• The TDZ markings; or
• The runway lights.
4.2.4.2 The main differences for an EFVS operation compared to an operation using natural vision are that the VGSI lights cannot be used as a visual reference, and the pilot must be able to see both the threshold and TDZ if the approach lights are not visible.
4.2.4.3 At 100 feet above the TDZE of the runway of intended landing and below that altitude, the pilot must be able to distinctly see and identify one of the following visual references specified in § 91.176(b)(3)(iii) without reliance on the EFVS:
1. The runway threshold;
2. The lights or markings of the threshold;
3. The runway TDZ landing surface; or
4. The lights or markings of the TDZ.
4.2.4.4 As stated above, a pilot cannot continue to descend below 100 feet above the TDZE by relying solely on the EFVS sensor image to identify the required visual references. The pilot may continue to use the EFVS as long as the pilot can see the required visual references that he or she would normally see through the windscreen with natural vision. This enables the pilot to continue to benefit from the HUD guidance and the additional situation and position awareness provided by the sensor image on the EFVS display. However, the pilot must base the decision to continue descending below 100 feet above the TDZE solely on seeing the required visual references through the EFVS display by means of natural vision. Table 1 compares the visual references a pilot must see to descend below DA/DH or MDA and 100 feet above the TDZE using both natural vision and EFVS.
4.2.5 Go-Around Considerations.
4.2.5.1 During an EFVS operation to 100 feet above the TDZE, a pilot must initiate a go-around at or below DA/DH or MDA whenever:
1. The enhanced flight visibility is less than the visibility minimums prescribed for the IAP the pilot is flying;
2. The required visual references for the runway of intended landing are no longer distinctly visible and identifiable to the pilot using the EFVS imagery (or natural vision in the event of EFVS failure);
3. The required visual references for the runway of intended landing are no longer distinctly visible and identifiable to the pilot using natural vision when descending below 100 feet above the TDZE;
4. The aircraft is not in a position from which a pilot can make a descent to a landing on the intended runway, at a normal rate of descent, using normal maneuvers; or
5. The descent rate of the aircraft would not allow touchdown to occur within the TDZ of the runway of intended landing for operations conducted under part 121 or 135.
4.2.6 Other Operating Requirements for EFVS Operations to 100 Feet Above the TDZE.
4.2.6.1 To conduct an EFVS operation to 100 feet above the TDZE, the aircraft must be equipped with, and the PF must use, an operable EFVS as described in paragraph 4.2.1. If the aircraft is equipped with a display of sensor imagery for the PM, an operator should develop procedures for using the display, and the PM should receive training on those procedures.
4.2.6.2 Each required pilot flightcrew member must have adequate knowledge of, and familiarity with, the aircraft, the EFVS, and the procedures to be used.
Paragraphs 5 and 6 address pilot training, proficiency and competency checks, recent flight experience, and refresher training requirements.
4.2.6.3 The FAA requires an OpSpec, MSpec, or LOA, as appropriate, to conduct EFVS operations to 100 feet above the TDZE under 14 CFR parts 91K, 121, 125, 129, and 135. The FAA does not require part 91 operators (other than part 91K operators) to obtain an LOA to conduct EFVS operations to 100 feet above the TDZE. Paragraph 10 addresses authorization and operational approval requirements in more detail.
4.3 Considerations for EFVS Operations.
4.3.1 EFVS Sensor Performance. During some reduced visibility conditions, 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. In some weather conditions, however, imaging sensor performance can be variable just as visual performance can be variable using natural vision. A pilot may be able to see very well in some directions, but not in others, and the ability to see may change dramatically during an approach. For this reason, a pilot must ensure that the appropriate enhanced flight visibility using an EFVS exists throughout the EFVS approach operation. He or she should be able to see in all directions within the EFVS field of view and not just on one sightline. Additionally, 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 image. Paragraph 4.3.5 contains additional information about the visual segment obstacle clearance.
4.3.2 Special IAPs. 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. Special IAPs are frequently dependent on the ability of the operator to meet certain requirements that may include,
23 but are not limited to, aircraft performance, aircraft equipage, airport facility equipment, crew training, or other requirements. These procedures also may have nonstandard features such as nonstandard final approach course alignment, nonstandard descent gradients, or other features that may or may not be compatible with the conduct of EFVS operations.
4.3.3 Stabilized Approach. NPA design may require pilots to comply with more than one minimum altitude during the Final Approach Segment (FAS). Descending to each minimum altitude, and leveling off at that altitude requires multiple thrust, pitch, and altitude adjustments inside the final approach fix (FAF), thereby increasing pilot workload and the potential for error during a critical phase of flight. This practice, commonly referred to as “dive and drive,” can result in extended level flight as low as 250 feet above the obstacle environment in instrument meteorological conditions (IMC).
The concept of a stabilized approach has been widely promoted as a means to help eliminate controlled flight into terrain (CFIT). The goal is to have the aircraft in the proper landing configuration, at the proper approach speed, and on the proper flightpath before descending below the minimum stabilized approach height. AC 91-79, Mitigating the Risks of a Runway Overrun Upon Landing, considers minimum stabilized approach height to be 1000 feet above the airport elevation or TDZE during IMC.
1. One method used to fly a stable path on an NPA procedure is the continuous descent final approach (CDFA) technique. AC 120-108, Continuous Descent Final Approach, and the ICAO Manual of All Weather Operations contain guidance on the use of CDFA on NPAs.
2. A stable approach is important to increase the likelihood the aircraft is in a position and configuration to land when reaching the DA/DH. For this reason, EFVS operations to touchdown and rollout require the use of stabilized approaches and are conducted only on certain types of IAPs.
4.3.4 Offset Approaches.
4.3.4.1 Criteria contained in the U.S. Standard for Terminal Instrument Procedures (TERPS) permit IAPs to be offset from the runway centerline (RCL).
A non-Area Navigation (RNAV) NPA, for example, can be offset up to 30 degrees from the RCL and cross the final approach course up to 5200 feet from the runway threshold. A Global Positioning System (GPS) or RNAV (GPS) approach with lateral navigation (LNAV) or LNAV/vertical navigation (VNAV) minimums can be offset as much as 15 degrees from the RCL, and an instrument landing system (ILS) or localizer performance with vertical guidance (LPV) approach can be offset as much as 3 degrees. A pilot who conducts an NPA should verify lateral alignment with the RCL before descending from the MDA because actual lateral course alignment can vary depending upon facility type, distance from the facility, or signal variations that can cause an offset from the intended course centerline. Pilots should be especially knowledgeable of the approach conditions and approach course alignment when considering whether to rely on EFVS during an instrument approach with an offset final approach course. Depending upon the
24 combination of crosswind correction, approach course offset, and the lateral field of view provided by a particular EFVS, the required visual references may or may not be within the pilot’s view looking through the EFVS upon reaching the missed approach point (MAP). Operators should also be aware of the increased potential for non-conformal HUD symbology of the runway outline at higher offset angles.
4.3.5 Visual Segment Obstacle Clearance.
4.3.5.1 To assure a safe obstacle clearance margin, certain nonprecision instrument approaches may require a pilot to visually identify known obstacles near the normal approach path when maneuvering in the visual segment for landing.
Because imaging sensor performance can be variable in some weather conditions, 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 image. This is no different than visual performance using natural vision, which can also be variable in certain weather conditions. Additionally, a pilot must ensure that the appropriate enhanced flight visibility using an EFVS exists throughout the EFVS approach operation and that he or she can see in all directions within the EFVS field of view, not just along one sightline. It is the pilot’s responsibility to see and avoid obstacles. This section provides additional information about obstacle protection.
4.3.5.2 Precision approaches (e.g., ILS/LPV) or approaches with computed vertical paths (e.g., LNAV/VNAV) provide the highest level of safety for both obstacle clearance and controlled rate of descent. If there is no published vertical guidance to a runway, the use of the FPV and FPARC on the EFVS display may assist the pilot in flying a vertical path to the runway, but that path may not be clear of all obstacles. Since the aircraft is in the visual segment of the approach, it is incumbent on the pilot to select an appropriate vertical path. The presence of a charted vertical descent angle (VDA) does not guarantee obstacle protection in the visual segment and does not change any of the requirements for flying an NPA. The published VDA is for information only, and is strictly advisory in nature.
4.3.5.3 Additional information for the visual segment below the MDA is provided if a visual descent point (VDP) is published and descent below the MDA is started at or after the VDP. VDPs provide pilots with a reference for the optimal location to begin descent from the MDA, based on the designed VDA for the approach procedure, assuming the required visual references are visible.
4.3.5.4 The use of a VGSI can help the pilot determine if the aircraft is in a position to make a descent from the MDA or DA. However, a VGSI is predicated on seeing color, and EFVS imaging sensors do not currently image color. While color can be seen through the HUD using natural vision, an EFVS image can sometimes make it difficult to interpret the VGSI. Pilots may turn the sensor
25 image on the HUD on or off for the display of information that provides the best situation awareness for the approach being conducted.
4.3.6 Missed Approach Obstacle Clearance.
4.3.6.1 The published missed approach procedure provides obstacle clearance only when the missed approach is initiated from or above the DA/DH, or at the MAP. It assumes a climb rate of 200 feet/nautical mile (NM), unless a higher climb gradient is identified on the procedure. If the pilot initiates a go-around at a point below DA/DH or after the MAP, obstacle clearance is not necessarily provided by following the published missed approach procedure.
4.3.6.2 In low-visibility conditions, the operating requirements ensure a very low go-around rate below DA/DH or after the MAP. For EFVS operations, the FPARC and FPV reduce the likelihood of a go-around caused by not being in a position to continue the approach and land. Another important component is the required flight visibility, specified as part of an EFVS touchdown and rollout approval or in the conditions to initiate the approach for part 121, 125, and 135 operators.
4.3.6.3 When initiating a go-around below DA/DH or after the MAP, the use of EFVS can significantly improve safety by enabling the pilot to see terrain or obstacles that might not be visible using natural vision alone.
4.3.7 Light Emitting Diode (LED) Lighting. LEDs provide maintenance and efficiency advantages compared to incandescent lights. They are used in obstruction lights and airport lighting, and are being considered for use in ALSs. Infrared (IR)-based EFVSs are not able to sense LEDs, since most of them do not emit IR radiation. An EFVS also images the runway environment and runway markings, however, all of which are visual references permitted to be used to descend below DA/DH or MDA. Pilots should be familiar with the lighting at their destination, and any corresponding limitations of their EFVS.
4.3.8 International EFVS Operations.
4.3.8.1 Currently, most foreign CAAs require a specific approval to conduct EFVS operations. As a result, a foreign CAA may require a U.S. operator who wishes to conduct EFVS operations in their country to obtain an FAA-issued authorization. Part 91 operators (other than part 91K operators) are not required to obtain an LOA to conduct EFVS operations to 100 feet above the TDZE within the United States. A part 91 operator conducting EFVS operations to 100 feet above the TDZE outside of the United States may request an LOA from the FAA. The FAA strongly recommends that operators contact the CAA of each country in which they plan to conduct EFVS operations to determine the equipment requirements, operational approval requirements, and requirements for conducting EFVS operations, since those requirements may be different from those of the United States. Operators of
26 U.S.-registered civil aircraft that are conducting operations outside of the United States must comply with § 91.703 and other applicable regulations pertaining to operations that are conducted outside the United States.
4.3.8.2 ICAO Annex 6, Parts I, II, and III contain information about international operations using EFVS (referred to as EVS in Annex 6). The ICAO Manual of All-Weather Operations (ICAO Doc 9365) contains additional guidance.
The AIP issued by a particular State may also contain information about EFVS operations in that country.
4.4 EFVS Operations Conducted by Public Aircraft Operators.
4.4.1 Public aircraft operators, other than those operating military aircraft, must meet the same EFVS requirements as civil aircraft. This includes the requirement for the EFVS to conform to an FAA-approved type design and for their pilots to be trained and proficient.
Paragraphs 5 and 6 contain additional information about EFVS training and recent flight experience requirements.
4.4.2 Military aircraft are not subject to the FAA’s operating or airworthiness requirements for EFVSs.
4.5 EFVS Operations Conducted for the Purpose of Research and Development or Showing Compliance With Regulations. The FAA recognizes that aircraft manufacturers and EFVS system developers have a need to use EFVS in a variety of weather conditions for research and development and for flight testing in conjunction with an aircraft certification project. These operations may be conducted with an EFVS that does not have a type design approval in accordance with the operating limitations of their experimental airworthiness certificate or the flight test plan. The operation itself must still comply with all of the EFVS operating requirements.
5 PILOT TRAINING REQUIREMENTS FOR EFVS OPERATIONS.
5.1 Regulatory Requirement for Training.
5.1.1 Pilot training requirements for EFVS operations can be found in § 61.66. The ground and flight training requirements of § 61.66 apply to any person manipulating the controls of an aircraft or acting as pilot in command (PIC) of an aircraft during an EFVS operation. The ground training requirements also apply to any person serving as a required pilot flightcrew member (who does not manipulate the controls) during an EFVS operation to touchdown and rollout. Exceptions to these requirements can be found in § 61.66(f) and (h) and are discussed in more detail in paragraphs 5.7, 5.9, and 5.10 of this AC. Each person acting as a required pilot flightcrew member for a foreign air carrier subject to part 129, or any person serving as a required pilot flightcrew member of a foreign-registered aircraft, must be qualified in accordance with the training requirements of the CAA of the State of the Operator.
5.1.2 In addition to the EFVS training guidance provided in this AC, operators and training providers should refer to the FSB report for the EFVS-equipped aircraft they will be flying, if such a report is available. The FAA Aircraft Evaluation Group (AEG) makes determinations of operational suitability during the certification process to ensure EFVS equipment meets operational needs for use within the National Airspace System (NAS).
In addition, AEGs accomplish an operational evaluation to determine any training, checking, and currency requirements specific to the aircraft/EFVS equipment installation.
Aircraft specific training, checking, and currency needs will be reflected in the FSB report specific to the aircraft. If a FSB report does not exist for the aircraft, an Operational Suitability Report (OSR) may be published. You can find FSB reports at http://fsims.faa.gov/PICResults.aspx?mode=Publication&doctype=FSB%20Reports.
5.2 EFVS Ground Training.
5.2.1 Under § 61.66(a)(1), any pilot who manipulates the controls of an aircraft or any pilot who acts as PIC of an aircraft during an EFVS operation must receive and log ground training appropriate to the category1 of aircraft for the EFVS operation to be conducted.
For EFVS operations to touchdown and rollout, any required pilot flightcrew member also must receive ground training. For EFVS operations to 100 feet above the TDZE that are conducted under part 91 (except for part 91K), the PM2 is not required to receive ground training. However, the PM should familiarize himself or herself with the subjects in § 61.66(a)(2) and paragraph 5.2.2 of this AC. Under parts 91K, 121, 125, and 135, the PM must be adequately trained in the aircraft, crewmember position, and type of operation in which the flightcrew member serves; therefore, the PM must receive EFVS ground training. (Refer to §§ 121.401, 121.415, 125.287, 135.323, 135.329, and 91.1073.) Exceptions to the EFVS ground training requirements are discussed in paragraphs 5.7, 5.9, and 5.10. Ground training must be received from an authorized training provider under a training program approved by the FAA. Under § 61.66, an authorized training provider is one that provides EFVS training in accordance with an FAA-approved training program under 14 CFR part 91, 91K, 121, 125, 135, 141, or 142.
Additionally, a person receiving ground training must obtain a logbook or training record endorsement from an authorized training provider certifying the person satisfactorily completed the ground training appropriate to the category of aircraft for which the person is seeking the EFVS privilege. AC 61-65, Certification: Pilots and Flight and Ground Instructors, contains sample endorsements for use by authorized training providers when endorsing logbooks or training records.
5.2.2 Ground training must consist at least of the following subjects:
5.2.2.1 Regulations that relate to EFVS flight operations and limitations, including EFVS limitations in the AFM(S) or RFM(S) (§ 61.66(a)(2)(i)). Training on this topic should include:
1 In § 1.1, “category,” as used with respect to the certification, ratings, privileges, and limitations of airmen, means a broad classification of aircraft. Examples include: airplane, rotorcraft, glider, and Lighter than Air (LTA).
2 Section 61.66 uses the term “required pilot flightcrew member.” However, the FAA is using the term “pilot monitoring (PM)” to be consistent with other FAA documents and guidance materials.
1. EFVS regulations in §§ 1.1; 61.66; 91.175(c) exception for EFVS operations, (d)(1), (e)(1), and (n); 91.176; 91.189(d); 91.1039;
91.1065; 121.407; 121.409; 121.441; 121.613; 121.651; 125.287;
125.325; 125.361; 125.381; 135.219; 135.225; 135.293; and appendices F and H to part 121, as applicable;
2. IAPs permitted to be used for EFVS operations under § 91.176(a) and (b);
3. Equipment required by the operating rule;
4. Enhanced flight visibility requirements (§ 91.176(a)(3)(i) and (b)(3)(i), as applicable);
5. Visual reference requirements and what the “sight picture” of relevant visual references should be (§ 91.176(a)(3) and (b)(3), as applicable); and
6. AFM(S) or RFM(S) statements that specify the type of EFVS operation the EFVS equipment is certified to conduct, system description, conditions and limitations associated with operating the EFVS, demonstrated conditions, and EFVS sensor performance information, if provided.
5.2.2.2 EFVS sensor imagery and required aircraft flight information and flight symbology (§ 61.66(a)(2)(ii)).
5.2.2.3 EFVS display, controls, modes, features, symbology, annunciations, and associated systems and components (§ 61.66(a)(2)(iii)). Training on this topic should include:
1. Use of on/off switch “clear” mode.
2. Warmup requirements, system alignment, display adjustments for brightness and contrast, contrast differences between daytime and nighttime approach conditions and display field of view.
3. Understanding and interpreting HUD symbology during EFVS operations.
4. Importance of cross-checking the HUD instrumentation presentations against the EFVS sensor image:
• Recognition of malfunctions of the navigation equipment.
• Recognition of improper presentation of elements in the visual scene during the approach.
5. EFVS system limitations.
6. Proper use of aircraft flight directors (FD) and autopilots during EFVS operations:
• Autopilot minimum use height considerations.
• Altitude alerting systems during EFVS operations.
7. Use of barometric and/or radio altitude at low altitudes, including temperature correction if applicable.
8. Use of the FPV cue and FPARC.
9. Use and limitations of supplementary or advisory vertical information for situation awareness below DA/DH or MDA.
5.2.2.4 EFVS sensor performance, sensor limitations, scene interpretation, visual anomalies, and other visual effects (§ 61.66(a)(2)(iv)). Training on this topic should include:
1. The specific sensor technology, sensor performance in varying weather conditions, the sensor’s ability to detect or not detect obstacles in the environment, and limitations where sensor performance can be variable and unpredictable;
2. Visual anomalies such as “noise,” “blooming,” parallax, thermal crossover, and other visual effects; and
3. EFVS sensor limitations associated with specific types of lighting such as incandescent lamps and LEDs.
5.2.2.5 Preflight planning and operational considerations associated with using EFVS during taxi, takeoff, climb, cruise, descent and landing phases of flight, including the use of EFVS for instrument approaches, operating below DA/DH or MDA, executing missed approaches, landing, rollout, and balked landings (§ 61.66(a)(2)(v)). Training on this topic should include:
1. Flight planning, dispatch, or flight release considerations and procedures applicable to the operator’s EFVS operations when flying into very low visibility conditions;
2. IAP considerations:
• Beginning or continuing an IAP when the visibility is reported to be less than the visibility minimums prescribed for the procedure to be flown;
• Use of EFVS on precision approaches, approaches where vertical guidance is part of the procedure design, and NPAs;
• Special considerations associated with conducting an EFVS operation on a special IAP (for operators that have a specific approval to conduct those procedures);
• Offset angles associated with various IAPs, including DA in a turn, where the runway may be outside the EFVS field of view;
• Effect of crosswinds on EFVS field of view, including the use of caged and uncaged modes (if applicable) in crosswind conditions;
• Understanding of published VDAs, published VDPs, operator-calculated points for descent below MDA, VGSI angles, and the significance of VDA and VGSI angles that are not coincident; and
• Obstacle clearance awareness, including the potential for close-in obstacles on NPAs with no published VDP.
3. Transition from EFVS imagery to natural vision for detecting required visual references;
4. Normal and rejected landings, including loss of visual cues from the runway, TDZ, and rollout area;
5. Approach and landing considerations during EFVS operations when land-and-hold-short operations (LAHSO) are being conducted.
6. Detecting runway incursions;
7. Missed approach considerations below DA/DH or MDA and after passing the MAP, including obstacle clearance awareness;
8. Duties of the PF and PM, crew briefings, procedures, callouts, and coordination items for EFVS operations, including annunciation of published minimums and operation below the DA/DH or MDA.
5.2.2.6 Weather associated with low visibility conditions and its effect on EFVS performance (§ 61.66(a)(2)(vi)).
5.2.2.7 Normal, abnormal, emergency, and crew coordination procedures when conducting EFVS operations (§ 61.66(a)(2)(vii)).
5.2.2.8 Interpretation of approach and runway lighting systems and their display characteristics when using an EFVS (§ 61.66(a)(2)(viii)). Training on this topic should include:
• ALSs;
• Runway lighting systems;
• Taxiway lighting systems; and
• Lighting and marking associated with Low-Visibility Operations (LVO)/Surface Movement Guidance and Control System (SMGCS) operations.
5.3 EFVS Flight Training.
5.3.1 Under § 61.66(b)(1), any pilot who manipulates the controls of an aircraft or any pilot who acts as PIC of an aircraft during an EFVS operation must receive and log flight training appropriate to the category of aircraft for the EFVS operation to be conducted.
For EFVS operations that are conducted under part 91 (except for part 91K), the PM is not required to receive flight training; however, the PM should familiarize himself or herself with the tasks in § 61.66(b)(2) and paragraph 5.3.2 of this AC. Under parts 91K, 121, 125, and 135, the PM must be adequately trained in the aircraft, crewmember position, and type of operation in which the flightcrew member serves;
therefore, the PM must receive EFVS flight training as appropriate to the assigned duties during EFVS operations. (Refer to §§ 121.401, 121.415, 125.287, 135.323, 135.329, and 91.1073.) Exceptions to the EFVS flight training requirements are discussed in paragraphs 5.7, 5.9, and 5.10. Additionally, flight training must be received from an authorized training provider under a training program approved by the FAA. The pilot must obtain a logbook or training record endorsement from that provider certifying that he or she is proficient in the use of EFVS. Flight training must be appropriate to the category of aircraft for which the person is seeking the EFVS privilege. AC 61-65 contains sample endorsements for use by authorized training providers when endorsing logbooks or training records.
5.3.2 Flight training must include at least the following tasks:
5.3.2.1 Preflight and inflight preparation of EFVS equipment for EFVS operations, including EFVS setup and use of display, controls, modes and associated systems, and adjustments for brightness and contrast under day and night conditions (§ 61.66(b)(2)(i)). Training on this topic should include:
• Importance of the “design eye position” in acquiring the proper EFVS image; and
• Crew briefings, procedures, callouts, and coordination items for preflight and inflight preparation of EFVS equipment.
5.3.2.2 Proper piloting techniques associated with using EFVS during taxi, takeoff, climb, cruise, descent, landing, and rollout, including missed approaches and balked landings (§ 61.66(b)(2)(ii)). Training on this topic should include:
• Crew briefings, procedures, callouts, and coordination items for EFVS operations;
• Missed approach procedures: all engines and engine inoperative; and
• Use of on/off switch “clear” mode.
5.3.2.3 Proper piloting techniques for the use of EFVS during instrument approaches, to include operations below DA/DH or MDA as applicable to the EFVS operations to be conducted, under both day and night conditions (§ 61.66(b)(2)(iii)). Training on this topic should include precision
32 approaches, approaches where vertical guidance is part of the procedure design, and nonprecision instrument approaches (as applicable to the operator’s OpSpec/MSpec/LOA):
1. In day and night visual meteorological conditions (VMC) and IMC;
2. Under various ceiling and low-visibility conditions;
3. Using the FPV cue and FPARC during instrument approaches;
4. Using different approach lighting configurations;
5. Under various crosswind conditions;
6. To the extent practicable, approach to airports where there is a lack of airport visual cues, no RCL lights, and no TDZ lights using the FPV cue and FPARC;
7. IAPs flown to flare, touchdown, and rollout consistent with the operator’s OpSpec/MSpec/LOA to conduct EFVS operations to 100 feet above the TDZE or EFVS operations to touchdown and rollout;
8. Maximum offset angles associated with the various types of IAPs the FAA has authorized the operator to conduct and that are consistent with the operator’s OpSpec/MSpec/LOA or the equipment limitations of the AFM(S) or RFM(S); and
9. Use of caged and uncaged modes in crosswind conditions.
5.3.2.4 Determining enhanced flight visibility (§ 61.66(b)(2)(iv)). Training on this topic should include determining enhanced flight visibility over a range of actual or simulated low-visibility conditions.
5.3.2.5 Identifying required visual references appropriate to EFVS operations (§ 61.66(b)(2)(v)). Training on this topic should include identifying required visual references over a range of actual or simulated low-visibility conditions.
Flight training scenarios should provide an opportunity for pilots to experience what the “sight picture” of relevant visual references should be.
5.3.2.6 Transitioning from EFVS sensor imagery to natural vision acquisition of required visual references and the runway environment (§ 61.66(b)(2)(vi)).
5.3.2.7 Using EFVS sensor imagery, required aircraft flight information, and flight symbology to touchdown and rollout, if the person receiving training will conduct EFVS operations under § 91.176(a) (§ 61.66(b)(2)(vii)).
5.3.2.8 Normal, abnormal, emergency, and crew coordination procedures when using an EFVS (§ 61.66(b)(2)(viii)). Training on this topic should include crew procedures for using the PM display if such a display is installed in the operator’s aircraft.