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8.4 LOW VISIBILITY OPERATIONS

OPERATIONS MANUAL PART A GENERAL/BASIC
OMA

8.4 Low Visibility Operations

SPA.LVO.105 (c) AMC2

8.4.1 Approval
SPA.LVO.105, FLT 3.11.9, SPA.LVO.100, SPA.LVO.105 (a) AMC1 (b)

Ref: (AOC Operations Specifications)

Avion Express hold the following approval related to Low Visibility Operations (LVO):
Specific Approval RVR (m.) DH (ft)
Take-off 125
CAT II 300 100
Approach and landing CAT III 175 50
CAT III 75 NO

8.4.2 Low Visibility Take-Off Operations (LVTO)

8.4.2.1 Responsibilities of the Commander

Ref. (GM1 SPA.LVO.100(a))

A Low Visibility Take-Off is a take-off on a runway where the RVR is less than 550m. For LVTO of RVR less
than 400m specific approval is required.
Before commencing a Low Visibility Take-Off, the (LVTO) Commander shall satisfy himself that:
the status of the required facilities is adequate;
appropriate LVPs (if required) are in force according to information received from Air Traffic Services;
the flight crewmembers are properly qualified;
the status of the airplane (MEL, CDL, etc.) and of the relevant airborne systems is appropriate for the
specific operation to be conducted, and;
if required, an adequate take-off alternate airport is available.
LVTO shall be performed by CM1.
Flex thrust take-offs are permitted.

8.4.2.2 LVTO RVR Minima

SPA.LVO.100 AMC1, SPA.LVO.100 (a) AMC1

Ref. (GM2 SPA.LVO.100(a))

For a low visibility take-off (LVTO) the following provisions shall apply as per Table 1
(Tabe 1) LVTO Operations – RVR vs Facilities
Minimum RVR Facilities
300 m (day) Centre line markings and Runway edge lights
Centre line markings and Runway edge lights and
300 m (night)
Runway end lights or centre line lights
Centre line markings and Runway end lights and
150 m
Runway edge lights and Runway centre line lights
Centre line markings and Runway end lights and
125 m Runway edge lights (spaced 60 m or less) and
Runway centre line lights (spaced 15 m or less)

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In addition to the information of the Table 1:

The reported RVR value representative of the initial part of the take-off run can be replaced by pilot
assessment
The minimum RVR value specified in Table 1 should be achieved for all reporting points representative
of the parts of the runway from the point at which the aircraft commences the take-off until the
calculated accelerate-stop distance from that point
For takeoff with RVR of 125 m. In a 90-m visual segment the pilot is expected to be able to see six
NOTE centre line light intervals (seven centre line lights) at 15 m spacing once lined up on the runway centre
line.
For each aerodrome take-off minima are presented in the:
NAVBLUE-CHARTS+ AD CHARTS-AERODROME
Note: Outside EUR-OPS countries different format and minima may be presented. Commander shall in
any case, adhere to the minima presented in the aerodrome chart.
For LVTO operations Flight Crew shall use the minima presented in the aerodrome charts take-off
minima (NAVBLUE-CHARTS+AD) in terms Runway Visual Range (RVR)

8.4.3 CAT II/III Approach and Landing

8.4.3.1 General

All approaches shall be flown as stabilized approaches according Avion Express stabilization criteria. Early
stabilized approach technique is recommended. For additional information refer to:
OMA Chapter 8.0.2.2 - Stabilized Approach Criteria
FCTM-PR-NP-SOP-190- APPROACH SPEED TECHNIQUE

8.4.3.2 Commencement and continuation of approach

FLT 3.11.63, FLT 3.11.62

The Commander or the pilot to whom conduct of the flight has been delegated may commence an instrument
approach regardless of the reported RVR.
If the reported RVR is less than the applicable minimum the approach shall not be continued:
below 1 000 ft above the aerodrome; or
If, after passing 1.000 ft above the aerodrome, the reported RVR falls below the applicable minimum, the
approach may be continued to DH.

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The approach may be continued below DH or and the landing may be completed provided that the visual
reference adequate for the type of approach operation and for the intended runway is established at the DH
and is maintained.
The touchdown zone RVR shall always be controlling. If reported and relevant, the midpoint and stopend RVR
shall also be controlling. The minimum RVR value for the midpoint shall be 125 m or the RVR required for the
touchdown zone if less, and 75 m for the stopend. For aircraft equipped with a rollout guidance or control
system, the minimum RVR value for the midpoint shall be 75 m.
‘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 kt.

8.4.3.3 Visual Reference

CAT.OP.MPA.305 (e) AMC1

8.4.3.3.1 CAT II operations

At DH, the visual references specified below shall be distinctly visible and identifiable to the pilot:
a segment of at least three consecutive lights being the centerline of the approach lights, or touchdown
zone lights, or runway centerline lights, or runway edge lights, or a combination of them;
this visual reference shall include a lateral element of the ground pattern, such as an approach light
crossbar or the landing threshold or a barrette of the touchdown zone light.

8.4.3.3.2 CAT III operations

At DH the visual references specified below shall be distinctly visible and identifiable to the pilot:
For CAT III operations with fail-passive system - a segment of at least three consecutive lights being the
centerline of the approach lights, or touchdown zone lights, or runway centerline lights, or runway edge
lights, or a combination of these is attained and can be maintained by the pilot.
For CAT III operations with fail-operational system, there is no specification for visual reference with the
runway prior to touchdown.

8.4.3.4 Establishment of minimum RVR

SPA.LVO.100 (e)

Ref: (GM1 SPA.LVO.100(c),(e))

The operating minima determined as detailed this chapter and presented in the Instrument Approach Chart
(CHARTS+ IAC) comply with all applicable requirements and recommendations of the GM1 SPA.LVO.100(c),(e)
Before commencing an approach to land, the Commander must convince himself that, according to the
information available to him, the weather at the aerodrome and the condition of the runway intended to be used
will not prevent a safe approach, landing or missed approach, giving consideration to the performance
information contained in the Operations Manual.

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8.4.3.5 SA CAT I, SA CAT II and EFVS Operations

SPA.LVO.100 AMC3, SPA.LVO.105 (c) AMC5, SPA.LVO.105 (c) AMC6, SPA.LVO.105 (c) AMC7

Avion Express is not authorized for SA CAT I, SA CAT II and EFVS use operations.

8.4.3.6 CAT II Operations

SPA.LVO.100 AMC4, SPA.LVO.100 (b) AMC1, SPA.LVO.105 (c) AMC3, SPA.LVO.110 AMC3 (a)

For CAT II operations the following provisions shall apply:

Single ILS facilities are only acceptable if level 2 performance is provided. CAT II instrument approach
operations should only be conducted using a CAT II IAP.
The DH for CAT II operation shall be determined by the use of a radio altimeter and not be lower than the
highest of:
the minimum DH specified in the AFM;
the applicable OCH for the category of airplane;
the DH to which the flight crew is qualified to operate; or
100 ft.
For CAT II instrument approach operations, a Precision Approach (PA) runway category II or category III should
be used. The following visual aids should be available:
category II approach lights;
standard runway markings;
category II runway lights.
The following visual aids shall be available:
a segment of at least three consecutive lights, which are the centre line of the approach lights or TDZ
lights or runway centre line lights or edge lights or a combination of these; and
a visual reference that should include a lateral element of the ground pattern, such as an approach
lighting crossbar, or the landing threshold, or a barrette of the TDZ lighting
The lowest RVR minima to be used are specified in Table 2.
Table 2 – CAT II operation minima RVR vs. DH
DH (ft.) Auto-coupled approach below DH *
Aircraft categories C Aircraft category D
RVR (m) RVR (m)
100-120 300 300/350 **
121-140 400 400
141-199 450 450
*: This means continued use of the automatic flight control system a height of 80 % of the DH.
**: An RVR of 300 m shall be used for a category D aircraft conducting an auto-land.
Note: The methodology utilised by NAVBLUE CHARTS+ in determining the applicable minima comply
with the above provisions. For detailed information refer to:
NAVBLUE-CHARTS+DOCUMENTS-MINIMA-MINIMA SPECIFICATIONS
For CAT II operations Flight Crew shall use the minima presented in Instrument Approach Charts
(NAVBLUE-CHARTS+IAC) in terms of Decision Height (DH) and Runway Visual Range (RVR)

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8.4.3.7 CAT III Operations

SPA.LVO.100 AMC4, SPA.LVO.100 (b) AMC2, SPA.LVO.105 (c) AMC4, SPA.LVO.110 AMC3 (b)

The following provisions shall apply to CAT III operations:

Where the DH and RVR do not fall within the same category, the RVR shall determine in which category the
operation is to be considered. CAT III instrument approach operations should only be conducted using a CAT III
IAP.
For operations in which a DH is used, the DH shall be determined by use of radio altimeter and be not lower
than:
The minimum DH specified in the AFM;
The DH to which the flight crew is qualified to operate.
Operations with no DH shall only be conducted if:
Operation with no DH is specified in the AFM;
There is no published information indicating that the approach aid or aerodrome facilities cannot
support operations with no DH; and
The flight crew is qualified to operate with no DH.
The lowest RVR minima to be used are specified in Table 3.
Note: The methodology utilised by NAVBLUE CHARTS+ in determining the applicable minima comply
with the above provisions. For detailed information refer to:
NAVBLUE-CHARTS+DOCUMENTS-MINIMA-MINIMA SPECIFICATIONS
Table 3 – CAT III operation minima RVR vs. DH
DH (ft.) Rollout control/guidance system RVR (m)
50-99 Fail-passive 175
NO DH Fail-operational 75*
Note: On NAVBLUE CHATS+ IAC (approach charts) category III minima are not presented as remaining
in Avion Express responsibility.
The availability of a Category approach is confirmed by the statement “AVAILABLE” or “DH not published”
(depending on country) in the minima section of the approach chart.
*- 125m RVR if no autorollout (fail-passive)
For CAT III instrument approach operations, a Precision Approach (PA) runway category III should be used.
The following visual aids should be available:
Category III approach lights;
Standard runway markings;
Category III runway lights

8.4.3.8 A320F Type specific consideration

Avion Express Airbus A320F are certified and approved for CAT III NO DH.
There may be conditions of equipment unserviceability at dispatch of inflight failure that result in lower approach
and landing capability.
Landing capability may also be determined by airport approach category and facilities.

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The landing capability is displayed in the FMA, the following Table 4 shall be used to determine the applicable
minima according to the aircraft capability.
Table 4 – FMA capability vs. DH/RVR
FMA (1) Min. Required Approach Category DH (ft.) (2) RVR (m) (2)
CAT 1 CAT I 200 550
CAT 2 CAT II 100 300
CAT 3 SINGLE CAT III 50 175
CAT 3 DUAL CAT III NO DH 75*
Note (1) The FMA displayed capability do not consider failures of systems not FMGS monitored. Flight
crew shall crosscheck the capability displayed in the FMA with the:
QRH-OPS-REQUIRED EQUIPMENT FOR CAT2 AND CAT3
Note (2) For CAT I and CAT II operations refer to the DH and RVR published in the approach charts.
*- 125 m if no Auto Rollout

8.4.3.9 Failed or downgraded equipment – effect on landing minima

SPA.LVO.100 (b) AMC3

These instructions are intended for use both pre-flight and in-flight. It is however not expected that the
Commander would consult such instructions after passing 1.000 ft above the aerodrome. If failures of ground
aids are announced at such a late stage, the approach could be continued at the Commander’s discretion. If
failures are announced before such a late stage in the approach, their effect on the approach shall be
considered as described in the table, and the approach may have to be abandoned.
The following conditions shall be applicable to the tables below:
Multiple failures of runway lights other than those indicated in the table are not acceptable;
Deficiencies of both the approach and runway lights are acceptable at the same time and the most
demanding consequence should be applied;
For approach operations with a DH below 200 ft, a combination of deficiencies in runway lights and
RVR assessment equipment are not permitted; and
Failures other than ILS affect the RVR only and not DH.
The table related to the effect in landing minima of temporarily failed or downgraded equipment may be found
in:
NAVBLUE-CHARTS+ DOCUMENTS-CHARTS+ GUIDE-MINIMA-[1-13], or
Table 5 below:

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Table 5 – Failed or downgraded equipment — effect on landing minima

CAT II/III operations
Effect on landing minima
Failed or downgraded
equipment CAT III
CAT III no DH CAT III DH DH>=50 ft CAT II
Navaid stand-by transmitter Not allowed RVR 200 m No effect
Outer marker (ILS) No effect if the required height versus glide path can be checked using
other means, e.g. DME fix
Middle marker (ILS) No effect
DME No effect if replaced by RNAV (GNSS) information or the outer marker
RVR assessment systems At least one RVR On runways equipped with two or more RVR
value to be assessment units, one may be inoperative
available on the
aerodrome
Approach lights No effect Not allowed for operations with Not allowed
DH >50 ft
Approach lights except the last No effect Not allowed
210 m
Approach lights except the last No effect
420 m
Standby power for approach No effect
lights
Standby power for runway No effect Not allowed Day: RVR Day: RVR 550 m
lights with 1-second switchover 550 m
time No effect Night: RVR Night: RVR 550 m
550 m
Edge lights No effect Day: no effect Day: no Day: no effect
effect
Night: RVR 550 m Night: RVR Night: not allowed
550 m
Threshold lights No effect No effect Day: no Day: no effect
effect
Night: RVR Night: not allowed
550 m
Runway end lights No effect if centre line lights are serviceable
Centre line lights Day: RVR 200 m Not allowed Day: RVR Day: RVR 350 m
300 m
Night: not allowed Night: RVR Night: RVR 550 m
400 m (400 m with HUD or
auto-land)
Centre line lights spacing RVR 150 m No effect
increased to 30 m
TDZ lights No effect Day: RVR 200 m Day: RVR 300 m
Night: RVR 300 m Night: RVR 550 m, 350 m with
HUD or auto-land
Taxiway light system No effect

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8.4.4 Operating Requirements

8.4.4.1 Avion Express Responsibilities

SPA.LVO.110

In order to conduct CAT II/III operations Avion express shall ensure that:
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.

8.4.4.2 Aircraft approval

Avion Express aircraft are approved for operation below 200 ft. Refer to:
AFM-LIM-22-FGS-AIRWORTHINESS STANDARD COMPLIANCE

8.4.4.3 Approach and autoland monitoring

An autoland monitoring program is established to demonstrate that at least 95% of total fleet autoland comply
with the requirements for successful automatic landings as required for Category III NO DH and RVR 75m
operations (this corresponds to autoland with continuous CAT 3 DUAL landing capability).
Operations Engineering Department is responsible for the program that consist in performing a minimum
number of approaches and autoland to guarantee consistent statistics.

8.4.4.3.1 Autoland in CAT I or better weather conditions

Flight crew are encouraged to perform automatic landing regularly to enhance their skill and cooperate with
aircraft performance monitoring program.
When flight crew practice CAT II/III approaches and landing for the purpose of monitoring aircraft performance
or for training the following shall considered:
The flight crew shall be aware that LOC or G/S beam fluctuations, independent of the aircraft system,
may occur. The PF shall be prepared to immediately disconnect the autopilot, and to take the
appropriate action, shall not satisfactory guidance occur;
At least CAT2 capability shall be displayed on the FMA and the flight crew uses CAT II/III procedures;
Visual references shall be obtained at an altitude appropriate for the CAT I approach. If not, a go-
around must be performed;

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The correct published CAT II/III minima for the approach shall be inserted in the MCDU. It
shall be emphasized that the legal minima for the practice approach will normally be the
CAUTION applicable Cat I minima. This shall be briefed, and the PM shall make the appropriate “one
hundred above” and “minimums” calls.
In case of no visual reference at CAT I minima a go-around shall be performed

8.4.4.3.2 Criteria for successfully autoland

Ref: (GM1 SPA.LVO.105)

An approach may be considered to be successful if:
from 500 ft to start of flare:
speed is maintained at VAPP ±5 kts; and
no relevant system failure occurs;
and;
from 300 ft to DH:
no excess deviation occurs; and
no AUTOLAND WARNING is presented.
An automatic landing may be considered to be successful if:
no relevant system failure occurs;
no flare failure occurs;
no de-crab failure occurs (if installed);
longitudinal touchdown is beyond a point on the runway 150 m after the threshold and before the end of
the touchdown zone light (750 m from the threshold);
lateral touchdown with the outboard landing gear is not outside the touchdown zone edge;
sink rate is not excessive (less than 1.000 ft/min);
bank angle does not exceed a bank angle limit of 7 dg.; and
no rollout failure or deviation occurs.

8.4.4.3.3 Actions in case of satisfactory approaches and/or autoland

In case of satisfactory approaches and/or autoland the Commander shall:

Fill section 1 only of the “F05 - Approach and Autoland Report” (available on Company Information
System)
In the IFS, attach a picture of the form to the “Additional Document Pictures” of Pre-Flight reporting and
mark “LVO’ and “Automatic Land” as appropriate in the Post Flight Reporting
Send a scan or picture of the report to:
[email protected]

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8.4.4.3.4 Actions in case of unsatisfactory approaches and/or autoland

SPA.LVO.105 AMC1 (a) (3), ORO.GEN.160 AMC3 (a)

Unsatisfactory approaches and/or automatic landings shall be documented and analyzed.

The following actions shall be performed.

1. If the approaches and/or automatic landings was unsatisfactory due to:

Significant deviations from the flight path not caused by flight crew input;
Misleading information without flight deck alerts;
Loss of airborne navigation equipment functions necessary for the operation;
Loss of functions or facilities at the aerodrome necessary for the operation, including aerodrome
operating procedures, ATC operation (e.g. missed approaches because of ATC instructions),
navigation facilities, visual aids and electrical power supply;
Loss of other functions related to external infrastructure necessary for the operation; and
Any other event causing the approach or landing to be abandoned if occurring repeatedly.
The Commander shall:
Fill section 1 and section 2 of the “F05 - Approach and Autoland Report” (available on Company
Information System) with detailed information about the occurrence
In the IFS, attach a picture of the form to the “Additional Document Pictures” of Pre-Flight reporting and
mark “LVO’ and “Automatic Land” as appropriate in the Post Flight Reporting
Send a scan or picture of the report to:
[email protected]

2. If the approaches and/or automatic landings was unsatisfactory due to:

airborne equipment faults

other reasons (related to aircraft systems)
The Commander shall:
Enter the “unsatisfactory approaches and/or automatic landings” in the Aircraft Technical Logbook (ATL)
Fill section 1 and section 2 of the “F05 - Approach and Autoland Report” (available on Company
Information System) with detailed information about the occurrence
In the IFS, attach a picture of the form to the “Additional Document Pictures” of Pre-Flight reporting and
mark “LVO’ and “Automatic Land” as appropriate in the Post Flight Reporting
Send a scan or picture of the report to:
[email protected]
Fill a safety report on IQSMS attaching a copy of the “F05 - Approach and Autoland Report”

8.4.4.4 DH determination – call out below 200 ft

On CAT II/III approaches and landing the DH is determined by means of Radio Altimeter (RA).
Call-out below 200 feet are determined by means of Radio Altimeter (RA).

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8.4.4.5 Maintenance of CAT II, CAT III and LVTO equipment

SPA.LVO.105 AMC5

Maintenance instructions for the on-board guidance systems are established by Avion Express in liaison with
Airbus and are included in aircraft maintenance program (AMP).
For additional details refer also to:
AMP A320 FAM Avion Express for Airbus A320 Family Aircraft

8.4.5 Aerodrome related requirements

SPA.LVO.105, FLT 3.6.5

Ref: (GM3 SPA.LVO.110), (GM4 SPA.LVO.110)

Avion Express do 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;
Low visibility procedures (LVP) have been established and are published on charts;
For approach and landing operations RVR reporting is available.
Before commencing operations the aerodrome has to be assessed for suitability to operate in the instrument
conditions including LVO. The assessment is the part of aerodrome categorization and shall have:
Suitable navigation facilities and associated instrument flight approach procedures
Suitable aerodrome operating procedures, including LVPs, and the compatibility with the intended
aircraft operations; and
Suitable runway and runway environment characteristics and facilities.
For complete assessment procedure refer to Company Procedures Manual (CPM)-Aerodrome Categorization.
The assessment of the suitability of an aerodrome, including instrument flight procedures, for the intended
operations should be made by means of one or a combination of the following and in the following order:

8.4.5.1 An assessment of previous operational data

This entails the verification of the availability of previous operational data, such as records of approaches flown
in the same aerodrome, with the same procedures and aircraft type. A320 and A321 variant are consider one
type for the provision of this chapter. Previous operational data refers to data from:
The operator itself, or when not available
The State of the aerodrome or the TKA issuing the operator’s LVO approval;
The type certificate holder of the aircraft; or
Other operators. Subject to approval of Head of Flight Operations Avion Express may take credit from
other’s operators using the same aircraft type or variant experience and records in complying with this
paragraph.
Previous operational data should only be used if:
It concerns the same runway and there were no relevant changes to the runway and runway
environment;
It is derived in accordance with Table 5 below for the intended operation; and
There is no safety concern for such operation.
Previous operational data may be credited to an aircraft if it is from the same aircraft make and model, unless

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the credit from the same aircraft make and model is restricted by the State of aerodrome or authority issuing
operator’s LVO approval or aircraft TC holder or other operator.
Operation from which previous operational data
Intended Operation Remarks
was derived
CAT II — auto-coupled to below DH with CAT II — auto-coupled to below DH with manual
manual landing landing
CAT II or CAT III — automatic landing
CAT II — automatic landing
CAT II — automatic landing
CAT III automatic landing
CAT III— automatic landing CAT III — automatic landing

8.4.5.2 A desktop assessment

This desktop assessment compares aircraft data and capabilities and the aerodrome and instrument approach
characteristics. If the aircraft data is compatible with the aerodrome and instrument approach procedure
characteristics, the aerodrome and runway should be considered suitable for the intended LVO. It takes into
account:
Aerodrome data;
Instrument flight procedures; and
The aircraft data and capabilities
The desktop assessment should correspond to the nature and complexity of the operation intended to be
carried out and should take into account the hazards and associated risks inherent in these operations. The
assessment should include the AFM or additional data from the TC/STC holder, instrument flight procedures
and aerodrome data. For CAT II and CAT III landing systems, the runway or airport conditions should include as
a minimum:
The approach path slope;
The runway elevation;
The type of ILS navigation means intended to be used;
The ground profile under the approach path (pre-threshold terrain). The distance should be calculated
from the published threshold. It should be 300 metres, unless otherwise stated by the AFM or additional
data from the TC/STC holder, the State of the aerodrome or AIP data, or TKA issuing the operator’s
LVO approval
The AFM, or additional data from the TC/STC holder; or
The State of the aerodrome or AIP data; or
The TKA issuing the operator’s LVO approval

8.4.5.3 An operational assessment

This is meant to be used if the suitability of the aerodrome for the intended operations could not be positively
assessed by means of the other methods. In that case, an operational assessment becomes necessary, and
actual flights should be performed. The operational assessment should consider the level of complexity of the
aerodrome characteristics. Each aircraft type/runway combination shall 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 if
desktop assessment was not possible.
In addition for runways with irregular pre-threshold terrain or other foreseeable or known deficiencies, each

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aircraft type/runway combination shall be verified by operations in CAT I or better conditions, prior to
commencing CAT II or CAT III operations.
The operational assessment should validate the use and effectiveness of the aircraft flight guidance systems,
and operating procedures for the intended operation applicable to a specific instrument flight procedure and
runway
At least one successful autoland shall be performed for successful operational assessment ton the intended
runway.
The operational assessment may be performed in a commercial flight.
For the list of Avion Express CAT II/III autoland airport refer to:
OMC Supplement 2 – Approved Runways for Autoland

8.4.6 Crew Training

SPA.LVO.120

Each flight crew member shall undergo initial and recurrent training as specified in:
OMD Chapter 2.1.1
OMD Chapter 2.1.4

8.4.7 Standard Operating Procedures

SPA.LVO.125, SPA.LVO.120 AMC1 (e)

8.4.7.1 Responsibilities of the Commander

Refer to OMA chapter 4.1.3.2.

8.4.7.2 Procedures and Instructions (SOP)

During CAT II/III approach Commander shall adhere to type specific Standard Operating Procedure (SOP) and
limitations as detailed in:
AFM-LIM-22-FGS-MINIMUN HEIGHT FOR USE OF THE AUTOPILOT
AFM-LIM-22-FGS-CAT II / III OPERATIONS
FCOM-LIM-AFS-AUTOMATIC APPROACH, LANDING AND ROLLOUT
FCOM-PRO-NOR-SOP-18- APPROACH USING LOC G/S GUIDANCE
FCTM-PR-NP-SOP-190- APPROACH USING LOC G/S FOR CATII CATIII
eQRH-NP-APPROACH USING LOC G/S GUIDANCE

8.4.7.3 Crew action in case of autopilot failure below alert height (AH) or DH
SPA.LVO.100 (e)

Ref: (GM1 SPA.LVO.100(e))

For operations to actual RVR values less than 300 m, a missed approach procedure is assumed in the event of
an autopilot failure at or below AH or DH. This means that a missed approach procedure is the normal action.
However, the wording recognizes that there may be circumstances where the safest action is to continue the
landing. Such circumstances include the height at which the failure occurs, the actual visual references, and
other malfunctions. This would typically apply to the late stages of the flare. In conclusion, it is not forbidden to

OMA VALID ON AVION EXPRESS INTRANET (CIS) ONLY - P 8-260

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 8 OPERATING PROCEDURES
8.4 LOW VISIBILITY OPERATIONS
OPERATIONS MANUAL PART A GENERAL/BASIC
OMA

continue the approach and complete the landing when the Commander determines that this is the safest course
of action.
Commander shall adhere to company standard operating procedures as detailed in:
FCOM-PRO-NOR-SOP-18- APPROACH USING LOC G/S GUIDANCE
FCTM-PR-NP-SOP-190- APPROACH USING LOC G/S FOR CATII CATIII

8.4.8 Minimum Equipment List

Avion Express Minimum Equipment List (MEL) includes the minimum equipment that has to be serviceable at
the commencement of an LVO in accordance with the aircraft flight manual (AFM). Refer to:
Avion Express A319/A320/A321 Minimum Equipment List (MEL)
The 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. Refer to:
eQRH-OPS-REQUIREND EQUIPMENT FOR CAT2 AND CAT3

OMA VALID ON AVION EXPRESS INTRANET (CIS) ONLY - P 8-261

Revision 1 UNCONTOROLLED IF PRINTED 28 OCT 2022