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24.5 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
advisory/clearance/instruction by the tower. At
uncontrolled airports, aircraft are expected to remain
clear of clouds and complete a landing as soon as
possible. If a landing cannot be accomplished, the
aircraft is expected to remain clear of clouds and
contact ATC as soon as possible for further clearance.
Separation from other IFR aircraft will be maintained
under these circumstances.
24.6 Visual approaches reduce pilot/controller
workload and expedite traffic by shortening flight
paths to the airport. It is the pilot’s responsibility to
advise ATC as soon as possible if a visual approach
is not desired.
24.7 Authorization to conduct a visual approach is
an IFR authorization and does not alter IFR flight plan
cancellation responsibility. See ENR 1.10, paragraph
11.2, Canceling IFR Flight Plan.
24.8 Radar service is automatically terminated,
without advising the pilot, when the aircraft is
instructed to change to advisory frequency.
25. Charted Visual Flight Procedures
(CVFPs)
25.1 CVFPs are charted visual approaches established
for environmental/noise considerations, and/
or when necessary for the safety and efficiency of
air traffic operations. The approach charts depict
prominent landmarks, courses, and recommended
altitudes to specific runways. CVFPs are designed to
be used primarily for turbojet aircraft.
25.2 These procedures will be used only at airports
with an operating control tower.
25.3 Most approach charts will depict some
NAVAID information which is for supplemental
navigational guidance only.
25.4 Unless indicating a Class B airspace floor, all
depicted altitudes are for noise abatement purposes
and are recommended only. Pilots are not prohibited
from flying other than recommended altitudes if
operational requirements dictate.
25.5 When landmarks used for navigation are not
visible at night, the approach will be annotated
“PROCEDURE NOT AUTHORIZED AT NIGHT.”
25.6 CVFPs usually begin within 20 flying miles
from the airport.
25.7 Published weather minimums for CVFPs are
based on minimum vectoring altitudes rather than the
recommended altitudes depicted on charts.
25.8 CVFPs are not instrument approaches and do
not have missed approach segments.
25.9 ATC will not issue clearances for CVFPs when
the weather is less than the published minimum.
25.10 ATC will clear aircraft for a CVFP after the
pilot reports siting a charted landmark or a preceding
aircraft. If instructed to follow a preceding aircraft,
pilots are responsible for maintaining a safe approach
interval and wake turbulence separation.
25.11 Pilots should advise ATC if at any point they
are unable to continue an approach or lose sight of a
preceding aircraft. Missed approaches will be
handled as a go−around.
26. Missed Approach
26.1 When a landing cannot be accomplished, advise
ATC and, upon reaching the missed approach point
defined on the approach procedure chart, the pilot
31 JULY 08
AIP ENR 1.5−57
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
must comply with the missed approach instructions
for the procedure being used or with an alternate
missed approach procedure specified by ATC.
26.2 Obstacle protection for missed approach is
predicated on the missed approach being initiated at
the decision altitude/height (DA/H) or at the missed
approach point and not lower than minimum descent
altitude (MDA). A climb gradient of at least 200 feet
per nautical mile is required, (except for Copter
approaches, where a climb of at least 400 feet per
nautical mile is required), unless a higher climb
gradient is published in the notes section of the
approach procedure chart. When higher than standard
climb gradients are specified, the end point of the
non−standard climb will be specified at either an
altitude or a fix. Pilots must preplan to ensure that the
aircraft can meet the climb gradient (expressed in feet
per nautical mile) required by the procedure in the
event of a missed approach, and be aware that flying
at a higher than anticipated ground speed increases
the climb rate requirement (feet per minute). Tables
for the conversion of climb gradients (feet per
nautical mile) to climb rate (feet per minute), based
on ground speed, are included on page D1 of the U.S.
　
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