6.5 Training for Pilots Operating Aircraft Issued an Experimental Certificate. As stated in § 61.66(h)(2), pilots conducting EFVS operations for the purpose of research and development or to show compliance with regulations in an aircraft issued an experimental airworthiness certificate may use alternate means of obtaining the subject knowledge and flight experience requirements of § 61.66(a) and (b). The pilot should be able to show compliance with § 61.66(h)(2) and should be able to produce the program letter and application for the experimental certificate upon request.
7 PILOT RECENT FLIGHT EXPERIENCE FOR EFVS OPERATIONS.
7.1 EFVS Recent Flight Experience for Operating Under Part 91. Pilots operating under part 91 must meet the EFVS recent flight experience requirements of § 61.66(d) in order to act as PIC or control the aircraft during an EFVS operation.
7.1.1 A pilot meets the recent flight experience requirements of § 61.66(d) if, within the previous 6 calendar-months preceding the month of the flight:
1. An approved EFVS training course, a military checkride, a part 121 proficiency check, or a part 91K, 125, or 135 competency check was completed; or
2. At least six instrument approaches using the EFVS were logged. The instrument approaches may be conducted during the day or night under any weather conditions.
One of the approaches must terminate in a full-stop landing, as required by § 61.66(d)(1).
Note: A Level C or higher full flight simulator (FFS) equipped with an EFVS and qualified by the Air Transportation Division, Training and Simulation Group may be used to meet the recent flight experience requirements, per § 61.66(g). You can find information about the FAA’s National Simulator Program (NSP) at https://www.faa.gov/about/initiatives/nsp/.
7.1.2 As required by § 61.66(d), if a pilot’s EFVS recent flight experience has lapsed for less than 6 calendar-months:
1. The pilot may manipulate the controls during an EFVS operation when under the supervision of a PIC who is qualified and current.
2. The pilot may not act as PIC of an aircraft during an EFVS operation.
Note: Recent flight experience in this timeframe can be reestablished by logging instrument approaches using the EFVS or completing an approved training course, proficiency check, competency check, or military checkride.
7.1.3 When EFVS recent flight experience has lapsed for more than 6 calendar-months, the only way a pilot can reestablish recent flight experience under § 61.66(e) is by completing an FAA-approved EFVS refresher course. Until the course is completed, the pilot cannot conduct an EFVS operation or act as a PIC of an aircraft during an EFVS operation, as stated in § 61.66(e).
7.1.4 For logging approaches for EFVS and instrument recent flight experience, the EFVS recent flight experience requirements under § 61.66(d) were structured to closely resemble the instrument recent flight experience requirements under § 61.57. Although EFVS and instrument recent flight experience are two separate requirements, a single logged instrument approach may count toward both if the instrument approach meets the requirements of both §§ 61.57 and 61.66(d).
Figure 5. Recent Flight Experience Flowchart (§ 61.66(d) and (e)) Have you completed EFVS You meet the recent flight Start here to determine if you are training or logged six experience requirements legal to manipulate the controls of instrument approaches and may manipulate the an aircraft or act as PIC during an using the EFVS in YES controls of an aircraft or EFVS operation. the previous act as PIC during an 6 calendar-months EFVS operation.
?
NO You do not meet the EFVS recent flight experience requirements.
You may reestablish recent flight You may only reestablish experience by completing recent flight experience by instrument approaches using an completing an FAA-approved EFVS or completing EFVS training Has your EFVS recent EFVS refresher course.
flight experience lapsed for You may not act as the PIC during more than You may not act as PIC during an EFVS operation or manipulate 6 calendar-months an EFVS operation or the controls of an aircraft during an manipulate the controls of an EFVS operation unless the PIC ? aircraft during an EFVS has EFVS recent flight experience. operation.
7.2 Recent Flight Experience for Part 91K, 121, 125, or 135 Operators. Pilots conducting EFVS operations for parts 91K, 121, 125, and 135 maintain recent flight experience through satisfactory completion of EFVS tasks and maneuvers during their recurring proficiency checks or competency checks.
7.3 Recent Flight Experience for Public Aircraft Operators. Public aircraft operators, other than the U.S. Military, must meet the recent flight experience requirements of § 61.66 to conduct EFVS operations, as required by § 91.176(c)(2).
8 EFVS OPERATIONAL CREDIT.
8.1 What Is EFVS Operational Credit? EFVS operational credit is credit for a portion of flight visibility prescribed by the IAP being flown that is satisfied by the enhanced image provided by the EFVS. EFVS operational credit is authorized in FAA OpSpec C048.
8.2 What Is the Purpose of EFVS Operational Credit? EFVS operational credit is used by authorized parts 121, 125, and 135 CHs and part 129 foreign air carriers to determine minimum visibilities to:
1. Dispatch, release, or take off a flight under instrument flight rules (IFR) when the forecast weather at the destination airport is equal to or greater than the authorized minimums for use with an EFVS (refer to §§ 121.613, 125.361, and 135.219); and
2. Begin, execute, or continue an approach when the weather is reported to be equal to or greater than the authorized minimums for use with an EFVS (refer to §§ 121.651,
125.325, 125.381, and 135.225).
8.3 Standard EFVS Credit. The Flight Technologies and Procedures Division evaluates available performance data from numerous sources such as other operational evaluations and Original Equipment Manufacturer (OEM) demonstrations conducted in the type design approval process. A standard credit is recommended for an installed EFVS sensor and is published in the Operational Suitability Report (OSR), Operational Credit for Enhanced Flight Vision Systems (EFVS). An operator applying for EFVS operational credit that elects to use the standard credit would not need to demonstrate system performance; however, this does not restrict an operator from conducting their own performance demonstration to determine operational credit. Industry consensus methodology for performance demonstrations is contained in RTCA DO-390, Test Procedures for Quantified Visual Advantage. The OSR can be found at https://drs.faa.gov/browse/excelExternalWindow/bb448b0f-d979- 42a2-8d67- 9346707e6d29.
8.4 Minimum Visibility with Use of EFVS.
8.4.1 Minimum Visibility with Use of EFVS for Parts 121, 125, 129, and 135. OpSpec C048 may include authorization to use a credit to reduce the visibility required for operating without the use of the EFVS (see Table 1, Sample Minimum Visibility Table). The credit is based on the demonstrated EFVS sensor performance.
8.4.2 Minimum Visibility wi th Use of EFVS for Parts 91 and 91K Operators. Parts 91 and 91K operators are not restricted by reported visibility when initiating an instrument approach.
However, they may voluntarily elect to use the prescribed minimums of an IAP to determine whether or not to execute an instrument approach. Parts 91 and 91K operators may find some operational benefit using the minimum visibility with the use of EFVS applicable to their installed sensor as described in paragraph 8.4.1 above. The visibility reductions are based on demonstrated performance and should help increase expectations that the EFVS will be able to provide sufficient enhanced visibility at DA, DH, or MDA to successfully complete the approach. The recommended credits for a specific aircraft/EFVS sensor combination and the appropriate visibility reduction table(s) can be found in the EFVS OSR.
12 Table 1. Sample Minimum Visibility Table Sample EFVS Performance-Based Visibility Reduction Visibility Required Without the Use of EFVS 25% Reduction Minimum Visibility with the Use of EFVS 33% Reduction Minimum Visibility with the Use of EFVS 50% Reduction Minimum Visibility with the Use of EFVS Runway Visual Range (RVR) 1800 1400 1200 1000 2400 1800 1600 1200 4000 3000 2700 2000 6000 4500 4000 3000 Prevailing Visibility (sm) 1/2 3/8 1/4 1/4 3/4 1/2 1/2 3/8 1 3/4 5/8 1/2 1 ¼ 1 3/4 5/8
8.5 Considerations for Using EFVS Minimum Visibility. The following are operational considerations when using EFVS operational credit:
8.5.1 Landing Weather Minimums for Recently Upgraded PICs. Recently upgraded PICs are subject to § 121.652, § 125.379, or § 135.225(e), which temporarily raise IAP minimums to afford an extra layer of safety while experience operating as PIC is gained. EFVS minimum visibility should not be used until the requirements of these regulations are met, as this may negate the safety margins intended by these regulations.
8.5.2 Alternate Airport Weather. T he use of EFVS minimum visibility is not advised for alternate airport planning. However, once in flight, a pilot may use EFVS minimum visibilities to begin an approach at an alternate airport.
9 DEVELOPING AN EFVS TRAINING CURRICULUM.
9.1 Overview. Properly trained flightcrews, personnel exercising operational control, and maintenance personnel are essential to successful EFVS operations. This section provides information that may be useful in developing an effective EFVS training curriculum.
9.2 Pilot Training Curriculum. A pilot training curriculum can be developed for either EFVS operation (EFVS-TD or EFVS-100), both EFVS operations, or the differences between the EFVS operations using a specific EFVS installation.
9.2.1 HUD Proficiency. The curriculum described in Appendix A, Elements of an EFVS Pilot Training Curriculum, assumes the pilot is proficient in HUD operations. Training providers may choose to require extra training for a pilot without any prior HUD experience.
9.2.2 G round Training Subjects and Flight Training Tasks. A pilot training curriculum should contain the ground training subjects and flight training tasks outlined in § 61.66(a) and (b). These subjects and tasks are listed in Appendix A.
9.2.3 Recommendations from the OEM. The FA A recommends that the manufacturer’s operating procedures and system limitations applicable to an installed EFVS are incorporated into an EFVS pilot training curriculum.
9.2.4 Flight Standardization Board (FSB) Report Recommendations. The FAA recommends that any specific training, checking, and currency items for an installed EFVS specified in an FSB report specific to the aircraft are incorporated into a pilot training curriculum.
You can find FSB reports pertaining to EFVS-equipped aircraft at:
https://drs.faa.gov/.
9.2.5 Use of FFS. A Level C or higher FFS may be used for EFVS pilot training. The FFS must be evaluated and qualified by the Air Transportation Division, Training and Simulation Group to meet the requirements for EFVS operations, as required by § 61.66(g). You can find information about the FAA’s NSP at https://www.faa.gov/about/initiatives/nsp/.
9.2.6 Flight Training in Aircraft. If flight training is to be conducted in an aircraft, the FAA recommends that flight instructors ensure that both the equipment in the aircraft and the visual conditions for the planned training are appropriate for safely conducting and/or supervising the flight. For example, instructors conducting training in low-visibility conditions may prefer a monitoring display in order to have access to the same visual information as the PF.
9.2.7 Considerations for Part 121 Pilot Training Programs. In itial training for part 121 pilots must include the required elements listed in § 61.66(a)(2) and (b)(2). The required elements and suggested methods of meeting said requirements can be found in Appendix A of this AC. Part 121 proficiency checks should also include the tasks listed in part 121 appendix F.
9.2.8 Considerations for Part 91K, 125, or 135 Pilot Training Programs. Initial training for pilots under part 91K, 125, or 135 must include the required elements listed in § 61.66(a)(2) and (b)(2). The required elements and suggested methods of meeting said requirements can be found in Appendix A. Part 91K, 125, or 135 competency checks should include appropriate EFVS tasks.
9.2.9 Considerations for Part 141 Special Operations Courses. T he FAA may approve a special operations course for EFVS operations that meets the requirements of § 61.66 and the minimum curriculum requirements in part 141 appendix K.
9.3 Training Curriculum for Dispatchers and Other Persons Exercising Operational Control for EFVS Operations. Dispatchers and other persons exercising operational control should fully understand the capabilities and limitations of the specific EFVS equipment installed in the operator’s aircraft. Operators should consider that unique weather conditions can cause variability in how an EFVS sensor performs, as well as exceed the sensor’s ability to provide the enhanced flight visibility required to complete the approach and landing. Operational planning and continuous monitoring of weather conditions at the airport of intended landing are especially important under these circumstances. Suggested elements of an effective training curriculum are described in Appendix C, Elements of a Training Curriculum for Dispatchers and Other Persons Authorized to Exercise Operational Control for EFVS Operations.
9.4 Ma intenance Personnel Training. It is important that maintenance personnel are knowledgeable of the operator’s EFVS program. The FAA recommends that operator and contract maintenance personnel, including mechanics, maintenance controllers, avionics technicians, and inspection/quality assurance personnel receive initial and recurrent training to establish and maintain an effective EFVS maintenance program. Suggested elements of an effective training curriculum are described in Appendix B, EFVS Maintenance Program and Personnel Training.
10 O PERATIONAL AUTHORIZATIONS FOR PART 91.
10.1 Overview. Per § 91.176(a)(2)(viii), part 91 operators require an LOA C048 to conduct EFVS-TD operations. LOA C048 is not required to conduct EFVS-100 operations in the United States, but may be issued on request to satisfy a foreign regulatory authority.
10.2 The Application. Applications for LOA C048 should be submitted to a responsible Flight Standards Safety Assurance office. Although other documentation may be acceptable, the FAA recommends providing the following items in the application to facilitate the review process:
1. Aircraft Capability Documentation. Excerpts from the AFM(S) that identify the EFVS operation(s) for which the system received airworthiness approval.
2.
Pilot Training Compliance Documentation. Logbook or training record endorsements that meet the requirements of § 61.66 for EFVS training completed.
10.3 EFVS Operational Demonstration for Part 91 Applications. Plans to observe and evaluate the operator’s ability to perform EFVS-TD operations in an aircraft or simulator may be impractical. Tabletop exercises for demonstrating operator knowledge
(e.g., operational procedures, system limitations, recent flight experience, maintenance instructions for continued airworthiness (ICA), or minimum equipment list (MEL) relief) and/or operational monitoring may be more appropriate.
15 11 OPERATIONAL AUTHORIZATIONS FOR PARTS 91K, 121, 125, AND 135.
11.1 Overview. Per § 91.176, parts 121, 125, and 135 CHs require OpSpec C048 to conduct EFVS-100 or EFVS-TD operations, and may include provisions to use EFVS operational credit. Part 91K program managers require MSpec C048 to conduct EFVS-100 or EFVS-TD operations. MSpec C048 does not include provisions to use EFVS operational credit.
11.2 The Application. Applications for OpSpec or MSpec C048 should be submitted to a responsible Flight Standards Safety Assurance office. Although other documentation may be acceptable, the FAA recommends providing the following items in the application to facilitate the review process:
1.
Airworthiness Documentation. Exc erpts from the AFM(S) that identify the EFVS operation(s) for which the system received airworthiness approval. The FAA recommends incorporating any procedures or operating limitations in the AFM(S) into the approved EFVS training curriculum and operating manuals.
2. O perating Manuals. App licable sections of operating manuals (e.g., Airplane Operations Manual (AOM), Flight Operations Manual (FOM), pilot’s operating handbook (POH), and/or quick reference handbook (QRH)) that contain the operator’s procedures or provisions for using an EFVS. These procedures can be incorporated in the operator’s approved EFVS training curriculum and in the AFM(S).
3. E FVS Pilot Training Curriculum. A proposed EFVS training curriculum that ensures the pilot meet the requirements of § 61.66. Paragraph 9 and Appendix A c ontain information for developing a training curriculum to include the required ground training subjects and flight training tasks required by § 61.66(a) and (b). It is acceptable to incorporate a previously approved curriculum provided by a part 141 or 142 school.
4. EFVS Provisions in the MEL. If the applicant is seeking MEL relief for EFVS, they should provide the proposed MEL containing appropriate operations and maintenance procedures that consider all applicable components of the EFVS during MEL submission, review, and approval.
5.
Application for Operational Credit. Operators operating under parts 121, 125, a nd 135 CHs applying for authorization to use EFVS operational credit should provide:
a. A statement of proposed credit. Operators may propose use of the standard cred it published in the EFVS OSR, which is based on previous demonstrations of system visual advantage. When an operator elects to use the standard credit, it is not necessary to demonstrate visual advantage during the operational demonstration. If the applicant elects to perform their own demonstration, AC 20-167 provides methods that can be used to demonstrate quantified visual advantage in the certification process.
b. EFVS training curriculum for dispatchers or other persons exercising operational control, as described in paragraph 9 and Appendix C.
c. Dispatch procedures manual or a general operations manual, as applicable, containing procedures for using the authorized EFVS operational credit to determine the minimum visibilities for use with EFVS.
6. EFVS Maintenance Procedures. E FVS maintenance procedures or programs as described in Appendix B. If the applicant is responsible for the training of maintenance personnel, the applicant can also provide an EFVS training curriculum for maintenance personnel, as described in paragraph 9 and Appendix B.
11.3 EFVS Operational Demonstration for Parts 91K, 121, 125, and 135 Applications.
The FAA’s process for approval and acceptance includes observing and evaluating the operator’s ability to perform the proposed operation(s) in accordance with the procedures, guidelines, and parameters described in the operator’s formal application. The means for meeting the operational demonstration objectives and an appropriate timeline are established through an agreement between the operator and the responsible Flight Standards Safety Assurance office. The are many acceptable means by which an operational demonstration can be accomplished (e.g., tabletop exercises, simulators, classroom observations, observations of line operations, observations of training flights, or any other agreed-upon means). The specifics of the application and the operator’s previous experience will define the acceptability of an operational demonstration plan, which can demonstrate the following:
1. Amendments to manuals, procedures, and checklists for EFVS operations are appropriately incorporated and distributed to all applicable personnel;
2. EFVS maintenance practices are conducted in accordance with the MEL, ICA, and other manufacturer’s guidance;
3. EFVS training for flightcrews, maintenance personnel, and persons authorized to exercise operational control provides the knowledge, skills, and competency to safely conduct EFVS operations;
4. The ability of qualified flightcrews to conduct EFVS operations in accordance with the regulations, applicable operating conditions or limitations, and the operator’s authorization;
5. The ability of persons authorized to exercise operational control of an aircraft
(e.g., dispatch, release, etc.) to properly plan and dispatch/release a flight in accordance with the operator’s EFVS authorization; and
6. The ability of the installed EFVS to provide a visual advantage to support the operational credit requested. The recommended credit published in the EFVS OSR is based on previously demonstrated performance. If the applicant elects to use the recommendation, no demonstration is required. If the applicant elects to perform their own demonstration, they may want to reference AC 20-167 for the standard methods used to demonstrate quantified visual advantage in the certification process.
17 12 OPERATIONAL AUTHORIZATIONS FOR PART 129.
12.1 Overview. IFOs are responsible for authorizing operators of foreign-registered aircraft to conduct EFVS operations in the United States. An operational demonstration is not required to obtain FAA authorization C048. EFVS operations conducted under part 129 in U.S.-registered aircraft solely outside the United States in common carriage by a foreign person or a foreign air carrier do not require authorization from the FAA because the United States is not the State of the Operator.
12.2 The Application. The FAA recommends that operators seeking OpSpec C048 submit an application to their responsible IFO. Applications that include the supporting documentation described below for the EFVS operations requested will facilitate the review process.
1. Correspondence clearly summarizing the aircraft, equipment, operations, and provisions for which the applicant is seeking authorization.
2. EFVS operational approval issued by the CAA of the State of the Operator.
3. Airworthiness documentation containing a description of the aircraft and equipment proposed to be used for EFVS operations. AFM excerpts or supplements are acceptable documentation.
4. For U.S.-registered aircraft, MEL approval with any EFVS provisions. For EFVS operations, the foreign operator should take the EFVS and components into consideration during MEL submission, review, and approval, if the foreign operator is seeking MEL relief for EFVS.
5. EFVS training documentation from the CAA of the State of the Operator for the EFVS operation to be conducted.
6. For U.S.-registered aircraft, maintenance program approval, including EFVS provisions. An FAA-approved maintenance program is required for U.S.-registered aircraft, per part 129, § 129.14(a). This maintenance program should contain maintenance provisions for EFVS equipment.
7. Operators applying for authorization to use EFVS operational credit can provide documentation of the demonstrated performance of the installed EFVS sensor.
Operators may use the standard credit published in the EFVS OSR, which is based on previous demonstrations of system visual advantage. When an operator elects to use the standard credit, it is not necessary to demonstrate visual advantage during the operational demonstration. Operators may propose a credit based on their own demonstration.
13 AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of this AC. Note any deficiencies found, clarifications needed, or suggested improvements regarding the contents of this AC on the Feedback Form.
Appendix A A-1 APPENDIX A. ELEMENTS OF AN EFVS PILOT TRAINING CURRICULUM A.1 Purpose. This appendix lists the ground training subjects and flight training tasks that must be included in a pilot training curriculum for EFVS operations under 14 CFR part 61, § 61.66, as well as methods for fulfilling the § 61.66 requirements.
A.2 EFVS Ground Training Subjects. The following provides the regulatory text, a regulatory citation, and relevant subject matter for each ground training subject required under § 61.66(a). It is acceptable to go beyond the minimum subjects provided in § 61.66(a).
A.2.1 Per § 61.66(a)(2)(i), it is necessary for the pilot training curriculum to include regulations that relate to EFVS flight operations and limitations, including EFVS limitations in the Airplane Flight Manual (AFM) or Rotorcraft Flight Manual (RFM). This could be accomplished by including:
1. An overview of the regulations relevant to EFVS operations. A list of the regulations are in Appendix D, Related Regulations and Guidance.
2. An overview of an AFM or its supplement (AFM(S)) or other manufacturer documentation that specifies the type of EFVS operation the EFVS is certified to conduct, specifies performance applicable to the use of operational credit, or defines specific procedures, conditions, or limitations associated with operating the EFVS. In some cases, procedures described in an AFM(S) may be more restrictive than the regulations.
A.2.2 Per § 61.66(a)(2)(ii), it is necessary for the pilot training curriculum to include EFVS sensor imagery, required aircraft flight information, and flight symbology. This could be accomplished by including:
1. An overview of the characteristics of the enhanced imagery provided by an EFVS. An EFVS image must be real-time, conformal, and sensor-based. Imagery that is computer-generated from a database, such as a synthetic image, cannot be used to conduct an EFVS operation.
2. An overview of the symbology and equipment requirements to be used for EFVS operations to touchdown and rollout (EFVS-TD) operations listed under 14 CFR part 91, § 91.176(a)(1).
3. An overview of the symbology and equipment requirements of an EFVS to be used for EFVS operations to 100 feet above the touchdown zone elevation (TDZE) (EFVS-100) operations listed under § 91.176(b)(1).
A.2.3 Per § 61.66(a)(2)(iii), it is necessary for the pilot training curriculum to include EFVS display, controls, modes, features, symbology, annunciations, and associated systems and components. This could be accomplished by including:
Appendix A A-2
1. A description of the controls for the EFVS image to include display brightness, contrast, and image modes.
2. A description of the control for turning the EFVS image on or off. This control is important, because if the sensor imagery were to obscure the pilot’s view of the outside scene, the pilot should have a readily available means to immediately remove the sensor imagery from the Head-Up Display (HUD). However, in order to continue an EFVS operation, the pilot should reactivate the image as soon as possible.
3. A description of how computer-generated synthetic elements are presented in the image, if applicable. Some systems may integrate synthetic vision elements into the image displayed on the HUD. A pilot should be able to differentiate between the sensor-based elements and the computer-generated elements.
4. A description of the runway and extended runway centerline symbology presented during the approach phase.
5. A description of the field of view (FOV) of the EFVS display.
A.2.4 Per § 61.66(a)(2)(iv), it is necessary for the pilot training curriculum to include EFVS sensor performance, sensor limitations, scene interpretation, visual anomalies, and other visual effects. This could be accomplished by including:
1. A description of the imaging technology of the EFVS sensor and the related limitations (i.e., light detection, obstacle detection, weather types, and FOV). The AFM(S) may specify any limitations or demonstrated performance applicable to the installed EFVS. An EFVS can display imagery that may significantly improve a pilot’s capability to detect approach lights and visual references of the runway environment that may not otherwise be visible using natural vision. Not all EFVS sensors have the same imaging capabilities. Some sensors may image particular materials and some may focus in specific energy spectrums. Some sensor technologies are more affected by certain weather conditions (e.g., obscurations and precipitation). Some systems utilize multiple sensors to combine the benefits from different technologies.
2. An overview on interpreting a sensor-generated scene presented by the EFVS. Images may have characteristics and contain artifacts that are unique to the sensor technology, EFVS image processing software, or display characteristics
(i.e., monochrome colors). An external scene generated from infrared technology may be different from a scene generated from another technology or combination of technologies.
3. An overview of image anomalies of the installed EFVS. Anomalies such as “noise,” “blooming,” parallax, and other visual effects may be more prevalent in different EFVS installations.
A.2.5 Per § 61.66(a)(2)(v), it is necessary for the pilot training curriculum to include preflight planning and operational considerations associated with using EFVS during the taxi, takeoff, climb, cruise, descent, and landing phases of flight, including the use of EFVS for instrument approaches, operating below the decision altitude (DA)/decision height
Appendix A A-3 (DH) or minimum descent altitude (MDA), executing missed approaches, landing, rollout, and balked landings. This could be accomplished by including:
1. An overview of flight planning considerations for sensor performance and limitations.
2. A description of the optimal EFVS settings for different phases of flight and meteorological conditions.
3. An overview of techniques for identifying visual references with natural vision at 100 feet above the TDZE for EFVS-100 operations. There may be several techniques that crews can use to ensure that visual references are seen with natural vision while continuing to use the EFVS image. It is important that these techniques do not reinforce deactivating the EFVS image more than momentarily during the EFVS operation.
4. An overview of considerations for conducting EFVS operations with a limited EFVS FOV. A combination of crosswind correction, approach course offset, and the lateral FOV may result in the inability of the pilot to acquire and maintain visual references.
5. An overview of considerations for executing a go-around below a DA/DH or MDA.
Whether a pilot is using an EFVS or natural vision, obstacle clearance should not be assumed when initiating a go-around below a DA/DH or MDA or after the missed approach point. The missed approach procedure should be thoroughly briefed and accurately flown, and may need additional climb performance beyond the standard 200 feet per nautical mile to ensure adequate obstacle clearance.
6. An overview of the considerations for visual segment obstacle clearance. Pilots using an EFVS should be careful not to conclude that the flightpath is free of obstacles because no obstacles are distinctly visible in the EFVS image. The approach procedure should be thoroughly briefed and accurately flown.
7. An overview of the considerations for conducting EFVS operations on special instrument approach procedures (IAP). Operators that have a specific approval from the FAA to conduct instrument approaches using special IAPs should evaluate those instrument procedures to determine their compatibility with EFVS operations. These procedures may have nonstandard features or special conditions that may not be compatible with EFVS operations or the performance of an EFVS sensor.
8. An overview of the considerations for conducting taxi operations after conducting an EFVS operation. Once the EFVS operation is complete, the pilot may have to taxi at an airport with Low-Visibility Operations (LVO)/Surface Movement Guidance and Control System (SMGCS) operations in effect. Although an EFVS may provide some increased situation awareness during taxi operations, natural vision is still essential.
A.2.6 Per § 61.66(a)(2)(vi), it is necessary for the pilot training curriculum to include weather associated with low-visibility conditions and its effect on EFVS performance. This could be accomplished by including:
1. An overview of the effect of obscuration types, precipitation conditions, and low ceilings or cloud layers as contributing factors to the variable and unpredictable characteristics of EFVS sensor performance or EFVS sensor and image quality.