---
title: "SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters — Part-SPO · Avioverse"
description: "SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters (a) The operator shall establish aerodrome operating minima for each departure…"
url: "https://avioverse.aero/regulations/easa/air-ops/part-spo/subpart-b/spo-op-110"
---

# SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

ANNEX VIII (Part-SPO) · Regulation (EU) No 965/2012 · EAR revision 27 Mar 2026

IR Implementing rule

## SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

SPO.OP.110 [Aerodrome operating minima](https://avioverse.aero/glossary/easa/aerodrome-operating-minima) – aeroplanes and helicopters

(a) The operator shall establish aerodrome operating minima for each departure, destination or [alternate aerodrome](https://avioverse.aero/glossary/easa/alternate-aerodrome) that is planned to be used in order to ensure separation of the [aircraft](https://avioverse.aero/glossary/easa/aircraft) from terrain and obstacles and to mitigate the risk of loss of visual references during the visual flight segment of instrument approach operations.

(b) The method used to establish aerodrome operating minima shall take all the following elements into account:

(1) the type, performance, and handling characteristics of the aircraft;

(2) the equipment available on the aircraft for the purpose of navigation, acquisition of visual references, and/or control of the flight path during take-off, approach, landing, and missed approach;

(3) any conditions or limitations stated in the aircraft flight manual (AFM);

(4) the dimensions and characteristics of the runways/final approach and take-off areas (FATOs) that may be selected for use;

(5) the adequacy and performance of the available visual and non-visual aids and infrastructure;

(6) the obstacle clearance altitude/height (OCA/H) for the instrument approach procedures (IAPs);

(7) the obstacles in the climb-out areas and the necessary clearance margins;

(8) any non-standard characteristics of the aerodrome, the IAP or the local environment;

(9) the composition of the flight crew, their competence and experience;

(10) the IAP;

(11) the aerodrome characteristics and the available air navigation services (ANS);

(12) any minima that may be promulgated by the State of the aerodrome;

(13) the conditions prescribed in any specific approvals for [low-visibility operations (LVOs)](https://avioverse.aero/glossary/easa/low-visibility-operations) or operations with operational credits; and

(14) the relevant operational experience of the operator.

(c) The operator shall specify a method of determining aerodrome operating minima in the operations manual.

IR · SPO.OP.110 — Regulation (EU) No 965/2012 · Regulation (EU) 2021/2237 · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC1 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

COMMERCIALLY AVAILABLE INFORMATION

An acceptable method of specifying [aerodrome operating minima](https://avioverse.aero/glossary/easa/aerodrome-operating-minima) is through the use of commercially available information.

AMC · AMC1 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2014/018/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC2 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

GENERAL

(a) The [aerodrome operating minima](https://avioverse.aero/glossary/easa/aerodrome-operating-minima) should not be lower than those specified in AMC5 SPO.OP.110 or AMC4 SPO.OP.110(c).

(b) Whenever practical, approaches should be flown as stabilised approaches (SAps). Different procedures may be used for a particular approach to a particular runway.

(c) Whenever practical, non-precision approaches should be flown using the [continuous descent final approach (CDFA)](https://avioverse.aero/glossary/easa/continuous-descent-final-approach) technique. Different procedures may be used for a particular approach to a particular runway.

(d) For approaches not flown using the CDFA technique: when calculating the minima in accordance with AMC5 SPO.OP.110, the applicable minimum [runway visual range (RVR)](https://avioverse.aero/glossary/easa/runway-visual-range) should be increased by 200 m for Category A and B aeroplanes and by 400 m for Category C and D aeroplanes, provided that the resulting RVR/[converted meteorological visibility (CMV)](https://avioverse.aero/glossary/easa/converted-meteorological-visibility) value does not exceed 5 000 m. SAp or CDFA should be used as soon as facilities are improved to allow these techniques.

AMC · AMC2 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC3 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

TAKE-OFF OPERATIONS

(a) General

(1) Take-off minima should be expressed as VIS or RVR limits, taking into account all relevant factors for each aerodrome planned to be used and [aircraft](https://avioverse.aero/glossary/easa/aircraft) characteristics and equipment. Where there is a specific need to see and avoid obstacles on departure and/or for a forced landing, additional conditions, e.g. [ceiling](https://avioverse.aero/glossary/easa/ceiling), should be specified.

(2) The pilot-in-command should not commence take-off unless the weather conditions at the aerodrome of departure are equal to or better than the applicable minima for landing at that aerodrome, unless a weather-permissible [take-off alternate aerodrome](https://avioverse.aero/glossary/easa/take-off-alternate-aerodrome) is available.

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

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

(b) Visual reference

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

(2) For [night](https://avioverse.aero/glossary/easa/night) operations, the prescribed runway lights should be in operation to mark the runway and any obstacles.

TAKE-OFF OPERATIONS WITH HELICOPTERS AND COMPLEX MOTOR-POWERED AEROPLANES

(c) Required RVR or VIS

(1) Complex motor-powered aeroplanes

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

(ii) Multi-engined aeroplanes without the performance to comply with the conditions in (c)(1)(i) in the event of a critical engine failure may need to reland immediately and to see and avoid obstacles in the take-off area. Such aeroplanes may be operated to the following take-off minima provided that they are able to comply with the applicable obstacle clearance criteria, assuming engine failure at the specified height:

(A) The take-off minima specified by the operator should be based upon the height from which the one-engine-inoperative (OEI) net [take-off flight path](https://avioverse.aero/glossary/easa/take-off-flight-path) can be constructed.

(B) The RVR minima used should not be lower than either of the values specified in Table 1 or Table 2.

(iii) For single-engined complex aeroplane operations, the take-off minima specified by the operator should be expressed as RVR/CMV values not lower than those specified in Table 1 below.

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

(iv) When the RVR or the VIS is not available, the pilot-in-command should not commence take-off unless he or she can determine that the actual conditions satisfy the applicable take-off minima.

Table 1

Take-off — aeroplanes (without LVTO approval)

RVR or VIS

| Facilities                                                                                                                                            | RVR or VIS (m)\* |
| ----------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------- |
| Day only: Nil\*\*                                                                                                                                     | 500              |
| Day: at least runway edge lights or runway centre line markings Night: at least runway edge lights or runway centre line lights and runway end lights | 400              |

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

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

Table 2

Take-off — aeroplanes (without an LVTO approval)

Assumed engine failure height above the take-off runway versus RVR or VIS

| Assumed engine failure height above the take-off runway (ft)   | RVR or VIS (m)\* |
| -------------------------------------------------------------- | ---------------- |
| <50                                                            | 400              |
| 51–100                                                         | 400              |
| 101–150                                                        | 400              |
| 151–200                                                        | 500              |
| 201–300                                                        | 1 000            |
| >300 or if no positive take-off flight path can be constructed | 1 500            |

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

(2) Helicopters

(i) For helicopters having a mass where it is possible to reject the take-off and land on the FATO in case of the critical engine failure being recognised at or before the [take-off decision point (TDP)](https://avioverse.aero/glossary/easa/take-off-decision-point), the operator should specify an RVR or VIS as take-off minima in accordance with Table 3.

(ii) For all other cases, the pilot-in-command should operate to take-off minima of 800 m RVR or VIS and remain clear of cloud during the take-off manoeuvre until reaching the performance capabilities of (c)(2)(i).

(iii) For point-in-space (PinS) departures to an initial departure fix (IDF), the take-off minima should be selected to ensure sufficient guidance to see and avoid obstacles and return to the heliport if the flight cannot continue visually to the IDF.

Table 3

Take-off — helicopters (without LVTO approval)

RVR or VIS

| Onshore aerodromes or operating sites with instrument flight rules (IFR) departure procedures | RVR or VIS (m)\*\*                                              |
| --------------------------------------------------------------------------------------------- | --------------------------------------------------------------- |
| No light and no markings (day only)                                                           | 400 or the rejected take-off distance, whichever is the greater |
| No markings (night)                                                                           | 800                                                             |
| Runway edge/FATO light and centre line marking                                                | 400                                                             |
| Runway edge/FATO light, centre line marking and relevant RVR information                      | 400                                                             |
| Offshore [helideck](https://avioverse.aero/glossary/easa/helideck)\*                          |                                                                 |
| Two-pilot operations                                                                          | 400                                                             |
| Single-pilot operations                                                                       | 500                                                             |

\* The take-off flight path to be free of obstacles.

\*\* On PinS departures to IDF, VIS should not be less than 800 m and ceiling should not be less than 250 ft.

AMC · AMC3 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC4 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

DETERMINATION OF THE DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

(a) The decision height (DH) to be used for a 3D approach operation or a 2D approach operation flown using the [continuous descent final approach (CDFA)](https://avioverse.aero/glossary/easa/continuous-descent-final-approach) technique should not be lower than the highest of:

(1) the obstacle clearance height (OCH) for the category of [aircraft](https://avioverse.aero/glossary/easa/aircraft);

(2) the published approach procedure DH or minimum descent height (MDH) where applicable;

(3) the system minima specified in Table 4;

(4) the minimum DH permitted for the runway specified in Table 5; or

(5) the minimum DH specified in the AFM or equivalent document, if stated.

(b) The MDH for a 2D approach operation flown not using CDFA technique should not be lower than the highest of:

(1) the OCH for the category of aircraft;

(2) the published approach procedure MDH where applicable;

(3) the system minimum specified in Table 4;

(4) the lowest MDH permitted for the runway specified in Table 5; or

(5) the lowest MDH specified in the AFM, if stated.

DETERMINATION OF THE DH/MDH FOR INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

(c) The DH or MDH should not be lower than the highest of:

(1) the OCH for the category of aircraft;

(2) the published approach procedure DH or MDH where applicable;

(3) the system minima specified in Table 4;

(4) the lowest DH or MDH permitted for the runway/FATO specified in Table 6 if applicable; or

(5) the lowest DH or MDH specified in the AFM, if stated.

Table 4

System minima — all aircraft

| Facility                                                                    | Lowest DH/MDH (ft) |
| --------------------------------------------------------------------------- | ------------------ |
| ILS/MLS/GLS                                                                 | 200                |
| GNSS/SBAS (LPV)                                                             | 200\*              |
| Precision approach radar (PAR)                                              | 200                |
| GNSS/SBAS (LP)                                                              | 250                |
| GNSS (LNAV)                                                                 | 250                |
| GNSS/Baro VNAV (LNAV/VNAV)                                                  | 250                |
| [Helicopter](https://avioverse.aero/glossary/easa/helicopter) PinS approach | 250\*\*            |
| LOC with or without DME                                                     | 250                |
| SRA (terminating at ½ NM)                                                   | 250                |
| SRA (terminating at 1 NM)                                                   | 300                |
| SRA (terminating at 2 NM or more)                                           | 350                |
| VOR                                                                         | 300                |
| VOR/DME                                                                     | 250                |
| NDB                                                                         | 350                |
| NDB/DME                                                                     | 300                |
| VDF                                                                         | 350                |

\* For localiser performance with vertical guidance (LPV), a DH of 200 ft may be used only if the published [final approach segment (FAS)](https://avioverse.aero/glossary/easa/final-approach-segment) datablock sets a vertical alert limit not exceeding 35 m. Otherwise, the DH should not be lower than 250 ft.

\*\* For PinS approaches with instructions to ‘proceed VFR’ to an undefined or virtual destination, the DH or MDH should be with reference to the ground below the missed approach point (MAPt).

Table 5

Runway type minima — aeroplanes

| Runway type                                | Lowest DH/MDH (ft)                                                                                 |
| ------------------------------------------ | -------------------------------------------------------------------------------------------------- |
| Precision approach (PA) runway, category I | 200                                                                                                |
| NPA runway                                 | 250                                                                                                |
| Non-instrument runway                      | [Circling](https://avioverse.aero/glossary/easa/circling) minima as shown in Table 1 in SPO.OP.112 |

Table 6

Type of runway/FATO versus lowest DH/MDH — helicopters

| Type of runway/FATO                                    | Lowest DH/MDH (ft) |
| ------------------------------------------------------ | ------------------ |
| PA runway, category I NPA runway Non-instrument runway | 200                |
| Instrument FATO FATO                                   | 200 250            |

Table 6 does not apply to helicopter PinS approaches with instructions to ‘proceed VFR’.

AMC · AMC4 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC5 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

DETERMINATION OF RVR OR VIS FOR INSTRUMENT APPROACH OPERATIONS — AEROPLANES

(a) The RVR or VIS for straight-in instrument approach operations should not be less than the greatest of the following:

(1) the minimum RVR or VIS for the type of runway used according to Table 7;

(2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 8; or

(3) the minimum RVR according to the visual and non-visual aids and on-board equipment used according to Table 9.

If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.

(b) For Category A and B aeroplanes, if the RVR or VIS determined in accordance with (a) is greater than 1 500 m, then 1 500 m should be used.

(c) If the approach is flown with a level flight segment at or above the MDA/H, then 200 m should be added to the RVR calculated in accordance with (a) and (b) for Category A and B aeroplanes and 400 m for Category C and D aeroplanes.

(d) The visual aids should comprise standard runway day markings, runway edge lights, threshold lights, runway end lights and approach lights as defined in Table 8.

Table 7

Type of runway versus minimum RVR or VIS — aeroplanes

| Type of runway        | Minimum RVR or VIS (m)                                                                                    |
| --------------------- | --------------------------------------------------------------------------------------------------------- |
| PA runway, category I | RVR 550                                                                                                   |
| NPA runway            | RVR 750                                                                                                   |
| Non-instrument runway | VIS according to Table 1 in SPO.OP.112 ([Circling](https://avioverse.aero/glossary/easa/circling) minima) |

Table 8

RVR versus DH/MDH

| DH or MDH (ft) |           |     | Class of lighting facility |       |       |       |
| -------------- | --------- | --- | -------------------------- | ----- | ----- | ----- |
|                |           |     | FALS                       | IALS  | BALS  | NALS  |
|                |           |     | RVR (m)                    |       |       |       |
| 200            | —         | 210 | 550                        | 750   | 1 000 | 1 200 |
| 211            | —         | 240 | 550                        | 800   | 1 000 | 1 200 |
| 241            | —         | 250 | 550                        | 800   | 1 000 | 1 300 |
| 251            | —         | 260 | 600                        | 800   | 1 100 | 1 300 |
| 261            | —         | 280 | 600                        | 900   | 1 100 | 1 300 |
| 281            | —         | 300 | 650                        | 900   | 1 200 | 1 400 |
| 301            | —         | 320 | 700                        | 1 000 | 1 200 | 1 400 |
| 321            | —         | 340 | 800                        | 1 100 | 1 300 | 1 500 |
| 341            | —         | 360 | 900                        | 1 200 | 1 400 | 1 600 |
| 361            | —         | 380 | 1 000                      | 1 300 | 1 500 | 1 700 |
| 381            | —         | 400 | 1 100                      | 1 400 | 1 600 | 1 800 |
| 401            | —         | 420 | 1 200                      | 1 500 | 1 700 | 1 900 |
| 421            | —         | 440 | 1 300                      | 1 600 | 1 800 | 2 000 |
| 441            | —         | 460 | 1 400                      | 1 700 | 1 900 | 2 100 |
| 461            | —         | 480 | 1 500                      | 1 800 | 2 000 | 2 200 |
| 481            | —         | 500 | 1 500                      | 1 800 | 2 100 | 2 300 |
| 501            | —         | 520 | 1 600                      | 1 900 | 2 100 | 2 400 |
| 521            | —         | 540 | 1 700                      | 2 000 | 2 200 | 2 400 |
| 541            | —         | 560 | 1 800                      | 2 100 | 2 300 | 2 400 |
| 561            | —         | 580 | 1 900                      | 2 200 | 2 400 | 2 400 |
| 581            | —         | 600 | 2 000                      | 2 300 | 2 400 | 2 400 |
| 601            | —         | 620 | 2 100                      | 2 400 | 2 400 | 2 400 |
| 621            | —         | 640 | 2 200                      | 2 400 | 2 400 | 2 400 |
| 641            | —         | 660 | 2 300                      | 2 400 | 2 400 | 2 400 |
| 661            | and above |     | 2 400                      | 2 400 | 2 400 | 2 400 |

Table 9

Visual and non-visual aids and/or on-board equipment versus minimum RVR — aeroplanes

| Type of approach                                                                                                    | Facilities                                                                                                                                                                                                                               | Lowest RVR             |                         |
| ------------------------------------------------------------------------------------------------------------------- | ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- | ---------------------- | ----------------------- |
|                                                                                                                     |                                                                                                                                                                                                                                          | Multi-pilot operations | Single-pilot operations |
| 3D operations Final approach track offset 15o for category A and B aeroplanes or 5o for Category C and D aeroplanes | runway touchdown zone lights (RTZL) and runway centre line lights (RCLL)                                                                                                                                                                 | No limitation          |                         |
|                                                                                                                     | without RTZL and RCLL but using HUDLS or equivalent system; autopilot or flight director to the DH                                                                                                                                       | No limitation          | 600 m                   |
|                                                                                                                     | No RTZL and RCLL, not using HUDLS or equivalent system or autopilot to the DH                                                                                                                                                            | 750 m                  | 800 m                   |
| 3D operations                                                                                                       | runway touchdown zone lights (RTZL) and runway centre line lights (RCLL) and Final approach track offset 15o for Category A and B aeroplanes or Final approach track offset 5o for Category C and D aeroplanes                           | 800 m                  | 1 000 m                 |
|                                                                                                                     | without RTZL and RCLL but using HUDLS or equivalent system; autopilot or flight director to the DH and Final approach track offset 15o for Category A and B aeroplanes or Final approach track offset 5o for Category C and D aeroplanes | 800 m                  | 1 000 m                 |
| 2D operations                                                                                                       | Final approach track offset 15o for category A and B aeroplanes or 5o for Category C and D aeroplanes                                                                                                                                    | 750 m                  | 2D operations           |
|                                                                                                                     | Final approach track offset 15o for Category A and B aeroplanes                                                                                                                                                                          | 1 000 m                | 1 000 m                 |
|                                                                                                                     | Final approach track offset 5o for Category C and D aeroplanes                                                                                                                                                                           | 1 200 m                | 1 200 m                 |

Table 10

Approach lighting systems — aeroplanes

| Class of lighting facility | Length, configuration and intensity of approach lights                                 |
| -------------------------- | -------------------------------------------------------------------------------------- |
| FALS                       | CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line |
| IALS                       | Simple approach lighting system (HIALS 420–719 m) single source, barrette              |
| BALS                       | Any other approach lighting system (HIALS, MALS or ALS 210–419 m)                      |
| NALS                       | Any other approach lighting system (HIALS, MALS or ALS < 210 m) or no approach lights  |

(e) For [night](https://avioverse.aero/glossary/easa/night) operations or for any operation where credit for visual aids is required, the lights should be on and serviceable except as provided for in Table 15.

(f) Where any visual or non-visual aid specified for the approach and assumed to be available in the determination of operating minima is unavailable, revised operating minima will need to be determined.

AMC · AMC5 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC6 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

DETERMINATION OF RVR OR VIS FOR TYPE A INSTRUMENT APPROACH AND TYPE B CAT I INSTRUMENT APPROACH OPERATIONS — HELICOPTERS

(a) For IFR operations, the RVR or VIS should not be less than the greatest of:

(1) the minimum RVR or VIS for the type of runway/FATO used according to Table 11;

(2) the minimum RVR determined according to the MDH or DH and class of lighting facility according to Table 12; or

(3) for PinS operations with instructions to ‘proceed visually’, the distance between the MAPt of the PinS and the FATO or its approach light system.

If the value determined in (1) is a VIS, then the result is a minimum VIS. In all other cases, the result is a minimum RVR.

(b) For PinS operations with instructions to ‘proceed VFR’, the VIS should be compatible with visual flight rules.

(c) For Type A instrument approaches where the MAPt is within ½ NM of the landing threshold, the approach minima specified for FALS may be used regardless of the length of approach lights available. However, FATO/runway edge lights, threshold lights, end lights and FATO/runway markings are still required.

(d) An RVR of less than 800 m should not be used except when using a suitable autopilot coupled to an ILS, MLS, GLS or LPV, in which case normal minima apply.

(e) For [night](https://avioverse.aero/glossary/easa/night) operations, ground lights should be available to illuminate the FATO/runway and any obstacles.

(f) The visual aids should comprise standard runway day markings, runway edge lights, threshold lights and runway end lights and approach lights as specified in Table 13.

(g) For night operations or for any operation where credit for runway and approach lights as defined in Table 13 is required, the lights should be on and serviceable except as provided for in Table 15.

Table 11

Type of runway/FATO versus minimum RVR — helicopters

| Type of runway/FATO                                    | Minimum RVR or VIS (m) |
| ------------------------------------------------------ | ---------------------- |
| PA runway, category I NPA runway Non-instrument runway | RVR 550                |
| Instrument FATO FATO                                   | RVR 550 RVR or VIS 800 |

Table 12

Onshore [helicopter](https://avioverse.aero/glossary/easa/helicopter) instrument approach minima

| DH/MDH (ft)   | Facilities versus RVR (m) |       |      |       |
| ------------- | ------------------------- | ----- | ---- | ----- |
|               | FALS                      | IALS  | BALS | NALS  |
| 200           | 550                       | 600   | 700  | 1 000 |
| 201–249       | 550                       | 650   | 750  | 1 000 |
| 250–299       | 600\*                     | 700\* | 800  | 1 000 |
| 300 and above | 750\*                     | 800   | 900  | 1 000 |

\* Minima on 2D approach operations should be no lower than 800 m.

Table 13

Approach lighting systems — helicopters

| Class of lighting facility | Length, configuration and intensity of approach lights                                 |
| -------------------------- | -------------------------------------------------------------------------------------- |
| FALS                       | CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line |
| IALS                       | Simple approach lighting system (HIALS 420–719 m) single source, barrette              |
| BALS                       | Any other approach lighting system (HIALS, MALS or ALS 210–419 m)                      |
| NALS                       | Any other approach lighting system (HIALS, MALS or ALS < 210 m) or no approach lights  |

AMC · AMC6 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC7 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

VISUAL APPROACH OPERATIONS

For a [visual approach operation](https://avioverse.aero/glossary/easa/visual-approach-operation), the [runway visual range (RVR)](https://avioverse.aero/glossary/easa/runway-visual-range) should not be less than 800 m.

AMC · AMC7 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC8 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

CONVERSION OF VISIBILITY TO CMV — AEROPLANES

The following conditions apply to the use of CMV instead of RVR:

(a) If the reported RVR is not available, a CMV may be substituted for the RVR, except:

(1) to satisfy take-off minima; or

(2) for the purpose of continuation of an approach in LVO.

(b) If the minimum RVR for an approach is more than the maximum value assessed by the aerodrome operator, then CMV should be used.

(c) In order to determine CMV from visibility:

(1) for flight planning purposes, a factor of 1.0 should be used;

(2) for purposes other than flight planning, the conversion factors specified in Table 14 should be used.

Table 14

Conversion of reported VIS to RVR/CMV

| Light elements in operation                     | RVR/CMV = reported VIS x |                                                     |
| ----------------------------------------------- | ------------------------ | --------------------------------------------------- |
|                                                 | Day                      | [Night](https://avioverse.aero/glossary/easa/night) |
| HI approach and runway lights                   | 1.5                      | 2.0                                                 |
| Any type of light installation other than above | 1.0                      | 1.5                                                 |
| No lights                                       | 1.0                      | not applicable                                      |

AMC · AMC8 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC9 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT — [COMPLEX MOTOR-POWERED AIRCRAFT](https://avioverse.aero/glossary/easa/complex-motor-powered-aircraft)

(a) General

These instructions are intended for both pre-flight and in-flight use. It is, however, not expected that the pilot-in-command 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 pilot-in-command’s discretion. If failures are announced before such a late stage in the approach, their effect on the approach should be considered as described in Table 15 and, if considered necessary, the approach should be abandoned.

(b) Conditions applicable to Table 15:

(1) multiple failures of runway/FATO lights other than those indicated in Table 15 should not be acceptable;

(2) failures of approach and runway/FATO lights are acceptable at the same time, and the most demanding consequence should be applied; and

(3) failures other than ILS or MLS affect the RVR only and not the DH.

Table 15

Failed or downgraded equipment — effect on landing minima

| Failed or downgraded equipment                                             | Effect on landing minima                                                                                                                                  |                                                                                                                      |
| -------------------------------------------------------------------------- | --------------------------------------------------------------------------------------------------------------------------------------------------------- | -------------------------------------------------------------------------------------------------------------------- |
|                                                                            | Type B                                                                                                                                                    | Type A                                                                                                               |
| Navaid [standby](https://avioverse.aero/glossary/easa/standby) transmitter | No effect                                                                                                                                                 |                                                                                                                      |
| Outer marker (ILS only)                                                    | No effect if the required height or glide path can be checked using other means, e.g. DME fix                                                             | APV — not applicable                                                                                                 |
|                                                                            |                                                                                                                                                           | NPA with FAF: no effect unless used as FAF                                                                           |
|                                                                            |                                                                                                                                                           | If the FAF cannot be identified (e.g. no method available for timing of descent), NPA operations cannot be conducted |
| Middle marker (ILS only)                                                   | No effect                                                                                                                                                 | No effect unless used as MAPt                                                                                        |
| RVR Assessment Systems                                                     | No effect                                                                                                                                                 |                                                                                                                      |
| Approach lights                                                            | Minima as for NALS                                                                                                                                        |                                                                                                                      |
| Approach lights except the last 210 m                                      | Minima as for BALS                                                                                                                                        |                                                                                                                      |
| Approach lights except the last 420 m                                      | Minima as for IALS                                                                                                                                        |                                                                                                                      |
| Standby power for approach lights                                          | No effect                                                                                                                                                 |                                                                                                                      |
| Edge lights, threshold lights and runway end lights                        | Day — no effect [Night](https://avioverse.aero/glossary/easa/night) — not allowed                                                                         |                                                                                                                      |
| Centre line lights                                                         | Aeroplanes: No effect if flight director (F/D), HUDLS or auto-land; otherwise RVR 750 m Helicopters: No effect on CAT I and SA CAT I approach operations. | No effect                                                                                                            |
| Centre line lights spacing increased to 30 m                               | No effect                                                                                                                                                 |                                                                                                                      |
| TDZ lights                                                                 | Aeroplanes: No effect if F/D, HUDLS or auto-land; otherwise RVR 750 m Helicopters: No effect.                                                             | No effect                                                                                                            |
| Taxiway lighting system                                                    | No effect                                                                                                                                                 |                                                                                                                      |

AMC · AMC9 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

AMC Acceptable means of compliance

## AMC10 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

EFFECT ON LANDING MINIMA OF TEMPORARILY FAILED OR DOWNGRADED GROUND EQUIPMENT — OTHER-THAN [COMPLEX MOTOR-POWERED AIRCRAFT](https://avioverse.aero/glossary/easa/complex-motor-powered-aircraft)

(a) Non-precision approaches requiring a final approach fix (FAF) and/or MAPt should not be conducted where a method of identifying the appropriate fix is not available.

(b) Where approach lighting is partly unavailable, minima should take account of the serviceable length of approach lighting.

AMC · AMC10 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM1 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

[AIRCRAFT](https://avioverse.aero/glossary/easa/aircraft) CATEGORIES

(a) Aircraft categories should be based on the indicated airspeed at threshold (VAT), which is equal to the stalling speed (VSO) multiplied by 1.3 or where published 1-g (gravity) stall speed (VS1g) multiplied by 1.23 in the landing configuration at the maximum certified landing mass. If both VSO and VS1g are available, the higher resulting VAT should be used.

(b) The aircraft categories specified in Table 16 should be used.

Table 16

Aircraft categories corresponding to VAT values

| Aircraft category | VAT                |
| ----------------- | ------------------ |
| A                 | Less than 91 kt    |
| B                 | from 91 to 120 kt  |
| C                 | from 121 to 140 kt |
| D                 | from 141 to 165 kt |
| E                 | from 166 to 210 kt |

GM · GM1 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2023/007/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM2 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

[CONTINUOUS DESCENT FINAL APPROACH (CDFA)](https://avioverse.aero/glossary/easa/continuous-descent-final-approach) — AEROPLANES

(a) Introduction

(1) Controlled flight into terrain (CFIT) is a major hazard in aviation. Most CFIT accidents occur in the final approach segment of non-precision approaches; the use of stabilised-approach criteria on a continuous descent with a constant, predetermined vertical path is seen as a major improvement in safety during the conduct of such approaches. Operators should ensure that the following techniques are adopted as widely as possible, for all approaches.

(2) The elimination of level flight segments at MDA close to the ground during approaches, and the avoidance of major changes in attitude and power/thrust close to the runway that can destabilise approaches, are seen as ways to reduce operational risks significantly.

(3) The term CDFA has been selected to cover a flight technique for any type of NPA operation.

(4) The advantages of CDFA are as follows:

(i) the technique enhances safe approach operations by the utilisation of standard operating practices;

(ii) the technique is similar to that used when flying an ILS approach, including when executing the missed approach and the associated missed approach procedure manoeuvre;

(iii) the [aeroplane](https://avioverse.aero/glossary/easa/aeroplane) attitude may enable better acquisition of visual cues;

(iv) the technique may reduce pilot workload;

(v) the approach profile is fuel efficient;

(vi) the approach profile affords reduced noise levels; and

(vii) the technique affords procedural integration with APV operations.

(b) CDFA

(1) Continuous descent final approach is defined in Annex I to the Regulation on Air operations.

(2) An approach is only suitable for application of a CDFA technique when it is flown along a nominal vertical profile; a nominal vertical profile is not forming part of the approach procedure design, but can be flown as a continuous descent. The nominal vertical profile information may be published or displayed on the approach chart to the pilot by depicting the nominal slope or range/distance vs height. Approaches with a nominal vertical profile are considered to be:

(i) NDB, NDB/DME;

(ii) VOR, VOR/DME;

(iii) LOC, LOC/DME;

(iv) VDF, SRA; and

(v) GNSS/LNAV.

(3) [Stabilised approach (SAp)](https://avioverse.aero/glossary/easa/stabilised-approach) is defined in Annex I to the Regulation on Air Operations.

(i) The control of the descent path is not the only consideration when using the CDFA technique. Control of the aeroplane’s configuration and energy is also vital to the safe conduct of an approach.

(ii) The control of the flight path, described above as one of the requirements for conducting an SAp, should not be confused with the path requirements for using the CDFA technique.

(iii) The predetermined approach slope requirements for applying the CDFA technique are established by the following:

(A) the published ‘nominal’ slope information when the approach has a nominal vertical profile; and

(B) the designated final-approach segment minimum of 3 NM, and maximum, when using timing techniques, of 8 NM.

(iv) An SAp will never have any level segment of flight at DA/H or MDA/H, as applicable. This enhances safety by mandating a prompt missed approach procedure manoeuvre at DA/H or MDA/H.

(v) An approach using the CDFA technique will always be flown as an SAp, since this is a requirement for applying CDFA. However, an SAp does not have to be flown using the CDFA technique, for example a visual approach.

GM · GM2 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2014/018/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM3 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

ONSHORE AERODROME DEPARTURE PROCEDURES — OPERATIONS WITH NON-COMPLEX HELICOPTERS

The [cloud base](https://avioverse.aero/glossary/easa/cloud-base) and visibility should be such as to allow the [helicopter](https://avioverse.aero/glossary/easa/helicopter) to be clear of cloud at the [take-off decision point (TDP)](https://avioverse.aero/glossary/easa/take-off-decision-point), and for the pilot flying to remain in sight of the surface until reaching the minimum speed for flight in instrument meteorological conditions, as given in the AFM.

GM · GM3 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2014/018/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM4 SPO.OP.110 Aerodrome operating minima – aeroplanes and helicopters

TAKE-OFF MINIMA — OPERATIONS WITH COMPLEX HELICOPTERS

(a) To ensure sufficient control of the [helicopter](https://avioverse.aero/glossary/easa/helicopter) in IMC, the speed, before entering in IMC, should be above the minimum authorised speed in IMC, Vmini. This is a limitation in the AFM. Therefore, the lowest speed before entering in IMC is the highest of Vtoss (velocity take-off safety speed) and Vmini.

(b) As example, Vtoss is 45 kt and Vmini 60 kt. In that case, the take–off minima have to include the distance to accelerate to 60 kt. The take-off distance should be increased accordingly.

GM · GM4 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2014/018/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM5 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

APPROACH LIGHTING SYSTEMS — ICAO, FAA

The following table provides a comparison of the ICAO and FAA specifications.

Table 17

Approach lighting systems — ICAO and FAA specifications

| Class of lighting facility | Length, configuration and intensity of approach lights                                                                                                                                      |
| -------------------------- | ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |
| FALS                       | ICAO: CAT I lighting system (HIALS ≥ 720 m) distance coded centre line, barrette centre line FAA: ALSF1, ALSF2, SSALR, MALSR, highor medium-intensity and/or flashing lights, 720 m or more |
| IALS                       | ICAO: simple approach lighting system (HIALS 420–719 m) single source, barrette FAA: MALSF, MALS, SALS/SALSF, SSALF, SSALS, highor medium-intensity and/or flashing lights, 420–719 m       |
| BALS                       | Any other approach lighting system (e.g. HIALS, MALS or ALS 210–419 m) FAA: ODALS, highor medium-intensity or flashing lights 210–419 m                                                     |
| NALS                       | Any other approach lighting system (e.g. HIALS, MALS or ALS <210 m) or no approach lights                                                                                                   |

GM · GM5 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM6 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

IAPs — SBAS OPERATIONS

(a) SBAS LPV operations with a DH of 200 ft depend on an SBAS approved for operations down to a DH of 200 ft.

(b) The following systems are in operational use or in a planning phase:

(1) European geostationary navigation overlay service (EGNOS), operational in Europe;

(2) wide area augmentation system (WAAS), operational in the USA;

(3) multi-functional satellite augmentation system (MSAS), operational in Japan;

(4) system of differential correction and monitoring (SDCM), planned by Russia;

(5) GPS-aided geo-augmented navigation (GAGAN) system, planned by India; and

(6) satellite navigation augmentation system (SNAS), planned by China.

GM · GM6 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM7 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

MEANS TO DETERMINE THE REQUIRED RVR BASED ON DH AND LIGHTING FACILITIES

The values in Table 8 are derived from the formula below:

RVR (m) = \[(DH/MDH (ft) × 0.3048)/tanα] – length of approach lights (m), where α is the calculation angle, being a default value of 3.00° increasing in steps of 0.10° for each line in Table 8 up to 3.77° and then remaining constant. An upper RVR limit of 2 400 m has been applied to the table.

GM · GM7 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM8 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

USE OF DH FOR NPAs FLOWN USING THE [CONTINUOUS DESCENT FINAL APPROACH (CDFA)](https://avioverse.aero/glossary/easa/continuous-descent-final-approach) TECHNIQUE The safety of using the MDH as DH in CDFA operations has been verified by at least two independent analyses concluding that a CDFA using MDH as DH without any add-on is safer than the traditional step-down and level flight NPA operation. A comparison was made between the safety level of using MDH as DH without an add-on with the well-established safety level resulting from the ILS collision risk model (CRM). The NPA used was the most demanding, i.e. most tightly designed NPA, which offers the least additional margins. It should be noted that the design limits of the ILS approach design, e.g. the maximum glide path (GP) angle of 3.5 degrees, must be observed for the CDFA in order to keep the validity of the comparison.

There is a wealth of operational experience in Europe confirming the above-mentioned analytical assessments. It cannot be expected that each operator is able to conduct similar safety assessments, and this is not necessary. The safety assessments already performed take into account the most demanding circumstances at hand, like the most tightly designed NPA procedures and other ‘worst-case scenarios’. The assessments naturally focus on cases where the controlling obstacle is located in the missed approach area.

However, it is necessary for operators to assess whether their cockpit procedures and training are adequate to ensure minimal height loss in case of a [go-around](https://avioverse.aero/glossary/easa/go-around) manoeuvre. Suitable topics for the safety assessment required by each operator may include:

understanding of the CDFA concept including use of the MDA/H as DA/H;

cockpit procedures that ensure flight on speed, on path, and with proper configuration and energy management;

cockpit procedures that ensure gradual decision-making; and identification of cases where an increase of the DA/H may be necessary because of non-standard circumstances, etc.

GM · GM8 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM9 SPO.OP.110 Aerodrome operating minima — aeroplanes and helicopters

INCREMENTS SPECIFIED BY THE COMPETENT AUTHORITY

Additional increments to the published minima may be specified by the competent authority in order to take into account certain operations, such as downwind approaches, single-pilot operations, or approaches flown not using the CDFA technique.

GM · GM9 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM10 SPO.OP.110 Aerodrome operating minima —aeroplanes and helicopters

USE OF COMMERCIALLY AVAILABLE INFORMATION

When an operator uses commercially available information to establish [aerodrome operating minima](https://avioverse.aero/glossary/easa/aerodrome-operating-minima), the operator remains responsible for ensuring that the information used is accurate and suitable for its operation, and that the aerodrome operating minima are calculated in accordance with the method specified in Part C of its operations manual.

The operator should apply the procedures in ORO.GEN.205 ‘Contracted activities’.

GM · GM10 SPO.OP.110 — Regulation (EU) No 965/2012 · ED Decision 2022/014/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

GM Guidance material

## GM1 SPO.OP.110(b)(5) Aerodrome operating minima

VISUAL AND NON-VISUAL AIDS AND INFRASTRUCTURE

‘Visual and non-visual aids and infrastructure’ refers to all equipment and facilities required for the procedure to be used for the intended [instrument approach operation](https://avioverse.aero/glossary/easa/instrument-approach-operation). This includes but is not limited to lights, markings, ground- or space-based radio aids, etc.

GM · GM1 SPO.OP.110(b)(5) — Regulation (EU) No 965/2012 · ED Decision 2022/012/R · Air OPS Easy Access Rules · EAR revision 27 Mar 2026

[All rules in SUBPART B: OPERATIONAL PROCEDURES](https://avioverse.aero/regulations/easa/air-ops/part-spo/subpart-b)

Consolidated from the EASA Easy Access Rules (revision 27 Mar 2026, extracted 13 Oct 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.