GM3 SPA.LVO.105(g) Specific approval criteria

• ED Decision 2022/012/R found in: Air Operations (965/2012) Part-ARO Part-ORO Part-CAT Part-SPA Part-NCC Part-NCO Part-SPO (Feb 2025)

GM3 SPA.LVO.105(g) Specific approval criteria ED Decision 2022/012/R DATA GATHERING FOR SAFETY ASSESSMENT PRIOR TO OBTAINING AN APPROVAL (a) General The intention of the safety assessment is to validate the use and effectiveness of the applicable aircraft flight control and guidance systems, procedures, flight crew training and aircraft maintenance programme. The intention is not to repeat the statistical analysis required for certification of equipment, but rather to demonstrate that the various elements of the ‘total system’ for LVOs work together for a particular operator. (b) Data gathering for safety assessment — LVTOs (1) If the procedures used for LVTOs are not significantly different from those used for standard take-offs, it may be sufficient for operators to conduct only a small number of take-offs using the procedures established for LVTOs for the purpose of data gathering. The following could be considered as a minimum: (i) For LVTOs in an RVR of 125 m or more if procedures are similar to those used for standard take-offs: 1 take-off; (ii) For LVTOs in an RVR of less than 125 m or any other LVTOs using specific procedures: 10 take-offs. (2) An operator holding an approval for LVTOs on one aircraft type and applying the approval for LVTOs on another type or variant may use data from LVTOs conducted on the first type if the following are similar: (i) level of technology, including flight deck displays, HUD or an equivalent guidance system; (ii) operational procedures; and (iii) handling characteristics. (c) Data gathering for safety assessment — approach operations with a DH below 200 ft The data required for the safety assessment needs to be gathered from approaches conducted in a representative sample of expected operating conditions. The operator needs to take seasonal variations in operating conditions such as prevalent weather, planned destinations and operating bases, and ensure that the approaches used for data gathering are conducted over a sufficient period of time to be representative of the planned operation. In order to ensure that the data is representative of planned operations, approaches are conducted at a variety of airports and runways. If more than 30 % of the approaches are conducted to the same runway, the operator may increase the number of approaches required and take measures to ensure that the data is not distorted. The number of approaches used for data gathering will depend on the performance indicators and analysis methods used by the operator. The operator will need to demonstrate that the operation for which approval is sought will achieve an acceptable level of safety. The following figures may be considered a minimum for an operator without previous experience of low-visibility approach operations: (1) for approval of operations with a DH of not less than 50 ft: 30 approaches; (2) for approval of operations with a DH of less than 50 ft: 100 approaches. Approaches conducted for the purpose of gathering data in order to conduct a safety assessment prior to obtaining an LVO approval may be conducted in line operations or any other flight where the operator’s procedures are used. Approaches may also be conducted in an FSTD if the operator is satisfied that this would be representative of the operation. The data gathered from these approaches will only be representative if all required elements of the total system for LVOs are in place. These include not only operating procedures and airborne equipment, but also airport and ATC procedures and ground- or space-based navigation facilities. If the operator chooses to collect data from approaches conducted without all required elements in place, then the data analysis takes into account the effect of at least the following: (1) air traffic services (ATS) factors including situations where a flight conducting an instrument approach is vectored too close to the FAF for satisfactory lateral and vertical path capture, lack of protection of ILS sensitive areas or ATS requests to discontinue the approach; (2) misleading navigation signals such as ILS localiser irregularities caused by taxiing aircraft or aircraft overflying the localiser array; (3) other specific factors that could affect the success of LVOs that are reported by the flight crew. (d) Safety considerations for approaches used for data gathering If an operator chooses to collect data from approaches conducted without all required elements of the total system for LVOs in place, then the operator takes actions to ensure an acceptable level of safety. (e) Sharing of data: operators may use data from other operators or aircraft manufacturers to support the safety assessment required to demonstrate an acceptable level of safety. The operator applying for a specific approval would need to demonstrate that the data used was relevant to the proposed operation. (f) It is expected that operators will have more than 6 months or at least 1 000 hours of total operational experience on the aircraft model before they can have sufficient data to set up meaningful performance indicators and establish whether planned LVOs would achieve an acceptable level of safety. GM3 SPA.LVO.105(g) Specific approval criteria ED Decision 2022/012/R DATA GATHERING FOR SAFETY ASSESSMENT PRIOR TO OBTAINING AN APPROVAL (a) General The intention of the safety assessment is to validate the use and effectiveness of the applicable aircraft flight control and guidance systems, procedures, flight crew training and aircraft maintenance programme. The intention is not to repeat the statistical analysis required for certification of equipment, but rather to demonstrate that the various elements of the ‘total system’ for LVOs work together for a particular operator. (b) Data gathering for safety assessment — LVTOs (1) If the procedures used for LVTOs are not significantly different from those used for standard take-offs, it may be sufficient for operators to conduct only a small number of take-offs using the procedures established for LVTOs for the purpose of data gathering. The following could be considered as a minimum: (i) For LVTOs in an RVR of 125 m or more if procedures are similar to those used for standard take-offs: 1 take-off; (ii) For LVTOs in an RVR of less than 125 m or any other LVTOs using specific procedures: 10 take-offs. (2) An operator holding an approval for LVTOs on one aircraft type and applying the approval for LVTOs on another type or variant may use data from LVTOs conducted on the first type if the following are similar: (i) level of technology, including flight deck displays, HUD or an equivalent guidance system; (ii) operational procedures; and (iii) handling characteristics. (c) Data gathering for safety assessment — approach operations with a DH below 200 ft The data required for the safety assessment needs to be gathered from approaches conducted in a representative sample of expected operating conditions. The operator needs to take seasonal variations in operating conditions such as prevalent weather, planned destinations and operating bases, and ensure that the approaches used for data gathering are conducted over a sufficient period of time to be representative of the planned operation. In order to ensure that the data is representative of planned operations, approaches are conducted at a variety of airports and runways. If more than 30 % of the approaches are conducted to the same runway, the operator may increase the number of approaches required and take measures to ensure that the data is not distorted. The number of approaches used for data gathering will depend on the performance indicators and analysis methods used by the operator. The operator will need to demonstrate that the operation for which approval is sought will achieve an acceptable level of safety. The following figures may be considered a minimum for an operator without previous experience of low-visibility approach operations: (1) for approval of operations with a DH of not less than 50 ft: 30 approaches; (2) for approval of operations with a DH of less than 50 ft: 100 approaches. Approaches conducted for the purpose of gathering data in order to conduct a safety assessment prior to obtaining an LVO approval may be conducted in line operations or any other flight where the operator’s procedures are used. Approaches may also be conducted in an FSTD if the operator is satisfied that this would be representative of the operation. The data gathered from these approaches will only be representative if all required elements of the total system for LVOs are in place. These include not only operating procedures and airborne equipment, but also airport and ATC procedures and ground- or space-based navigation facilities. If the operator chooses to collect data from approaches conducted without all required elements in place, then the data analysis takes into account the effect of at least the following: (1) air traffic services (ATS) factors including situations where a flight conducting an instrument approach is vectored too close to the FAF for satisfactory lateral and vertical path capture, lack of protection of ILS sensitive areas or ATS requests to discontinue the approach; (2) misleading navigation signals such as ILS localiser irregularities caused by taxiing aircraft or aircraft overflying the localiser array; (3) other specific factors that could affect the success of LVOs that are reported by the flight crew. (d) Safety considerations for approaches used for data gathering If an operator chooses to collect data from approaches conducted without all required elements of the total system for LVOs in place, then the operator takes actions to ensure an acceptable level of safety. (e) Sharing of data: operators may use data from other operators or aircraft manufacturers to support the safety assessment required to demonstrate an acceptable level of safety. The operator applying for a specific approval would need to demonstrate that the data used was relevant to the proposed operation. (f) It is expected that operators will have more than 6 months or at least 1 000 hours of total operational experience on the aircraft model before they can have sufficient data to set up meaningful performance indicators and establish whether planned LVOs would achieve an acceptable level of safety. ##### GM3 SPA.LVO.105(g) Specific approval criteria *ED Decision 2022/012/R* **DATA GATHERING FOR SAFETY ASSESSMENT PRIOR TO OBTAINING AN APPROVAL** (a) General The intention of the safety assessment is to validate the use and effectiveness of the applicable aircraft flight control and guidance systems, procedures, flight crew training and aircraft maintenance programme. The intention is not to repeat the statistical analysis required for certification of equipment, but rather to demonstrate that the various elements of the ‘total system’ for LVOs work together for a particular operator. (b) Data gathering for safety assessment — LVTOs (1) If the procedures used for LVTOs are not significantly different from those used for standard take-offs, it may be sufficient for operators to conduct only a small number of take-offs using the procedures established for LVTOs for the purpose of data gathering. The following could be considered as a minimum: (i) For LVTOs in an RVR of 125 m or more if procedures are similar to those used for standard take-offs: 1 take-off; (ii) For LVTOs in an RVR of less than 125 m or any other LVTOs using specific procedures: 10 take-offs. (2) An operator holding an approval for LVTOs on one aircraft type and applying the approval for LVTOs on another type or variant may use data from LVTOs conducted on the first type if the following are similar: (i) level of technology, including flight deck displays, HUD or an equivalent guidance system; (ii) operational procedures; and (iii) handling characteristics. (c) Data gathering for safety assessment — approach operations with a DH below 200 ft The data required for the safety assessment needs to be gathered from approaches conducted in a representative sample of expected operating conditions. The operator needs to take seasonal variations in operating conditions such as prevalent weather, planned destinations and operating bases, and ensure that the approaches used for data gathering are conducted over a sufficient period of time to be representative of the planned operation. In order to ensure that the data is representative of planned operations, approaches are conducted at a variety of airports and runways. If more than 30 % of the approaches are conducted to the same runway, the operator may increase the number of approaches required and take measures to ensure that the data is not distorted. The number of approaches used for data gathering will depend on the performance indicators and analysis methods used by the operator. The operator will need to demonstrate that the operation for which approval is sought will achieve an acceptable level of safety. The following figures may be considered a minimum for an operator without previous experience of low-visibility approach operations: (1) for approval of operations with a DH of not less than 50 ft: 30 approaches; (2) for approval of operations with a DH of less than 50 ft: 100 approaches. Approaches conducted for the purpose of gathering data in order to conduct a safety assessment prior to obtaining an LVO approval may be conducted in line operations or any other flight where the operator’s procedures are used. Approaches may also be conducted in an FSTD if the operator is satisfied that this would be representative of the operation. The data gathered from these approaches will only be representative if all required elements of the total system for LVOs are in place. These include not only operating procedures and airborne equipment, but also airport and ATC procedures and ground- or space-based navigation facilities. If the operator chooses to collect data from approaches conducted without all required elements in place, then the data analysis takes into account the effect of at least the following: (1) air traffic services (ATS) factors including situations where a flight conducting an instrument approach is vectored too close to the FAF for satisfactory lateral and vertical path capture, lack of protection of ILS sensitive areas or ATS requests to discontinue the approach; (2) misleading navigation signals such as ILS localiser irregularities caused by taxiing aircraft or aircraft overflying the localiser array; (3) other specific factors that could affect the success of LVOs that are reported by the flight crew. (d) Safety considerations for approaches used for data gathering If an operator chooses to collect data from approaches conducted without all required elements of the total system for LVOs in place, then the operator takes actions to ensure an acceptable level of safety. (e) Sharing of data: operators may use data from other operators or aircraft manufacturers to support the safety assessment required to demonstrate an acceptable level of safety. The operator applying for a specific approval would need to demonstrate that the data used was relevant to the proposed operation. (f) It is expected that operators will have more than 6 months or at least 1 000 hours of total operational experience on the aircraft model before they can have sufficient data to set up meaningful performance indicators and establish whether planned LVOs would achieve an acceptable level of safety.