Scope of application and legal framework
The new announcement regulates the implementation of low-visibility procedures and the protection of ILS systems at major German commercial airports, including Berlin Brandenburg, Frankfurt Main, Munich, Düsseldorf, Hamburg, Cologne/Bonn and other international locations.
The legal basis is Section 31 (3) LuftVO. The regulation comes into force on 19 March 2026 and replaces a prior announcement.
The publication is particularly relevant for IFR pilots, as it sets out the details:
- from which visibility and cloud lower limits LVP take effect
- how ILS protection zones are kept clear
- when approach procedures are downgraded
- under which conditions Autoland is permitted
- how guided take-off may be used
When do low visibility procedures apply?
Low Visibility Operations (LVO) relate to approaches and take-offs at:
- RVR under 550 m
- Decision heights below 200 ft
- Rolling movements with RVR below 550 m
It is worth noting that the procedures for stabilising operations can already be used from an RVR of 600 m. This means that LVP can begin before the classic CAT II/III minima are actually reached.
If the RVR is ≤ 1000 m and/or the main cloud base is ≤ 300 ft, preparatory measures are activated, for example:
- Rapid readiness of the emergency power supply
- Keeping sensitive and critical areas clear
- Technical preparations for the lighting systems
If the RVR drops to ≤ 600 m and/or the main cloud base drops below 200 ft, operational measures are implemented, including the switching on of
- Runway centreline lighting
- red side row short bar
- Taxiway centreline lighting
- Holding beam
Protection of sensitive and critical areas
A central component of the regulation is the protection of ILS system signals. With visibility below 1500 m or a cloud base below 400 ft, there is staggering between approaching aircraft and other aircraft so that ILS signals are not disturbed by taxiing or taking-off aircraft as soon as an approaching aircraft is within 2 NM of the threshold.
The critical area must always be kept clear. Under certain conditions, taxiing aircraft may cross it for a short time, but only with prior information to the approaching traffic („EXPECT SHORT-TIME ILS INTERFERENCE“) and without delay.
When using LVP, the critical area must be clear at the latest when the next aircraft on final approach is 4 NM before the touchdown point - otherwise a missed approach is instructed.
Guided take-off: Strict conditions
The „Guided Take-off“ procedure allows take-offs at RVR ≤ 125 m, but not below 75 m. It requires instrument-supported guidance via the ILS landing course transmitter.
Utilisation is only permitted if:
- all RVR measuring points are available
- at least one RVR is between 125, 100 or 75 m
- no measured value is below 75 m
- there are no relevant system faults
No special clearance is issued; the responsibility for permissibility lies with the air carrier or the crew.
Important: Guided take-off with GBAS support is expressly not permitted.
Downgrading of approach procedures
The detailed downgrading criteria are a particularly relevant part of the announcement.
Examples:
- Failure of the reserve transmitter of a CAT III ILS leads to downgrading to CAT II.
- Failure of RVR measuring points can make guided take-off inadmissible.
- Failure of the entire piste lighting system leads to the closure of the lift at night.
- Failure of pre-approach signs without position equivalent leads to downgrading to another instrument approach procedure.
It is worth noting that not every technical failure automatically means a downgrade. In some cases, it is up to the airline to assess the impact on flight operations.
Autoland: Clearly defined requirements
Automatic landings are only permitted if:
- LVP with CAT II or CAT III have been officially registered in operation
- no technical restrictions are published
- or a training approach has been authorised under appropriate conditions
An ILS of category CAT I is generally not suitable for Autoland.
If an ILS is exceptionally not usable for Autoland despite the LVP, an explicit message is sent to the traffic („ILS SIGNAL NOT USABLE FOR AUTOLAND“).
New procedures for reduced visibility conditions Level 3
In addition, procedures for rolling movements at visibility of 300 metres or less have been introduced or extended.
Here apply:
- 150 m longitudinal staggering on taxiways
- Monitoring via ground visualisation system, sensor loops or control vehicle
- Limitation to individual aircraft per taxiway section
These procedures are already in place at most major airports and will also come into effect at other locations in April 2026.
Significance for general aviation
CAT II/III minima are usually not relevant for classic GA IFR pilots with piston or turboprop aircraft. Nevertheless, the regulations do apply:
- Possible delays on approach
- Changed scales
- Holding bar controls
- Temporary downgrading of procedures
- Rolling restrictions in poor visibility
The specified procedures are particularly important for business aviation or training flights with CAT II/III training.
The clarification that the initiation of an ILS approach does not depend on the pilot's individual weather minima is also operationally relevant.
Conclusion
With the new announcement, DFS is creating more transparency and standardisation in the area of low visibility operations. The regulations concretise protection mechanisms for ILS facilities, define clear downgrading criteria and specify the conditions for autoland and guided take-off.
For general aviation, this does not mean a fundamental tightening of the rules, but it does mean greater system clarity. Anyone flying IFR in Germany - especially at major commercial airports - should be familiar with the new details. They will be binding from 19 March 2026.
Source references:
NFL (the link requires a subscription to Eisenschmidt)
