AWO.B.CATIII.112 CS AWO.B.CATIII.112 Go-around

All Weather Operations (CS-AWO) · CS-AWO · EAR revision 14 Aug 2026

IRImplementing rule

AWO.B.CATIII.112CS AWO.B.CATIII.112 Go-around

(See AMC AWO.B.CATIII.112)

- (a) The aircraft shall be capable of safely executing a go-around from any point on the approach to touchdown in all configurations to be certified. The manoeuvre shall not require exceptional piloting skill, alertness or strength and shall ensure that the aeroplane remains within the obstacle limitation surface for a Category II or III precision approach runway as specified in ICAO Annex 14. - (b) For DHs below 15 m (50 ft), automatic go-around shall be provided. - (c) When automatic go-around is provided, it shall be available down to touchdown.

ED Decision 2022/007/R

SUBPART B -APPROACH AND LANDING SECTION 4 -AIRWORTHINESS CERTIFICATION OF AEROPLANES FOR OPERATIONS WITH DECISION HEIGHTS (DHs) BELOW 30 M (100 FT) OR NO DECISION HEIGHT (DH) -CATEGORY III (CAT III) OPERATIONS

- (d) When automatic go-around is engaged, the subsequent ground contact shall not cause its disengagement.

[Issue: CS-AWO/2]

IR · AWO.B.CATIII.112 — CS-AWO · CS-AWO Easy Access Rules · EAR revision 14 Aug 2026

AMCAcceptable means of compliance

AMC AWO.B.CATIII.112 Go-around

Show the text

- 1 Safety considerations

- 1.1 Effects of contact with the runway

For aircraft for which a go-around from a very low altitude may result in inadvertent runway contact, the safety of the procedure should be established giving consideration to at least the following:

- a. The guidance information and control provided by the go-around mode should be retained and be shown to have safe and acceptable characteristics throughout the manoeuvre.

- b. Other systems (e.g. automatic throttle, brakes, spoilers, reverse thrust and alerting systems) should not operate in a way that would adversely affect the safety of the go-around manoeuvre.

3.1.2 Inadvertent go-around selection

The inadvertent selection of the go-around mode after touchdown should have no adverse effect on the ability of the aircraft to safely roll out and stop.

2 Performance

Height loss from a range of altitudes during the approach and flare should be determined when under automatic control and when using the landing guidance system as appropriate.

- a. Height loss may be determined by flight testing (with typically 10 flight-demonstrated go-arounds) supported by simulation.

- b. The simulation should evaluate the effects of variation in parameters such as weight, centre of gravity (CG), configuration and wind, and show correlation with the flight test results.

- c. Normal procedures for a go-around with all engines operating should be followed.

[Issue: CS-AWO/2]

ED Decision 2022/007/R

EQUIPMENT

AMC — CS-AWO · CS-AWO Easy Access Rules · EAR revision 14 Aug 2026

All rules in SUBPART B -APPROACH AND LANDING SECTION 4 -AIRWORTHINESS CERTIFICATION OF AEROPLANES FOR OPERATIONS WITH DECISION HEIGHTS (DHs) BELOW 30 M (100 FT) OR NO DECISION HEIGHT (DH) -CATEGORY III (CAT III) OPERATIONS

Consolidated from the EASA Easy Access Rules (revision 14 Aug 2026, extracted 17 Aug 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.

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