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DECISION TO MISS
HERE
DECISION
TO MISS HERE
VOR
VOR
CIRCLING
MANEUVER
(WHEN
CLEARED IN
RIGHT HAND
TRAFFIC
PATTERN)
FIG 5−4−26
Missed Approach
x
CHANUTE
109.2 CNU
090°
1450 1265
1581
1180
1172
Portion of a Published Procedure
Remain within
10 NM
VOR
MISSED APPROACH
Climbing right turn to
2600 2600 direct to VOR
236°
056°
2500
5.7 NM
R236
056°
011°
191°
h. Missed approach obstacle clearance is
predicated on beginning the missed approach
procedure at the Missed Approach Point (MAP) from
MDA or DA and then climbing 200 feet/NM or
greater. Initiating a go−around after passing the
published MAP may result in total loss of obstacle
clearance. To compensate for the possibility of
reduced obstacle clearance during a go−around, a
pilot should apply procedures used in takeoff
planning. Pilots should refer to airport obstacle and
departure data prior to initiating an instrument
approach procedure. Such information may be found
in the “TAKE−OFF MINIMUMS AND
(OBSTACLE) DEPARTURE PROCEDURES”
section of the U.S. TERMINAL PROCEDURES
publication.
5−4−22. 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
ceiling at or above 1,000 feet and visibility 3 miles or
greater (e.g., area weather reports, PIREPs, etc.).
c. Operating to an Airport With an Operating
Control Tower. Aircraft may be authorized to
conduct a visual approach to one runway while other
aircraft are conducting IFR or VFR approaches to
another parallel, intersecting, or converging runway.
When operating to airports with parallel runways
separated by less than 2,500 feet, the succeeding
aircraft must report sighting the preceding aircraft
unless standard separation is being provided by ATC.
When operating to parallel runways separated by at
A71I1M0.65R CHG 2 37//1315//078
AIM 2/14/08
5−4−50 Arrival Procedures
least 2,500 feet but less than 4,300 feet, controllers
will clear/vector aircraft to the final at an angle not
greater than 30 degrees unless radar, vertical, or
visual separation is provided during the turn-on. The
purpose of the 30 degree intercept angle is to reduce
the potential for overshoots of the final and to
preclude side-by-side operations with one or both
aircraft in a belly-up configuration during the
turn-on. Once the aircraft are established within
30 degrees of final, or on the final, these operations
may be conducted simultaneously. When the parallel
runways are separated by 4,300 feet or more, or
intersecting/converging runways are in use, ATC
may authorize a visual approach after advising all
aircraft involved that other aircraft are conducting
operations to the other runway. This may be
accomplished through use of the ATIS.
d. Separation Responsibilities. If the pilot has
the airport in sight but cannot see the aircraft to be
followed, ATC may clear the aircraft for a visual
approach; however, ATC retains both separation and
wake vortex separation responsibility. When visually
following a preceding aircraft, acceptance of the
visual approach clearance constitutes acceptance of
pilot responsibility for maintaining a safe approach
interval and adequate wake turbulence separation.
e. A visual approach is not an IAP and therefore
has no missed approach segment. If a go around is
necessary for any reason, aircraft operating at
controlled airports will be issued an appropriate
　
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