AIM

4/3/14

5−4−59

Arrival Procedures

below this altitude using an EFVS as long as the re-

quired visual references can be seen through the

display using natural vision. An operator may not

continue to descend beyond this point by relying

solely on the sensor image displayed on the EFVS.

1. Required Visual References.

In order to

descend below 100 feet above the TDZE, the flight

visibility−−assessed using natural vision−−must be

sufficient for the following visual references to be

distinctly visible and identifiable to the pilot without

reliance on the EFVS to continue to a landing:

(a)

The lights or markings of the threshold, or

(b)

The lights or markings of the TDZ.

It is important to note that from 100 feet above the

TDZE and below, the flight visibility does not have

to be equal to or greater than the visibility prescribed

for the IAP in order to continue descending. It only

has to be sufficient for the visual references required

by 14 CFR part 91.175 (l)(4) to be distinctly visible

and identifiable to the pilot without reliance on the

EFVS.

2. Comparison of Visual Reference Require-

ments for EFVS and Natural Vision.

Again, the

visual reference requirements for EFVS in 14 CFR

part 91.175 (l)(4) are more stringent than those re-

quired for natural vision in 14 CFR part 91.175 (c)(3).

The main differences for EFVS operations are that

the ALS and red terminating bars or red side row bars,

the REIL, and the VASI cannot be used as visual ref-

erences. Only very specific visual references from the

threshold or the TDZ can be used (that is, the lights

or markings of the threshold or the lights or markings

of the TDZ).

3. When to Go Around.

A missed approach

must be initiated when the pilot determines that:

(a)

The flight visibility is no longer sufficient

to distinctly see and identify the required visual refer-

ences listed in 14 CFR part 91.175 (l)(4) using natural

vision;

(b)

The aircraft is not continuously in a posi-

tion from which a descent to a landing can be made

on the intended runway, at a normal rate of descent,

using normal maneuvers; or

(c)

For operations under 14 CFR parts 121

and 135, the descent rate of the aircraft would not al-

low touchdown to occur within the TDZ of the

runway of intended landing.

While touchdown within the TDZ is not specifically

addressed in the regulations for operators other than

14 CFR parts 121 and 135 operators, continued oper-

ations below DA or MDA where touchdown in the

TDZ is not assured, where a high sink rate occurs, or

where the decision to conduct a missed approach pro-

cedure is not executed in a timely manner, all create

a significant risk to the operation.

4. Missed Approach Considerations.

As

noted earlier, a missed approach initiated after the DA

or MAP involves additional risk. At 100 feet or less

above the runway, it is likely that an aircraft is signi-

ficantly below the TERPS missed approach obstacle

clearance surface. Prior planning is recommended

and should include contingencies between the pub-

lished MAP and touchdown with reference to

obstacle clearance, aircraft performance, and altern-

ate escape plans.

d. Light Emitting Diode (LED) Airport Light-

ing Impact on EFVS Operations.

The FAA has

recently begun to replace incandescent lamps with

LEDs at some airports in threshold lights, taxiway

edge lights, taxiway centerline lights, low intensity

runway edge lights, windcone lights, beacons, and

some obstruction lighting. Pilots should be aware that

LED lights cannot be sensed by current EFVS sys-

tems.

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23. Visual Approach

a.

A visual approach is conducted on an IFR flight

plan and authorizes a pilot to proceed visually and

clear of clouds to the airport. The pilot must have

either the airport or the preceding identified aircraft

in sight. This approach must be authorized and

controlled by the appropriate air traffic control

facility. Reported weather at the airport must have a

ceiling at or above 1,000 feet and visibility 3 miles or

greater. ATC may authorize this type approach when

it will be operationally beneficial. Visual approaches

are an IFR procedure conducted under IFR in visual

meteorological conditions. Cloud clearance

requirements of 14 CFR Section 91.155 are not

applicable, unless required by operation

specifications.

b. Operating to an Airport Without Weather

Reporting Service.

ATC will advise the pilot when

weather is not available at the destination airport.

ATC may initiate a visual approach provided there is

a reasonable assurance that weather at the airport is a