, this corresponds to 10 centreline lights
(standard spacing 15m).
Note: PART OPS regulation requires a minimum available take-off visual segment of
90m.
Important notes:
 There is no formal requirement to check the consistency between actual
and reported RVR by counting centreline lights (which might be missing
in case of take-off before displaced threshold). The assessment can be
done using any available means (edge lights, runway markings etc.);
 Required RVR value must be achieved for all of relevant RVR reporting
points (relevant distance covers both a discontinued take-off [RTO] and
a continued take-off after engine failure – the relevant distance is
consequently the calculated ASDA.
TAKE-OFF ROLL
 Rolling take-off is not permitted in LVO conditions (RVR <400m);
 Use the centreline lights and/or markings for directional guidance. As
speed increases, the streaming effect of these improves and directional
control becomes easier;
 In case of loss of visual reference during take-off roll at significant high
speed, consider continued take-off (use localizer guidance – yaw bar);
 In addition to an automatic change to Radar frequency which might be
instructed, an R/T call “WZZxxx, airborne” is requested in some
countries (refer to Lido eManual).
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REJECTED TAKE-OFF
 Apply full reverse and use auto-brake as long as possible, then apply
full braking to reduce rollout distance;
 Directional control with reference to centerline lights becomes less easy
as speed decreases: Use yaw bar as backup;
 If airspeed > 100KT when centerline changes from white to red (900m
from runway end): apply full reverse until taxi-speed (40KT);
 If airspeed > 50 KT when centerline changes to continuous red (300m
from runway end): apply full reverse until full stop.
Note: use of reverses below 70KT must be recorded in tech-log.

Cruise and descent

6.2.1.3 Follow-up of weather and fuel status

As long as low visibility conditions at destination remains a possibility, the
crew must pay special attention on keeping constant track of:
 Weather information at destination and alternates through the flight;
 Fuel status in order to allow quick and efficient decision in case of
unexpected long holding at destination or last minute downgrade of
landing capability. Diversion to an airport allowing NON LVO approach
must always remain an option);

6.2.1.4 Follow-up of landing capability through the flight

Many malfunctions might degrade the landing capability. At any stage of the
flight, and before starting a low visibility approach, the crew must clearly
know what is the expected landing capability and limitations of the
aircraft. Once landing capability has been determined during flight preparation,
the effect on landing capability of any aircraft technical defect/malfunction
occurring after start-up must be precisely investigated using jointly:
 MEL (aircraft on ground, before take-off);
 STATUS PAGE;
 QRH 5.04 (required equipment for CAT II/III);
 FCOM (Abnormal Procedures).
Notes:
If there is no failure during the flight, there is no need to consider any changes in landing
capability since dispatch.
Within a class of landing capability (i.e.: CAT 3 Single), additional restriction might
apply:
Examples:
1. CAT II and CAT IIIA approaches with autoland are allowed with antiskid unserviceable,
but auto-rollout is not allowed. Consequently, at touchdown, the pilot must disconnect
the AP and perform manually the rollout.
2. Auto callout function is necessary for any autoland. However, a CAT II approach with
manual landing can be performed with the system inoperative.
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6.2.1.5 Type of approach to be selected and prepared

GENERAL POLICY
Wizz Air general policy is to follow Airbus standard CAT II/III procedures. Thus,
normally, the crew must elect the approach allowing the lowest minima taking
into account:
 Applicable minima for the intended approach using Lido eManual, Wizz
Air “LOW VISIBILITY OPERATIONS AND CAT I AUTOLAND TABLE”,
NOTAMs and, when applicable, the table - Effect of temporarily failed
or downgraded ground equipment on landing minima (refer to OM A);
 The landing capability as assessed at this stage.
Note: Entering a new DH in the FMGC below 1000ft RA is PROHIBITED.

Approach preparation
LIMITATIONS
The crew will check that tower wind remains within the limit for CAT II or CAT
III approaches (Refer to FCOM/LIM-22-20 Maximum Wind Conditions for Cat II
or Cat III Automatic Approach Landing and Roll Out) and Company crosswind
and contamination runway limitations (Refer to OM B, Limitations 1-2-1).
The maximum autoland altitude must be respected.
IFLD is to be calculated.
The optimized and company recommended method of in-flight landing
performance assessment (with or without an in-flight failure) is FLYSMART.
The alternative method of landing distance calculation is the QRH IFP.
(Refer to OM B 4-5-2 IN-FLIGHT PERFORMANCE (IFP) – LANDING)
AIRCRAFT CAPABILITY
The failures that may affect the aircraft's CAT II or CAT III capability are listed
in the QRH. Most of these failures are monitored by the FMGS and the landing
capability will be displayed on the FMA once the APPR pb is pressed, i.e. CAT
II, CAT III SINGLE, CAT III DUAL. However, there are a number of failures
which affect the aircraft's landing capability which are not monitored by the
FMGS and, consequently, not reflected on the FMA. It is very important,
therefore, that the crew refer to the QRH to establish the actual landing
capability if some equipment are listed inoperative.
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AIRPORT FACILITIES
The airport authorities are responsible for establishing and maintaining the
equipment required for CAT II/III approach and landing. The airport authorities
will activate the LVP procedures as the need arises based on RVR. Prior to
planning a CAT II/III approach, the crew must ensure that LVP are in force.
CREW QUALIFICATION
The captain must ensure that both crew members are qualified and that their
qualification is current for the planned approach.
SEATING POSITION
The crew must understand the importance of eye position during low visibility
approaches and landing.
A too low seat position may greatly reduce the visual segment. When the eye
reference position is lower than intended, the visual segment is further reduced
by the cut-off angle of the glareshield or nose. As a rule of thumb, an incorrect
seating position which reduces the cut-off angle by 1 ° reduces the visual
segment by approximately 10 m (30 ft).
USE OF LANDING LIGHTS
The use of landing lights at night in low visibility can be detrimental to the
acquisition of visual reference. Reflected lights from water droplets or snow
may actually reduce visibility. The landing lights would, therefore, not normally
be used in CAT II/III weather conditions.
APPROACH STRATEGY
Irrespective of the actual weather conditions, the crew should plan the
approach using the best approach capability. This would normally be CAT III
DUAL with autoland, depending upon aircraft status. The crew should then
assess the weather with respect to possible downgrade capability.

Conditions CAT I CAT II CAT III

WITH DH NO DH

Flying Manual flying AP/FD, A/THR AP/FD/ATHR and

technique or Autoland
down to DH
AP/FD, A/THR

Minima & DA (DH) Baro DH with RA RVR

weather ref Visibility

Autoland Possible with Recommended Mandatory

precautions

Wizz Air general policy is to follow Airbus standard CAT II/III procedures. Thus,
normally, the crew must elect the approach allowing the lowest minima taking
into account:
 Applicable minima for the intended approach (using Lido eManual, Wizz
Air “LOW VISIBILITY OPERATIONS AND CAT I AUTOLAND TABLE”,
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NOTAMs and, when applicable, the table - Effect of temporarily failed

or downgraded ground equipment on landing minima (refer to OM A);
 The landing capability as assessed at this stage.
GO AROUND STRATEGY
The crew must be ready mentally for go-around at any stage of the approach.
Should a failure occur above 1 000 ft RA, all ECAM actions (and DH amendment
if required) should be completed before reaching 1 000 ft RA, otherwise a go-
around should be initiated. This ensures proper task sharing for the remainder
of the approach. Furthermore, Refer to FCOM/PRO-NOR-SRP-01-70 Failures
and Associated Actions for failures and associated actions below 1 000 ft RA
that should lead to a go-around.
APPROACH BRIEFING
Before commencing a CAT II/III approach a number of factors must be
considered by the crew:
 Aircraft capability
 Airport facilities
 Crew qualification
 Weather minima
 Task sharing
 Call-outs
 Go-around strategy
A proper LVO approach briefing takes time and must be anticipated in order
to be completed before TOD. The briefing is performed based on latest available
weather information (ACARS-VOLMET) and performed using the LVO briefing
guide (reverse of normal C/L). The following points should especially be
underlined during the briefing:
 NOTAMs and aircraft status (especially landing capability). This should
permit to clearly determine the lowest applicable minima;
 Fuel, possible holding and diversion. Strategies and decision making
considering the following cases:
 Significant holding on arrival (close or above max available holding-
fuel);
 Last minute unexpected event in the last stage of the flight (closure
of destination airport, loss of required landing capability).
 Precise review of failure management during the approach
(above/below 1000ft), recall of significance of Alert Height in case of
CAT III approach;
 Review of mandatory R/T calls associated with LVO approach and
landing;

 Precise review of ALL callouts associated with auto-flight

management during the approach: expected FMA mode changes
(when/where they are expected – latest point at which a missing
mode change must be announced – associated actions);
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 Review of required visual references for landing (in case of approach

with DH);
 Seating position and landing configuration review:
 CM1 seat position must permit optimization of the approach visual
segment and CM2 seat position a clear view of the instruments.
 Autolands may be performed with flaps CONF3 or CONF FULL but,
performance allowing, flap FULL is always recommended to improve
forward vision from the flight deck.
 Flight deck lighting and external lights review:
 Internal lighting should be set to the minimum brightness consistent
with viewing the instruments.
 Any forward facing exterior lighting can produce considerable glare,
so consideration should be given to extending but not illuminating
the landing lights and leaving the taxi and turnoff lights switched
off.
 Precise review of expected runway exit point and taxi-in routing
(prepare all necessary charts);
 Test the autoland light: select ILS deviation scales on each PFD;
depress the AUTOLAND light and check red AUTOLAND light illuminates
and ILS deviation scales flash.
APPROACHING DESTINATION
Once the ATIS or weather report from A/D is received:
 Update weather conditions at destination (FMGS) and confirm “LVP
in force” (and possible reported restrictions);
 According actual conditions and traffic at destination, update weather
for alternates (ATIS, ACARS);
 Confirm consistency between actual conditions with prepared
operations (briefing). In case of any significant change, do not rush:
ask for delaying vectors or holding. Always be fully ready and apply
silent cockpit rule below FL100, both pilots head-up and concentrated
on radio watch (LVO means dense traffic around).
Note: The RVR quoted on the ATIS is the instantaneous reading at the time of
observation which may not be representative of the current conditions. When
the RVR is close to, or below minimum, and it is necessary to make a decision
either to join/remain in the holding pattern for an improvement or to divert,
the crew should request RVR update from the active ATC frequency only.
BEFORE COMMENCING APPROACH
 Check STS page and confirm expected landing capability;
 Adjust seating position, Adjust flight deck lighting and prepare
external lighting as reviewed during briefing;
 CM1 (whatever his position in the command chain) is always PF during
LVO approach.
See also LVOM 7.3.1 Commencement and continuation of approach
Note: any change of PF must be effective latest at FL100.
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Approach, Landing and Go-around

CATEGORY IIIB NO DH OPERATIONS – COMPANY PROCEDURES
 For a Category IIIB No DH approach, the FMA must display CAT 3 DUAL.
 ‘NO’ is to be entered in the DH field of the PERF APPR page of the MCDU.
 All procedures during the approach remain the same as for any other
LVO approach, except that there will be no “ONE HUNDRED ABOVE” or
“MINIMUM” calls.
 At the auto-callout “ONE HUNDRED”, PF is to call “CONTINUE” unless a
failure or other event necessitates a Go-around.
 Below Alert Height (100 feet RA), a Go-around is only required in the
A320/A321 if the AUTOLAND light activates. All other failures may be
ignored and the approach and landing completed, at the discretion of
the Commander.
 Items listed as not monitored in QRH 5.04 are not checked or tested
before an approach. They are assumed serviceable unless they have
been listed unserviceable in the AFL or HIL or have been noted as
unserviceable during the flight.
 Although there is no FCOM requirement to test the AUTOLAND light, it
is our procedure according to the OM B. Test the AUTOLAND light as
part of the LVO Approach Briefing.
 The Standby Attitude Indicator must be serviceable for an approach to
be started. However, a failure of the instrument during an approach
may be ignored and the approach may be continued.
 Although not qualified for LVO landings as PF during normal operations,
a FO may continue to land after taking control following the
incapacitation of the Captain, if he considers that it is a medical
emergency.
TASK SHARING
The workload is distributed in such a way that the PF primary tasks are
supervising and decision making and the PM primary task is monitoring the
operation of the automatic system.
The PF supervises the approach (trajectory, attitude, speed) and takes
appropriate decision in case of failure and at DH. Since the approach is flown
with AP/FD/A-THR, the PF must be continuously ready to take-over
 If any AP hard over is experienced
 If a major failure occurs
 If any doubt arises
The PF announces "LAND", when displayed on FMA.
The PM is head down throughout the approach and landing. The PM monitors:
 The FMA and calls all mode changes below 350 ft as required (i.e. after
PF calls "LAND")
 The Auto call out
 The aircraft trajectory or attitude exceedance
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 Any failures
The PM should be go-around minded.
See also LVOM 6.3.1.

ENGAGEMENT OF APPROACH MODE

The approach mode can be armed (LOC/GS blue) provided:
 The ILS and one RA are available;
 An ILS approach is selected in the FMGS;
 The aircraft is above 400 FT RA;
 ILS frequency and courses and identically set on both receivers.
At this stage, the second AP may be engaged and current landing capability
displays on FMA.
Further the LOC and GS capture modes (LOC*/GS*) engage when the ILS
capture conditions are fulfilled. Then the LOC/GS modes engaged (LOC/GS
green) when the aircraft is established on the ILS.
The AP/FD guides the aircraft along the G/S down to 30 FT and along the LOC
during the approach, the flare and rollout.
Note: Provided the aircraft is above 400 FT RA, the approach mode (LOC/GS
blue, LOC*/GS* and LOC/GS green) can be disengaged by pressing APPR p/b
(LOC and GS), LOC p/b (only GS disarms) and HDG/TRK p/b (LOC and GS).
Once below 400 FT RA, the approach mode can only be disengaged by engaging
the GA mode.
SOME SYSTEM PARTICULARS

700 FT – DATA-LOCK
At 700 FT RA with APPR mode armed or engaged the ILS frequency and course
are frozen in the receiver (ILS tune inhibit from either MCDUs or RMPs). As
soon as speed is managed, there is no possibility to modify the configuration,
wind or VAPP that has been inserted in PERF page.

400 FT (LAND MODE) – FCU FROZEN

When the LAND mode is engaged, the FCU is frozen. This ensures correct final
approach guidance. LAND mode automatically engages and appears on FMA
when LOC/GS modes are engaged and the aircraft is below 400 FT RA. It
provides guidance for an automatic landing. No action on FCU will disengage
LAND mode. FLARE mode will subsequently engage.
Land mode can only be disengaged:
• By engaging the GA mode;
• By pressing the APPR p/b when the aircraft has been on ground and AP
disconnected for more than 10 seconds.

200 FT AUTOLAND LIGHT ARMED

Below 200 ft, the AUTOLAND red light illuminates if
 Both APs trip off
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 Excessive beam deviation is sensed

 Localizer or glide slope transmitter or receiver fails
 A RA discrepancy of at least 15 ft is sensed.
 The FMGS senses long flare
100 FT – LANDING CAPABILITY LOCK
At 100 FT RA (Alert Height), the FMGS locks the landing capability until the
LAND mode is disengaged or both AP are OFF. Therefore, a failure occurring
below 100 FT RA does not change the capability of the system.
40 FT FLARE
FLARE mode engages at or below 40 ft RA, depending on the rate-of-descent).
• Pitch control consists of a pre-command sent to elevator (function of
GW, CG and GS). Then the flare is continued with a closed-loop signal
(pitch demand function of ROD versus horizontal distance or time) so as
to reduce both ROD and the RA in a reasonable distance (typically 7 to
9 seconds). After main landing gear touchdown, the AP (if engaged)
sends a nose down order.
• At 30ft, the align sub-mode aligns the yaw axis with the runway
centreline (ILS course).
• Retard mode (only available during autoland [AP engaged in LAND
mode]) engages at approximately 40 ft RA, the mode engages. The
A/THR commands IDLE. The “RETARD” call is triggered at approximately
10 FT during autoland to prompt the pilot to move the thrust levers to
idle (the call triggers at 20 FT with AP off).
Important note: if the AP is disengaged during the flare, SPEED mode
engages and the pilot has to manually reduce thrust).
THR IDLE comes at or below 30 ft
RETARD auto call out comes at 10 ft for autoland as an order. (Instead of 20
ft for manual landing as an indication).
VISUAL REFERENCE
Approaching the DH, the PF starts to look for visual references, progressively
increasing external scanning. It should be stressed that the DH is the lower
limit of the decision zone. PF should come to this zone prepared for a go-around
but with no pre-established judgement.
Required conditions to continue
See LVOM 7.3.
Loss of visual reference
• With DH before touch down
If decision to continue has been made by DH and the visual references
subsequently become inappropriate a go-around must be initiated.
A late go-around may result in ground contact. If touch down occurs after TOGA
is engaged, the AP remains engaged in that mode and A/THR remains in TOGA.
The ground spoilers and auto-brake are inhibited.
• With DH or without DH after touch down
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If visual references are lost after touch down, a go-around should not be
attempted. The roll-out should be continued with AP in ROLL OUT mode down
to taxi speed.

AUTO-CALLOUT FUNCTION VERSUS DH

The auto callout function is mandatory for autoland and, in addition to RA
heights calls, triggers the "hundred above" and "minimums" calls (expect when
NO DH has been inserted in MCDU PERF PAGE).
FLARE/LANDING/ROLL OUT
During the flare, de-crab and roll-out, the PF will look outside to assess that
the autoland is properly carried out, considering the appropriate visual
references.
For CAT II approaches, autoland is recommended. If manual landing is
preferred, the PF will take-over at 80 ft at the latest. This ensures a smooth
transition for the manual landing.

ROLLOUT mode engages at touchdown. The PFD displays the yaw bar (FD bars
disappear).
During rollout, the AP gives steering orders (function of the localizer signal and the
aircraft speed):
 To the rudder via the FACs;
 To the nose wheel via the ELACs and BSCU
Aileron and spoiler AP orders are null. The THS is reset to 0.5 nose-up.
Activation of spoilers is directly controlled by the SECs.
The guidance ends when the pilot disengages the AP.
Select maximum reverse at main landing gear touch down.
The use of auto-brake is recommended as it ensures a symmetrical brake
pressure application.
However, the crew should be aware of possible dissymmetry in case of
crosswind and wet runways.
The PM will use standard call out. Additionally, he will advise ATC when aircraft
is properly controlled (speed and lateral trajectory).
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GA MODE (INITIAL PHASE)

Go-around is commanded by thrust lever set to TOGA.
 SRS vertical guidance mode automatically engages. The target speed
becomes the memorized go-around speed (highest of VAPP or current
speed when go-around is initiated).
 GA TRK is automatically engaged (current track at go-around
engagement) NAV mode is armed.
Note: A go-around initiated at very low height (<20 FT) may result in ground
contact (the go-around mode remains engaged).

FAILURE AND ASSOCIATED ACTIONS

As a general rule, if a failure occurs above 1 000 ft AGL, the approach may be
continued if ECAM actions are completed, the updated approach briefing is
performed and the appropriate DH set.
Below 1 000 ft (and down to AH in CAT3 DUAL), the occurrence of any failure
requires a go-around and a reassessment of the landing capability. Another
approach may be performed with the new landing minima if the landing
capability degradation (due to any system malfunction) did not happen after
the LAND mode was engaged. It has been considered that below 1 000 ft, not
enough time is available for the crew to perform the necessary switching, to
check system configuration and limitation and brief for minima.
In CAT3 DUAL and below AH, as a general rule, a single failure does not
necessitate a go-around. A go-around is required if the AUTOLAND warning is
triggered.
Refer to LVOM 6.3 for details.
AUTOLAND IN CAT I OR BETTER WEATHER CONDITIONS
The crew may wish to practice automatic landings in CAT I or better weather
conditions for training purposes. This type of approach should be carried out
only with the airline authorization. The crew should be aware that fluctuations
of the LOC and/or GS might occur due to the fact that protection of ILS sensitive
areas, which applies during LVP, will not necessarily be in force. It is essential,
therefore, that the PF is prepared to take over manually at any time during a
practice approach and rollout, should the performance of the AP become
unsatisfactory.
Refer to LVOM 6.6.2 for details.

6.3 SYSTEM RELATED PROCEDURES

(Refer to FCOM PRO NOR SRP-01 FMS)

Task sharing during CAT I, CAT II AND CAT III APPROACH and
LANDING
Anytime a precision approach is performed the PM must announce that a flight
parameter is being exceeded, if:
 During glide beam capture:
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 Pitch attitude becomes less than -2.5 ° or greater than +10 ° (nose up).
 Vertical speed exceeds +500 ft/min or -1 250 ft/min.
 During final approach:
 Speed goes below speed target - 5 kt or above speed target + 10 kt (
“SPEED”)
 Pitch attitude goes below -2.5 ° or above 10 ° (“PITCH”)
 Bank angle becomes greater than 7 ° (“BANK”)
 Descent rate becomes greater than 1 000 ft/min (“SINK RATE”)
 There is too much LOC or GLIDE deviation (“LOCALIZER” or “GLIDE”).
If the flight crew suspects that autopilot guidance is not effective, they should:
 Use the instinctive disconnect pushbutton to disconnect the autopilot,
or
 Perform an automatic go-around.
The flight crew may perform a CAT II/CAT III approach, if:
 The FMA displays the corresponding category
 The required systems and functions are operative
 The airport is approved for the intended operations
 They are qualified to perform the specific approach.
CAT III APPROACH
AUTO CALL OUT RA is mandatory.
A/THR in SPEED MODE is mandatory.
Note: AUTO CALL OUT is not mandatory for CAT 2 approach: The PM may
perform this function.
TASK SHARING FOR CAT I APPROACH (OR BETTER)

PF PM
•At 350 ft AGL (or RA)
Check ILS course on PFD
″LAND″ when displayed on FMA
•At Decision Altitude +100 ft Monitor auto callout or announce “ONE
HUNDRED ABOVE” (1)
Monitor auto callout or announce
•At Decision Altitude
“MINIMUM” (1)

•If external visual references are

sufficient
″CONTINUE″
Monitor auto callouts or announce as
appropriate:
• If automatic landing not performed
300 ft
Disconnect the APs and perform the landing 200 ft
100 ft
50 ft
30 ft
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At ″RETARD″ annunciation, retard thrust 20 ft

levers to IDLE if not yet performed
10 ft
• If automatic landing performed
Refer to PRO-NOR-SRP-01-70 Task
Sharing for CAT III Approach/Landing
without DH : From 40 ft RA to Touchdown

•If external visual references are not

sufficient
″GO AROUND, FLAPS″ and execute

(1)
 CAT I minimum (DH or DA) is always BARO-referenced and must be entered
in the BARO field of the PERF APPR page.
 Pin programming enables operators to select the required callouts.
TASK SHARING FOR CAT II APPROACH

PF PM
•At 350 ft RA
Check ILS course on PFD
Commence outside scanning
″LAND″ when displayed on FMA

•At Decision Height +100 ft Monitor auto callout or announce

″ONE HUNDRED ABOVE″

•At Decision Height Monitor auto callout or announce

″MINIMUM″

•If external visual references are

sufficient
″CONTINUE″

• If Automatic landing not Monitor auto callouts or announce as

performed appropriate:
Disconnect the AP's and perform the 200 ft
landing 100 ft
50 ft
30 ft
20 ft
10 ft ″RETARD″ auto callout (1)
At ″RETARD″ annunciation, retard
thrust levers to IDLE if not yet
performed

• If Automatic landing is performed

Refer to PRO-NOR-SRP-01-70 Task
Sharing for CAT III Approach/Landing
without DH : From 40 ft RA to
Touchdown

•If external visual references are

not sufficient
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″GO-AROUND, FLAPS″ and execute

(1) “RETARD” auto callout comes up at 10 ft if LAND mode is engaged with one or two
APs engaged. Otherwise it is announced at 20 ft.
TASK SHARING FOR CAT III APPROACH WITH DH

PF PM
•At 350 ft RA
Check ILS course on PFD
Commence outside scanning
″LAND″ when displayed on FMA

•At Decision Height +100 ft Monitor auto callout ″HUNDRED ABOVE″

•At Decision Height Monitor auto callout ″MINIMUM″

•If external visual references are

sufficient
″CONTINUE″
•At 40 ft RA
Check FLARE on FMA and announce

•At 30 ft RA
Monitor auto callouts
Monitor thrust reduction and flare by
flight instruments
•At 10 ft RA Monitor engines parameters
Auto callout ″RETARD″ Check ROLL OUT on FMA and announce
RETARD both thrust levers to IDLE
Monitor lateral guidance by external
reference
•At TOUCH DOWN Check spoilers extension, reverse green,
deceleration and announce
Select and control reverse thrust

Announce 70 kt

Disengage the APs at the end of the Roll

out (when leaving the runway at the
latest)

•If external visual references are

not sufficient
″GO-AROUND, FLAPS″ and execute

TASK SHARING FOR CAT III APPROACH/LANDING WITHOUT DH

PF PM
•At 350 ft RA
Check ILS course on PFD
″LAND″ when displayed on FMA
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•At 100 ft RA Monitor auto callout (1)

If no failure is detected, ″CONTINUE″
•At 40 ft RA Check FLARE on FMA and announce
•At 30 ft RA
Monitor thrust reduction and flare by Monitor auto callout (1)
flight instruments
•At 10 ft RA
Monitor engines parameters
AUTO CALL OUT ″RETARD″
RETARD both thrust levers to IDLE
Monitor lateral guidance by external CHECK ROLL OUT on FMA and announce
reference
•At TOUCH DOWN
Check spoilers extension, reverse green,
Select and control reverse thrust
deceleration and announce
Announce 70 kt
Disengage the APs at the end of the Roll
out (when leaving the runway at the
latest)
(1) In case of CAT III without DH, the pilot should enter “NO” in the DH field of the
MCDU to avoid false “HUNDRED ABOVE” or “MINIMUM” auto callouts which would not
be applicable.

Landing Capabilities
Each FMGC computes its own landing capability: CAT1, CAT2, CAT3 SINGLE,
or CAT3 DUAL and displays the corresponding landing capability on the FMAs.
CAT3 DUAL corresponds to fail-operational and CAT3 SINGLE corresponds to
fail-passive automatic landing system.
Each capability depends upon the availability of aircraft systems and functions.
When the landing capability downgrades, a triple click aural warning sounds.

Warnings for ILS Approach

AUTOLAND WARNING
With “LAND” or “FLARE” green on the FMA and at least one AP engaged, the
AUTOLAND redlight appears on the glareshield when the aircraft is below 200
ft RA and one of the following events occurs:
 The autopilots are lost, or
 The aircraft gets too far off the beam (LOC or G/S flash on PFD), or
 Loss of LOC signal above 15 ft, or loss of glide signal above 100 ft
(transmitter or receivers).
 The difference between both radio altimeter indications is greater than
15 ft.
 The FMGS senses long flare.
When the AUTOLAND light comes on, Autoland must be discontinued (Refer to
PRO-NOR-SRP-01-70 Failures and Associated Actions Below 1 000 ft During A
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CAT II Approach, Refer to PRO-NOR-SRP-01-70 FAILURES AND ASSOCIATED

ACTIONS BELOW 1000 FT CAT III WITH DH, Refer to PRO-NOR-SRP-01-70
Failures and Associated Actions Below 1 000 ft for CAT III without DH).
WARNING OF EXCESSIVE BEAM DEVIATION
This warning is a flashing of the LOC and G/S scales on the PFD and ND ROSE
ILS. It occurs whenever:
 G/S deviation is greater than 1 dot (above 100 ft RA).
 LOC deviation is greater than 1/4 dot (above 15 ft RA).

WARNING ASSOCIATED WITH ILS "LANDING CAPABILITY"

Any downgrading in the aircraft’s capability for automatic approach and landing
sounds a triple-click aural warning.
FAILURE OF BOTH LOCALIZER AND GLIDESLOPE RECEIVERS
The PFD and ND (rose ILS mode) display red LOC and G/S flags (if the ILS
pushbutton has been pressed green). LOC and G/S scales disappear from the
PFD.
If LOC or G/S modes are engaged and at least one AP/FD is engaged
 The AP disengages.
 The FD reverts to its HDG-V/S or TRK-FPA modes.
FAILURE OF LOCALIZER OR GLIDESLOPE TRANSMITTER (WHEN
CAPTURED)
 The corresponding index is lost.
 The LOC and G/S scales flash.
 The corresponding FD bar flashes.
Above 200 ft RA, if the transmitter failure lasts less than 7 s, the FMA retains
the LOC and G/S modes (or the LAND mode) and the APs are able to regain
these modes. If the failure lasts longer than 7 s, the AP disengages and the FD
reverts to its basic modes. Below 200 ft RA, if the transmitter failure occurs,
the AUTOLAND warning appears, indicating that the crew must perform a GO
AROUND (if insufficient visual references) with one or 2 APs engaged.

Failures and associated actions above 1 000 ft for CAT II or

CAT III

FAILURE ACTION TO BE LANDING CATEGORY

PERFORMED ABOVE
(for multiple failures, the
1 000 ft
most limiting applies)

ONE ENGINE OUT Complete ECAM procedure. CAT III SINGLE

LANDING CAPABILITY Try to recover As displayed on FMA

DECREASE
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CAT II
LOSS OF A/THR Switch AP, and try to
reengage (if A/THR not recovered)

CAT III SINGLE

NOSE WHEEL STEERING
(DH = 50 ft)
Disengage AP at touch
down
CAT III SINGLE
ANTI SKID
Disengage AP at touch
down
Check with standby
AMBER "CHECK ATT" ON
horizon, use switching to
TWO PFDs
recover (no switching
below 1 000 ft)

Check with standby

AMBER "CHECK HDG"
compass, use CAT III SINGLE
ON TWO PFDs AND TWO
switching to recover (no (if the warning disappears)
NDs
switching below 1 000 ft)
CAT I
(if not)
RED "HDG" ON ONE PFD
AND ONE ND
Use switching to recover
RED "ATT" ON ONE PFD (no switching below 1 000
ft)

RED "SPD" ON ONE PFD

Use switching to recover CAT III DUAL (if the
"INVALID DATA" ON
(no switching below 1 000 diagonal line disappears)
ONE PFD AND ONE ND
ft)
CAT I (if not)
CAT I
RED "RA" ON TWO PFDs AP and FD not available
(minimum RVR as per
regulation)

CAT I
SLATS/FLAPS FAILURE
Disengage AP at or above
(LESS THAN CONF 3)
500 ft
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Failures and associated actions below 1 000 ft during a CAT II

approach
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Failures and associated actions below 1000 ft CAT III with DH

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Failures and associated actions below 1000 ft CAT III without

DH

Management of abnormal situations/downgrades during LVO

approach and autoland – General principles
In case of failure of aircraft system, instrument, or element of the FMGS during
a LVO approach, continuation or interruption of the approach depends on the
nature of the failure and the point of its occurrence.

FAILURE OCCURING PRIOR TO PASSING 1000FT AAL ON FINAL

If a failure/downgrade occurs prior to passing 1000ft AAL, decision to
continue the approach, to request delaying action (holding – delaying vectors)
or to start an immediate diversion is at Commander’s discretion. The proper
response depends on:
 The expected impact of the malfunction on the landing capability versus
minima and actual weather conditions; and
 The expected time to be fully ready to resume the approach (applies if
the proper landing capability for the prepared approach might be
recovered).
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In any case, to continue the LVO approach past 1000ft AAL, all the following
conditions should be fulfilled:

 Failure management procedures [ECAM – RESETS – C/L]

completed;
 Status of the aircraft, especially its landing capability after
management of failure re-assessed and, when applicable,
corresponding adequate landing minima inserted in MCDU;
 Approach briefing amended taking into account the new situation.

FAILURE OCCURRING AFTER PASSING 1000 AAL

CONDITIONS TO CONTINUE AN APPROACH IN VISUAL CONDITIONS BELOW

1000FT AAL

The necessity of interrupting the approach as documented in the following

paragraphs always depends on actual visual references. Whatever the
situation, in case visual references at the moment of the occurrence are
sufficient and flying conditions such that a visual manual landing can be
safely performed, continuation of the approach remains always an
option and a crew decision. In that case, CM1 must:

 Announce “CONTINUE”;
 If the malfunction affects either the landing capability or any part of the
AFCS, instruments or navigation systems (especially in case of
activation of the FAUTOLANDF red warning), CM1 must immediately
disconnect the autopilot and take over manually and visually the
remaining part of the approach and landing;
 If the malfunction clearly does not affect the auto-flight system, the
AP must be disconnected latest at 80ft RA (refer also to MASTER
WARNING alarms);
 Perform the landing manually using external visual references only.

FAILURE/DOWNGRADE BELOW 1000FT AAL AND ABOVE ALERT HEIGHT

Except in case the approach is continued visually as described above, a go-
around and re-assessment of approach/landing capability is necessary If
one of the following occurrences happens below 1000ft AAL and above Alert
Height:
 Alpha Floor Activation;
 AP off (Cavalry Charge);
 Downgrade (Crickets [Click-Click-Click]) below the required landing
capability for the intended and briefed approach;
 Amber Caution (Single Chime);
 Engine Failure.

MASTER WARNING BELOW 1000FT AAL

In case of Master Warnings below 1000 AAL (except AP OFF), continuation or
interruption of the approach and autoland remains crew decision. In most cases
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(SMOKE – FIRE – ENG OIL – CAB PR) the adequate response is continuation of
the approach and action on failure/malfunction after landing.

AUTOLAND RED WARNING BELOW DH/ALERT HEIGHT

If the FAUTOLANDF red warning triggers below ALERT HEIGHT (CAT III) or
below DH (whichever in higher), a go-around is mandatory except if visual
references at the moment of the occurrence are sufficient and flying conditions
such that a manual and visual landing can be safely performed. In that case,
CM1 must:
1. Disconnect the autopilot;
2. Announce “CONTINUE”;
3. Perform the remaining part of the approach and the landing manually
using external visual references only (basic instrument references
[attitude] may be used as secondary information).

6.4 COMMON SOPS FOR ALL LVO APPROACHES

APPROACH BAN (COMMENCEMENT AND CONTINUATION OF
APPROACH)
During all approaches the airplane‘s descent path must be carefully monitored.
This is of particular relevance when conducting non-precision approaches
where altitude/height versus range/fix checks shall be strictly observed.
Even if a stopwatch timing facility is not obligatory for the type of approach
being conducted it must be remembered that timing provides useful
navigational information and can be used as a gross error check.
Except in an emergency or when there has been a significant change in
reported weather conditions, no more than two successive approaches to an
aerodrome may be carried out where both approaches have resulted in a go-
around.
1. The commander may commence an instrument approach regardless of the
reported RVR/Visibility, but the approach shall not be continued beyond below
1000 ft above the aerodrome (or into the final approach segment in the case
where the DA/H or MDA/H is more than 1 000 ft above the aerodrome), if the
reported RVR/visibility is less than the applicable minima.
2. Where RVR is not available, RVR values may be derived by converting the
reported visibility in accordance with OM A chapter 8-1-3 Conversion of
reported meteorological visibility to RVR.
3. If, after passing 1000 ft above the aerodrome (or into the final approach
segment in the case where the DA/H or MDA/H is more than 1 000 ft above
the aerodrome), the reported RVR/visibility falls below the applicable
minimum, the approach may be continued to DA/H or MDA/H.
4. The approach may be continued below DA/H or MDA/H and the landing may
be completed provided that the required visual reference is established at the
DA/H or MDA/H and is maintained.
5. The touch-down zone RVR is always controlling. If reported and relevant,
the midpoint and stop end RVR are also controlling. The minimum RVR value
for the mid-point is 125 m or the RVR required for the touch-down zone if less,
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and 75 m for the stop-end. For airplanes equipped with a roll-out guidance or
control system, the minimum RVR value for the mid-point is 75 m.

TASK-SHARING/MANAGEMENT OF APPROACH ABOVE 1000FT AAL

Task-sharing and callouts are standard until passing 1000ft.
 The selected DH (RA) is read on FMA during approach C/L;
 Mandatory R/T calls:
 The first R/T contact with approach control must include clear
statement of intended approach (“WZZxxx, request CAT II
[III] approach”).
Note: Protections required for CAT II/III approaches may be disregarded by
ATC if the visibility improves to Category 1 or better conditions and
necessary protections for autoland not anymore granted.
 “WZZxxx, passing OM” (or any OM equivalent DME distance as
defined in the approach procedure).
 AP2 must be engaged as soon as the approach mode is armed and
subsequent landing capability confirmed (FMA reading);
 Unless weather (tailwind), aircraft weight and/or height of intermediate
approach preclude, LVO approaches are conducted using decelerated
ILS approach technique.
 Go-around altitude must be set and confirm from PFD as soon as the
aircraft establishes on glide-slope;
 The approach must be fully stabilized latest at 1000ft AAL.

TASK-SHARING/MANAGEMENT OF APPROACH BELOW 1000FT AAL

Below 1000 AAL, CM2 must remain head-down (until end of rollout) and
continuously monitor instruments, being ready to immediately announce any
deviations, downgrade or failure.

MONITORING FLIGHT MODE ENGAGEMENTS

 “LAND” engages at approximately 400ft and is announced by CM1
(and X-checked by CM2). In case the mode fails to engage, at 300ft
RA, “NO LAND” has to be positively announced by CM2 or CM1;
 “FLARE” normally engages at 40ft and is announced by CM2. In case
the mode fails to engage, at 30ft RA, “NO FLARE” has to be positively
announced by CM2;
 “ROLLOUT” normally engages at main wheels touchdown and is
announced by CM2. In case the mode fails to engage, at nose gear
touchdown “NO ROLLOUT” has to be positively announced by CM2;
 “AP OFF” (cavalry charge) is announced by CM2 when AP OFF is
confirmed on FMA (commanded or un-commanded disconnection).
 “AP ON” has to be positively announced by CM2 if AP is still
ENGAGED (confirmed on FMA) when:
 CM1 starts the manoeuvre to vacate the runway after auto-rollout
(aircraft leaving the centreline);
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 The radio-altimeter shows 50ft RA in case a CAT II approach with

manual landing was briefed (CM1 should normally disconnect at 80ft
RA);
 Nose gear on ground in case a manual rollout was briefed;
 The radio-altimeter shows 100ft RA if CM1 decided to continue the
landing (“Continue”) after loss of autoland capability (CAT 1 on
FMA) (CM1 should normally disconnect at 160ft RA);
 Immediately after the call “Continue” if CM1 decided to continue
the landing after activation of the FAUTOLANDF red warning.

MONITORING AUTO-CALLOUT
CM2 must closely monitor the RA being ready to trigger the “HUNDRED
ABOVE” and “MINIMUM” callouts.
The auto-callout function is mandatory for autolands. In case of failure of auto-
callout function a go-around is mandatory unless a CAT II approach with
manual landing has been planned, briefed and performed.

LANDING DECISION PHASE

Approach with DH:
 The latest at the [auto] call “100 ABOVE”, CM1 starts to look out for
visual references. For required visual references at DH refer to LVOM
7.3;
 At the [auto] call “MINIMUM”, CM1 must immediately reply
“CONTINUE” if he has sufficient visual references and decides to
continue the landing or “GO-AROUND, FLAPS” in all other cases;
 Except for a CAT IIIB NO DH approach, if visual references are lost
below DH, “GO-AROUND [FLAPS]” must be announced by CM1 and
a go-around performed.
Notes:
Going-around in case of loss of visual references close/after touchdown remains the
sole decision of CM1;
In case of go-around close to touchdown (rejected landing), it is advisable to
maintain the landing configuration until the aircraft is safely established in climb.
CAT IIIB NO DH:
 At the auto-callout “ONE HUNDRED”, CM1 must immediately reply
“CONTINUE” if the decision is to continue the autoland or “GO-
AROUND, FLAPS” in all other cases;

 Below 100ft RA (AH), a go-around should only be ordered in case of

FAUTOLANDF red warning.
Note: with RVR as low as 75m, visual references may only be established after
touchdown.

LANDING
 Do not retard the thrust before “RETARD” auto-callout (10ft);
 Immediately after touchdown, CM2 must carefully monitor pitch
attitude. If the attitude exceeds 7.5 degrees, CM2 should call "PITCH"
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and CM1 must disconnect the autopilot, apply forward stick as

necessary.
 Apply reverse thrust as required. CM2 performs standard
announcements (Spoilers, reverses, decel).
 In limited visibility maintain automation as long as possible (except for
safety reasons, auto-brakes should remain engaged until taxi speed.
 If airspeed > 100KT when centerline changes from white to red (900m
from runway end): apply full reverse until taxi-speed (40KT);
 If airspeed > 50 KT when centerline continuous red (300m from runway
end): apply full reverse until full stop.
Note: use of reverses below 70KT must be recorded in tech-log.

 An R/T call “WZZxxx, on ground” is requested in some countries

(refer to Lido eManual).

VACATING THE RUNWAY

 During CAT III operations, only normal LVO turn-off and subsequent
exit lights are illuminated. Report "WZZxxx, runway vacated" only
once the aircraft is well clear of the runway and outside of the protected
area (tail beyond the CATII/III holding point).

GO-AROUND
During the approach and [auto] land, a go-around may be initiated anytime as
long as reverse thrust has not been selected.
After touchdown, when engaging GA, the AP disengages and can be re-engaged
5 seconds after lift-off. FDs guidance is SRS and GA TRK modes.
Important note: Satisfactory visual references might be obtained just after initiation
of a go-around. In any case, the decision to perform a go-around is irreversible.

CAT II WITH MANUAL LANDING

In case of CAT II approach with manual landing, approach and landing SOPs
are modified as follow:
 The latest at 80ft RA, CM1 must disconnect the AP. In case AP is still
engaged at 50ft, CM2 must positively announce “AP ON”. CM1 should
immediately disconnect the AP and complete manually the landing or
order and perform a go-around;
 Landing and rollout are completed manually. CM2 duties are unchanged
(stays on instruments).
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6.5 ADDITIONAL GUIDANCE AND STANDARD CALLOUTS

FOR TYPICAL ABNORMAL SITUATIONS DURING LVO
APPROACHES
AUTO THRUST MALFUNCTION
In case of A/THR unavailability, only CAT II approach is possible (with or
without autoland). If the failure occurs above 1000ft AAL, normal failure
management applies.
In case of A/THR disconnection below 1000ft AAL during approach:
 CM2 to call:
 “AUTOTHRUST OFF” (confirmed on FMA).
 CM1 action (a re-engagement can always be attempted):
 In case of prepared and briefed CAT II approach, the approach and
autoland continuation is permitted. The following applies:
 Announce “CONTINUE” and take-over thrust control
manually.
 In case of autoland, at approximately 20ft reduce gradually
the power to idle.
 In case of prepared and briefed CAT III approach, a go-around must
be ordered and completed.

ENGINE FAILURE
In case of engine failure during a CAT II/III approach, the AP will contain any
deviation from the localizer to acceptable limits, and maintain the approach
path. Crew response and action depends on the stage of the approach and
visual references available at the time of occurrence. As a general rule:
 If the failure occurs above Alert Height, a go-around should be initiated;
 If the failure occurs below DH/AH the approach should be continued.
The autoland system will perform the flare, touchdown and roll out.
Note: the lowest permitted minima for single engine LVO approach is CAT IIIA.

LOC AND GS
Failure of both LOC and GS receivers: if LOC and/or GS modes are engaged
and at least one AP/FD is engaged, LOC and GS scales disappear from the PFD
and red LOC and GS flags display on PFD and ND ROSE ILS.
Excessive ILS beam deviation: Whenever LOC deviation is greater than ¼
dot above 15 FT RA or GS deviation is greater than 1 dot above 100 FT RA,
LOC and G/S scales flash on PFD and ND ROSE ILS.
Such situations occurring below 200ft RA will generate the AUTOLAND red warning.
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Management and action:

 CM2 to call:
 “LOC” when localizer signal is lost or deviation is ≥ ¼ dot;
 “GLIDE” when glide slope signal is lost or deviation is ≥ 1 dot.
 CM1 action:
 In case of loss of signal: orders and completes a go-around;
 In case of excessive deviation: monitor AP response. If excessive
deviation (scales flashes) shows-up or remains below 1000ft AAL,
orders and completes a go-around.

LOSS/DOWNGRADE OF NAVIGATION DATA

In case of amber CHECK ATT or CHECK HDG or INVALID DATA message or red
HDG flag displays on PFD/ND or Red ATT or SPD flag appear on PFD:
 CM2 to call the corresponding message (i.e.: “CHECK HDG”)
 CM1 action:
 Above 1000ft AAL: can decide to continue the approach (and try to
recover using standby instruments and switching panel);
 Below 1000ft AAL: orders and performs a go-around monitored on
STBY instruments.

DOWNGRADE IN LANDING CAPABILITY

When the landing capability degrades (above AH), the system sounds a triple-
click aural warning. The new landing capability appears on FMA.
The first pilot identifying a change in landing capability announces the new
capability as shown on FMA (i.e.: “CAT2”). In case the new capability is below
the required capability for the prepared and briefed approach CM1 orders and
completes a go-around.
Notes:
1. If a CAT II approach has been prepared and briefed (CAT II minima inserted),
an approach commenced in CAT3 DUAL mode may be continued despite a
malfunction causing the landing capability to downgrade below 1000ft from
CAT3 DUAL to CAT II.
2. If the crew experienced a capability downgrade during a first approach and
performed a go-around, a second approach can be commenced and continued
with the same downgrade occurring at the same point but with prepared and
briefed approach using corresponding higher minima (if actual weather
conditions permits).”

FAILURE OF AUTOFLIGHT MODE ENGAGEMENT

No LAND mode: land mode engages around 350ft RA. In case of no
engagement at 300ft RA, “NO LAND” must be announced by CM1 (or CM2 if
no CM1 call). Autoland process must be interrupted (landing capability
degrades to CAT I and AP may disconnect).
No FLARE mode: flare mode engages around 40ft RA. In case of no
engagement at 30ft RA, “NO FLARE” is announced by CM2. Autoland process
must be interrupted (AP may disconnect).
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No ROLLOUT mode: auto-rollout mode engages at main wheel touchdown.

In case of no engagement at nose-wheel touchdown, “NO ROLLOUT” is
announced by CM2. Autoland process (auto-rollout) must be interrupted.

AUTOLAND WARNING
The FAUTOLANDF red warning flashes in LAND mode when the RA is below
200 FT and one or more of the following conditions occur[s]:
 The aircraft gets too far off the beam (excessive deviation in LOC [1/4
dot above 15 FT RA – excessive deviation in GS [1 dot above 100 FT
RA). LOC and GS scales flash on PFD;
 Both AP fail;
 Both localizer transmitters or receiver fail above 15 FT RA;
 Both glide-slope transmitters or receiver fail above 100 FT RA;
 Difference between both RA indications greater than 15 FT;
 The FMGS senses long flare.
In any case, the autoland process must be interrupted (AP may disconnect).
Crew coordination:
Following an FAUTOLANDF red warning:
If immediately identified by CM1, he should immediately clearly order either:
 “CONTINUE” (disconnect AP and perform manually the landing using
only visual references) or
 “GO-AROUND FLAPS”, and perform a go-around;

6.6 AUTOLANDS IN CAT I OR BETTER WEATHER

CONDITIONS

Scope and requirements

Automatic landings need sometimes to be performed on runways not
promulgated for CATII/CATIII operation or without enforcing Low
Visibility Procedures (especially for training purposes or to fulfill
requirements of the continuous monitoring program).
These operations are defined as “Autoland in CAT I or better weather conditions”.
To authorize such operations, the operator must:
 Develop and publish procedures (SOPs) for this kind of operation in the
operation manual.
 Establish criteria’s to qualify crews for automatic landings in CAT I or better
weather conditions;
 Check and list the suitable runways for automatic autolands.

AIRBUS TECHNICAL BACKGROUND FOR AUTOLAND ON CAT I AIRPORTS AND

AUTOROLLOUT ON NON-CATIII AIRPORTS
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 The A320/A321 automatic landing system performance has been demonstrated

with CAT II/III ILS beams. Automatic landing on CAT I ILS or on CAT II/III ILS
when the protection is not activated (LVP not in force) are possible provided the
operator has checked that the ILS beam quality and the effect of the terrain
profile before the runway have no adverse effect on autopilot guidance. For
that, the operator should seek information on terrain discontinuities before the
runway threshold and runway slope. It is advisable that first autolands are
conducted by high technical level Captains (Technical Pilot, Senior Instructors).
 ILS certified only for CATII operations are not required to provide any specific
performance (LOC beam quality) for the rollout segment. Automatic rollout in
CAT II operations on a runway that is not CAT III qualified remains under the
crew responsibility and the PF should be prepared to take over directional
control if the AP disconnects during rollout or to immediately disconnect the AP
if unsatisfactory rollout guidance occurs

Wizz Air policy and procedures for completion of autolands in

CAT I or better weather conditions (Refer to OM-B 2-12-21-6)
SIMULATED CAT 3B APPROACH/AUTOLAND IN CAT 1 CONDITIONS OR
ABOVE
Requirements:
• Ceiling above 1000 feet AAL;
• Visibility above 5000 m;
• Runway approved for autoland according to OnBoardDB/LVO MINIMA.
Procedure:
▪ During descent preparation
‐ Check requirements (See above);
‐ CAT I (baro) minimum must be inserted into MCDU ‘PERF APP PAGE’ and
must be briefed;
Note: 'NO' will be inserted, as DH on final approach subject to actual
weather conditions
‐ Approach briefing as for an LVO approach;
‐ Normal LVO task sharing applies with CM1 PF and CM2 PM;
▪ During descent
‐ Advise ATC, that an autoland is intended: “WIZZAIR --- INTENDING
AUTOLAND”.
Note: This should ensure that any information that could affect the
autoland will be passed to the crew by ATC.
▪ During approach, before passing 1000’ AAL and after stabilization:
• IF visual with the runway:
‐ PF calls: “VISUAL – INSERT NO DH”;
‐ PM shall insert NO DH into MCDU ‘PERF APP PAGE’;
‐ PM must remain ‘head down’ and monitor the FMA throughout the
approach and landing;
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‐ Standard LVO approach callouts apply until the completion of the

rollout;
‐ If the AP performance is unsatisfactory at any stage, PF must
immediately disconnect the AP and land manually.
• IF not visual with the runway:
‐ PF calls: “CAT I APPROACH – MANUAL LANDING”;
‐ Continue normal CAT I approach with manual landing and
appropriate callouts.
Flight crew must be aware that LOC or GS beam fluctuations
independent of the aircraft system may occur, and CM1 must be
prepared to immediately disconnect the AP and to take the appropriate
action, should unsatisfactory guidance occur.

6.7 DETAILED CREW PROCEDURES ASSOCIATED TO WIZZ

AIR CONTINUOUS MONITORING PROGRAM
The following paragraph is the guideline for flight crew on how to perform the
associated records and reports.

COMPANY REQUIREMENT
 In order to reach the required number of autolands, each Captain is
requested to perform a minimum of 2 autolands per calendar month
(either in actual or simulated LVO conditions).
 Each autoland must be recorded in the AFL and further in AIMS.
Important note: applicable conditions and procedures to perform autolands in
CATI or better weather conditions are defined in LVOM 6.6.2 above.

DEFINITIONS

DEFINITION OF A SUCCESSFUL AUTOMATIC APPROACH

An automatic approach is successful if:
 From 500ft to start of flare: speed is maintained within 5 KT
(disregarding rapid fluctuations due to turbulence and no relevant
system failure occurs;
 From 300ft to 100ft (AH): no excessive deviation occurs, no centralised
warning triggers, CAT 3 DUAL is remains constantly indicated on FMA.

DEFINITION OF A SUCCESSFUL AUTOMATIC LANDING:

An automatic landing is considered to be successful if:
 No system failure occurs (including illumination of the red autoland light),

 No flare failure occurs including abnormal decrab manoeuvre,

 Main wheel touchdown occurs between 60m and 900m from runway threshold.
Nose wheel touchdown occurs within 8m of runway centreline and outboard
landing gear is not outside the touchdown zone lighting edge,

 Touchdown vertical speed does not exceed 360 ft/min,

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 Bank angle at touchdown does not exceed 7 degrees and pitch angle does not
exceed the maximum value for a safe tail clearance,

 No rollout failure occurs and rollout lateral deviation does not exceed 8m.

Note: exceedance of the above parameters might be difficult to assess. Crew

must consider the autoland unsuccessful whenever they suspect that one or
more of the above parameters have been exceeded.

PROCEDURE IN CASE OF SUCCESSFUL AUTOMATIC APPROACH AND

AUTOLAND
AFL (Aircraft flight log book):
 Enter “Y” in the “Autoland Performed” column,

 Enter “Y” in the “Autoland Successful” column.

No additional action required (except AIMS entries).

PROCEDURE IN CASE OF UNSUCCESSFUL AUTOMATIC APPROACH AND

AUTOLAND
AFL (Aircraft flight log book):
 Enter “Y” in the “Autoland Performed” column,

 Enter “N” in the “Autoland Successful” column,

 Enter “Y” in the “Tech. Log Entry” column (except provision of note 1 below).

ATL (Aircraft technical log book – work-order):

 Open a work order and describe the event and consequential behaviour of the system as
precisely as possible.

Note: after entry in ATL (work-order), a contact with MCC is mandatory.

UNSUCCESSFUL CATIII DUAL APPROACH AND AUTOLAND REPORT
The “UNSUCCESSFUL CATIII DUAL APPROACH AND AUTOLAND REPORT” form
is to be completed and sent by facsimile or email as instructed on the form.
The report must be sent at the end of crew duty (rotation).
Note1: an automatic approach/autoland might be unsuccessful or interrupted
for NON-AIRCRAFT related reasons (i.e.: sudden failure of ILS transmitter). In
such a case, the report and entry in AFL are still necessary, but no entry has
to be performed in the Aircraft Technical Log book (work-order).
Following an unsuccessful autoland due to aircraft defect, no further
autoland must be performed until technical status of the aircraft has been
clarified and documented (ATL) by the maintenance.
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7 LVO MINIMA (AND VISUAL REFERENCES)

7.1 GENERAL
The term minima refers to the minimum weather conditions required for
particular operations at an aerodrome and are expressed in terms of cloud
ceiling, RVR and visibility.
Required minima are affected by:
 Aircraft Capability - defined in the Aircraft Flight Manual and described
in OM B/ FCOM.
 Obstacle Clearance and Procedure Type
 Operator's Approved Minima
 Crew Minima - the minima to which individual flight crew members are
permitted to operate according to their training and qualification.
 Aircraft system degradation.
 Ground system degradation.
 Aeroplane category.

7.2 TAKE-OFF MINIMA

Take-off minima for a given aerodrome shall not be less than landing minima
for the same aerodrome unless a take-off alternate aerodrome is available
which meets all the relevant landing minima and performance requirements for
the airplane type concerned.

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.

If there is a requirement to see and avoid obstacles on departure and/or for a

forced landing, a cloud ceiling shall be specified in addition to the RVR/Visibility.
Minima in this case must be high enough to ensure that there is sufficient
guidance to enable the airplane to be controlled in the event of both a takeoff
in adverse circumstances and a continued takeoff after failure of the critical
power unit.

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

Objectives, definitions and applicable procedures

OBJECTIVE OF TAKE-OFF MINIMA
Take-off minima must ensure sufficient guidance to control the aeroplane
in the event of both a discontinued take-off in adverse circumstances [RTO]
and a continued take-off after failure of the critical power unit [EFTO] with
clearance of obstacles to a height of 1500 ft above the aerodrome.
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DEFINITIONS
 Take-off minima are expressed as RVR/Visibility values.
Note: use of CMV (Converted Met Visibility) is never allowed for take-off minima.
 A LVO take-off (LVTO) is a take-off with RVR < 400m.
 For LVO take-off with RVR ≥ 150m, general rules apply and no
specific approval and crew qualification is required;
 For LVO take-off with RVR < 150m (down to 125m), the operator
must hold a specific approval, crew must be specially qualified and
more restrictive conditions apply.

REQUIREMENT FOR LVP IN FORCE

The requirement for “LVP in force” refers to:
“Procedures applied at an aerodrome for the purpose of ensuring safe operations during
Lower than Standard Category I, Other than Standard Category II, Category II and III
approaches and low visibility take-offs (Take-off with a RVR < 400m)”.

Consequently, for take-off with RVR < 400m (any RVR along the runway),
LVP must be in force.
Notes: Ground movement (taxi) for departure aircraft might be authorised or refused
with RVR below 400m according local aerodrome procedures.

Applicable minima
For a low visibility take-off (LVTO) with an aeroplane the following provisions
should apply:
1.For an LVTO with a runway visual range (RVR) below 400 m the criteria
specified in Table below;
2.For an LVTO with an RVR below 150 m but not less than 125 m:
 high intensity runway centre line lights spaced 15 m or less apart
and high intensity edge lights spaced 60 m or less apart that are
in operation;
 a 90 m visual segment is available from the flight crew
compartment at the start of the take-off run; and
 the required RVR value is achieved for all of the relevant RVR
reporting points;
3.For take-off below 400 m LVP must be in force at the aerodrome.
4.For night operations at least RL and runway end lights are required.
Lights must be on.
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Note:
(1) The reported RVR value representative of the initial part of the take-off run
can be replaced by pilot assessment.
(2) Multi-engine aeroplanes that in the event of an engine failure at any point
during take-off 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.
(3) The required RVR value to be achieved for all relevant RVR reporting points
(4) The pilot is able to continuously identify the take-off surface and maintain
directional control.
(5) MET VIS to RVR conversion is not used for calculating take-off minima.
When both are given, RVR has priority.

7.3 LANDING MINIMA

General
CONCERNED OPERATIONS
LVO landing minima include the following operations:
 Lower than Standard CAT I Approaches
 Other than Standard CAT II Approaches
 CAT II Approaches
 CAT III Approaches
For each of these operations, the operator must be authorised and flight crew
must be specifically trained.
Note: OPS minima has introduced Lower than Standard CAT I approaches (LTS CAT I)
and Other than Standard CAT II approaches (OTS CAT II). In both cases, flying
techniques and airborne technology (use of autoland system) allows a reduction of
applicable RVR to operate ILS approaches on runway not fully equipped for standard
CAT II/III operations (ILS and/or visual aids).
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Despite documented in the manual, LTS CAT I and OTS CAT II

operations are NOT ALLOWED. They will be introduced in the future
according further operational needs and approval.

APPROACH AND LANDING CONDITIONS

Before commencing an approach to land, the commander must satisfy himself
that, according to the information available to him, the weather at the
aerodrome and the condition of the runway intended to be used should not
prevent a safe approach, landing or missed approach, having regard to the
performance information contained in the OM B and FCOM.
The in-flight determination of landing distance should be based on the latest
available report, preferably not more than 30 minutes before the expected
landing time.

Landing minima - CAT II precision approaches

Category II operation is a precision instrument approach and landing using ILS
or MLS with a decision height (DH) below 200 ft but not lower than 100 ft, and
a runway visual range (RVR) of not less than 300 m. The decision height shall
not be lower than:
 the minimum decision height specified in the AFM, if stated; or
 the minimum height to which the precision approach aid can be used
without the required visual reference; or
 the OCH for the category of airplane; or
 the decision height to which the flight crew is authorized to operate; or
 100 ft.
A manual landing may be planned from a Category II Low Visibility Approach,
but it is not recommended in Wizz Air.
VISUAL REFERENCE
A pilot may not continue an approach below the Category II decision height
determined 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 barrette of the
touchdown zone lighting.
REQUIRED RVR
The lowest minima to be used for Category II operations are as in table below.
These values shall be achieved for the touchdown zone.
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However, if separate midpoint and stop-end RVR measurements are available,

these shall be above 125m or 75m in case of Autoland and CAT3 DUAL on the
FMA.
Stop-end RVR may be disregarded if not relevant.

Category II minima

DH (ft) RVR (metres)

100 - 120 300

121 - 140 400

141 - above 450

Landing minima – CAT-III precision approaches

Category III operations are subdivided as follows:

Type of CAT III Definition

Category IIIA A precision instrument approach and landing using ILS or

MLS with:
operations
 A decision height lower than 100 ft; and
 A RVR not less than 200 m.

Category IIIB A precision instrument approach and landing using ILS or

MLS with:
operations
 A decision height lower than 50 ft, or no decision
height; and
 A RVR lower than 200 m but not less than 75 m.

DECISION HEIGHT
For operations in which a decision height is used, the decision height shall not
be lower than:
 the minimum decision height specified in the FM, if stated; or
 the minimum height to which the precision approach aid can be used
without the required visual reference; or
 the decision height to which the flight crew is authorized to operate.
Operations with NO decision height may only be conducted if:
 the operation with no decision height is authorized in the FM; and
 the approach aid and the aerodrome facilities can support operations
with no decision height; and
 the operator has an approval for CAT III operations with no decision
height. (Wizz Air AOC includes such approval)
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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.
VISUAL REFERENCE
For Category IIIA the pilot may not continue an approach below the decision
height determined in accordance with the 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.
For Category IIIB operations conducted with a fail-operational flight control
system using a decision height a pilot may not continue an approach below the
Decision Height, determined in accordance with the above, unless a visual
reference containing at least one centreline light is attained and can be
maintained. Wizz Air do not currently operate Category IIIB with DH.
For Category IIIB operations with no decision height there is no requirement
for visual contact with the runway prior to touchdown.
Automatic landings are to be planned for all Category III approaches. Manual
landings are only permitted if a failure or other exceptional circumstance occurs
after adequate visual criteria has been acquired.
REQUIRED RVR

RVR for Cat III approach versus DH and status of Flight control system

Type of DH Roll out control / guidance RVR

approach system

CAT III A Less than 100 ft Not required 200 m

CAT III B NO DH Fail-Operational 75 m

7.4 RUNWAY VISUAL RANGE

Relevant runway visual range

TAKE-OFF
RVR for that part of the runway used to accelerate to V1 followed by a rejected
take off and deceleration down to a speed of approximately 60 knots.
LANDING
RVR for that part of the runway used during the high speed phase of the landing
run down to a speed of approximately 60 knots.
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Controlling RVR – Approach

The touchdown RVR is always controlling for any instrument approach. If
reported and relevant, the MID-POINT and STOP-END RVR are also controlling.

Approach Minima

OPERATOR LANDING MINIMA

Type of Touch-down Mid-point zone Stop-end zone

Approach zone
(note 1)

Cat III B 75 75

Cat III A 200 125 (75m)

(Note 2)
Standard Cat II Applicable
landing minima
(note 3)

Other ILS APP Applicable 250 (125m)

landing minima
(Note 4)
(note 3)

Note 1: “Relevant”, in this context, means that part of the runway used during
the high speed phase of the landing down to a speed of approximately 60 knots.
Note 2: The value may be reduced to 75m in case of Autoland and CAT3 DUAL
on FMA. For CAT IIIA and CAT II when the mid-point and/or stop-end RVR is
below 125m but above 75 m, CAT3 DUAL landing capability is required when
passing the outer marker or equivalent position or 1000ft AAL. After this point,
the approach and autoland can be continued as long as the landing capability
remains equal to or above the minimum required landing capability for the
intended approach.
Note 3: Applicable landing minima are minima presented in eRM (electronic
RouteM anual) and corrected - when applicable - by the table ¨Effect of
temporarily failed or downgraded ground equipment on landing minima and
any restriction included in relevant NOTAMs.
Note 4: The value may be reduced to 125m in case of RCLL available.
Important note:
The requirement for ¨LVP in force¨ refers only to procedures applied at an
aerodrome for the purpose of ensuring safe operations during Lower than
Standard Category I, Other than Standard Category II, Category II and III
approaches and low visibility take-offs. (Take-off with RVR < 400m).

Conversion of Reported Meteorological Visibility to RVR/CMV

Meteorological visibility to RVR/CMV conversion is not used for calculating take-
off or any other required RVR minimum less than 800 m, or when a reported
RVR is available.
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When converting meteorological visibility to RVR in all other circumstances, the

following table is used:

Conversion of met visibility to RVR/CMV

RVR/CMV = Reported visibility X
Lighting elements in operation
DAY NIGHT
HI approach and runway lighting 1.5 2.0
Any other type of lighting 1.0 1.5
No lighting 1.0 Not applicable
Note: If the RVR is reported as being above the maximum value assessed by
the aerodrome operator, e.g. “RVR more than 1 500 meters”, it is not
considered to be a reported RVR in this context and the Conversion Table may
be used.

Effect of temporarily failed or downgraded ground equipment

on landing minima (Ref OM-A 8-1-3-13)
These instructions are intended for use both pre-flight and in-flight. It is not
expected, however, that the Commander would consult such instructions after
passing 1000ft above the aerodrome.
 If failures of ground equipment other than the primary approach aid in
use occur at such a late stage, the approach could be continued at the
Commander’s discretion.
 If failures are known before this stage, their effect on the approach
shall be considered as described in table below; that means, minimums
must be increased and/or relevant procedures must be used (e.g. the
approach may have to be abandoned)
Note: 1. Conditions applicable:
(a) Multiple failures of runway lights other than indicated in table are
not acceptable.
(b) Deficiencies of approach and runway lights are treated separately.
(c) Category II or III operations. A combination of deficiencies in
runway lights and RVR assessment equipment is not allowed.
(d) Failures other than ILS affect RVR only and not DH.
2. For CAT IIIB operations with no DH, an operator shall ensure that, for
aeroplanes authorised to conduct no DH operations with the lowest RVR
limitations, the following applies in addition to the content of the table
below:
(a) RVR: At least one RVR value must be available at the aerodrome;
(b) Runway lights:
1) No runway edge lights, or no centre lights – Day – RVR 200
m; Night – not allowed
2) No TDZ lights – no restrictions;
3) No standby power to runway lights – Day – RVR 200 m;
Night – not allowed
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