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12:07. However, if expecting headwind on final approach, the pilot should shorten the 30 second outbound course somewhat, knowing that the wind will carry the aircraft away from the fix faster while outbound and decrease the ground speed while returning to the fix. On the other hand, compensating for a tailwind on final approach, the pilot should lengthen the calculated 30 second outbound heading somewhat, knowing that the wind would tend to hold the aircraft closer to the fix while outbound and increase the ground speed while returning to the fix.
23. Contact Approach
23.1 Pilots operating in accordance with an IFR flight plan, provided they are clear of clouds and have at least 1 mile flight visibility and can reasonably expect to continue to the destination airport in those conditions, may request ATC authorization for a “contact approach.”
23.2 Controllers may authorize a “contact approach” provided:
23.2.1 The contact approach is specifically re-quested by the pilot. ATC cannot initiate this approach.
EXAMPLE.
Request contact approach.
23.2.2 The reported ground visibility at the destination airport is at least 1 statute mile.
23.2.3 The contact approach will be made to an airport having a standard or special instrument approach procedure.
23.2.4 Approved separation is applied between aircraft so cleared and between these aircraft and other IFR or special VFR aircraft.
EXAMPLE.
Cleared contact approach (and if required) at or below (altitude) (routing) if not possible (alternative procedures) and advise.
23.3 A contact approach is an approach procedure that may be used by a pilot (with prior authorization from ATC) in lieu of conducting a standard or special instrument approach procedure (IAP) to an airport. It is not intended for use by a pilot on an IFR flight clearance to operate to an airport not having a published and functioning IAP. Nor is it intended for an aircraft to conduct an instrument approach to one airport and then, when “in the clear,” discontinue that approach and proceed to another airport. In the execution of a contact approach, the pilot assumes the responsibility for obstruction clearance. If radar service is being received, it will automatically terminate when the pilot is instructed to change to advisory frequency.
24. Use of Enhanced Flight Vision Systems (EFVS) on Instrument Approaches
24.1 An EFVS is an installed airborne system which uses an electronic means to provide a display of the forward external scene topography (the applicable natural or manmade features of a place or region especially in a way to show their relative positions and elevation) through the use of imaging sensors, such as forward looking infrared, millimeter wave radiometry, millimeter wave radar, and/or low light level image intensifying. The EFVS imagery is displayed along with the additional flight information and aircraft flight symbology required by 14 CFR
91.175 (m) on a head.up display (HUD), or an equivalent display, in the same scale and alignment as the external view and includes the display element, sensors, computers and power supplies, indications, and controls. The display is typically presented to the pilot by means of an approved HUD.
24.2 Basic Strategy Using EFVS. When flying an instrument approach procedure (IAP), if the runway environment cannot be visually acquired at decision altitude (DA) or minimum descent altitude (MDA) using natural vision, then a pilot may use an EFVS to continue descending down to 100 feet above the Touchdown Zone Elevation (TDZE), provided all of the visibility requirements of 14 CFR part 91.175 (l) are met. The primary reference for maneuvering the aircraft is based on what the pilot sees through the EFVS. At 100 feet above the TDZE, a pilot can continue to descend only when the visual reference requirements for descent below 100 feet can be seen using natural vision (without the aid of the EFVS). In other words, a pilot may not continue to rely on the EFVS sensor image to identify the required visual references below 100 feet above the TDZE. Supporting information is provided by the flight path vector (FPV), flight path angle (FPA) reference cue, onboard navigation system, and other imagery and
Federal Aviation Administration Twentieth Edition
flight symbology displayed on the EFVS. The FPV and FPA reference cue, along with the EFVS imagery of the Touchdown Zone (TDZ), provide the primary vertical path reference for the pilot when vertical guidance from a precision approach or approach with vertical guidance is not available.
24.2.1 Straight.In Instrument Approach Proced-ures. An EFVS may be used to descend below DA or MDA from any straight.in IAP, other than Category II or Category III approaches, provided all of the requirements of 14 CFR part 91.175 (l) are met. This includes straight.in precision approaches, approaches with vertical guidance (for example, LPV or LNAV/VNAV), and non.precision approaches (for example, VOR, NDB, LOC, RNAV, GPS, LDA, SDF, etc.).
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