11/3/22
AIM
2.
An OpSpec, MSpec, or LOA authorizing
Category II or Category III operations.
f. EFVS Operations in Rotorcraft.
Currently,
EFVS operations in rotorcraft can only be conducted
on IAPs that are flown to a runway. Instrument
approach criteria, procedures, and appropriate visual
references have not yet been developed for
straight
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in landing operations below DA/DH or
MDA under IFR to heliports or platforms. An EFVS
cannot be used in lieu of natural vision to descend
below published minimums on copter approaches to
a point in space (PinS) followed by a “proceed visual
flight rules (VFR)” visual segment, or on approaches
designed to a specific landing site using a “proceed
visually” visual segment.
g. EFVS Pilot Requirements.
A pilot who
conducts EFVS operations must receive ground and
flight training specific to the EFVS operation to be
conducted. The training must be obtained from an
authorized training provider under a training program
approved by the FAA. Additionally, recent flight
experience and proficiency or competency check
requirements apply to EFVS operations. These
requirements are addressed in 14 CFR §§ 61.66,
91.1065, 121.441, Appendix F to Part 121, 125.287,
and 135.293.
h. Enhanced Flight Visibility and Visual
Reference Requirements.
To descend below
DA/DH or MDA during EFVS operations under
14 CFR § 91.176(a) or (b), a pilot must make a
determination that the enhanced flight visibility
observed by using an EFVS is not less than what is
prescribed by the IAP being flown. In addition, the
visual references required in 14 CFR § 91.176(a) or
(b) must be distinctly visible and identifiable to the
pilot using the EFVS. The determination of enhanced
flight visibility is a separate action from that of
identifying required visual references, and is
different from ground
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reported visibility. Even
though the reported visibility or the visibility
observed using natural vision may be less, as long as
the EFVS provides the required enhanced flight
visibility and a pilot meets all of the other
requirements, the pilot can continue descending
below DA/DH or MDA using the EFVS. Suitable
enhanced flight visibility is necessary to ensure the
aircraft is in a position to continue the approach and
land. It is important to understand that using an EFVS
does not result in obtaining lower minima with
respect to the visibility or the DA/DH or MDA
specified in the IAP. An EFVS simply provides
another means of operating in the visual segment of
an IAP. The DA/DH or MDA and the visibility value
specified in the IAP to be flown do not change.
i. Flight Planning and Beginning or Continuing
an Approach Under IFR.
A Part 121, 125, or 135
operator’s OpSpec or LOA for EFVS operations may
authorize an EFVS operational credit dispatching or
releasing a flight and for beginning or continuing an
instrument approach procedure. When a pilot reaches
DA/DH or MDA, the pilot conducts the EFVS
operation in accordance with 14 CFR § 91.176(a) or
(b) and their authorization to conduct EFVS
operations.
j. Missed Approach Considerations.
In order to
conduct an EFVS operation, the EFVS must be
operable. In the event of a failure of any required
component of an EFVS at any point in the approach
to touchdown, a missed approach is required.
However, this provision does not preclude a pilot’s
authority to continue an approach if continuation of
an approach is considered by the pilot to be a safer
course of action.
k. Light Emitting Diode (LED) Airport Light-
ing Impact on EFVS Operations.
Incandescent
lamps are being replaced 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. Additionally, there are plans to replace
incandescent lamps with LEDs in approach lighting
systems. Pilots should be aware that LED lights
cannot be sensed by infrared
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based EFVSs. Further,
the FAA does not currently collect or disseminate
information about where LED lighting is installed.
l. Other Vision Systems.
Unlike an EFVS that
meets the equipment requirements of
14 CFR § 91.176, a Synthetic Vision System (SVS)
or Synthetic Vision Guidance System (SVGS) does
not provide a real
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time sensor image of the outside
scene and also does not meet the equipment
requirements for EFVS operations. A pilot cannot use
a synthetic vision image on a head
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up or a
head
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down display in lieu of natural vision to
descend below DA/DH or MDA. An EFVS can,
however, be integrated with an SVS, also known as a
Combined Vision System (CVS). A CVS can be used
to conduct EFVS operations if all of the requirements
for an EFVS are satisfied and the SVS image does not
Arrival Procedures
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