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feels that a lesser time interval is appropriate, the pilot
may request a waiver to the 3−minute interval. Pilots
must initiate such a request by stating, Request
waiver to 3−minute interval," or by making a similar
statement. Controllers may then issue a takeoff
clearance if other traffic permits, since the pilot has
accepted the responsibility for wake turbulence
separation.
16.5The 3−minute interval is not required when the
intersection is 500 feet or less from the departure
point of the preceding aircraft and both aircraft are
taking off in the same direction. Controllers may
permit the small aircraft to alter course after takeoff
to avoid the flight path of the preceding departure.
16.6The 3−minute interval is mandatory behind a
heavy aircraft in all cases.
17. VFR Flights in Terminal Areas
17.1Use reasonable restraint in exercising the
prerogative of VFR flight, especially in terminal
areas. The weather minimums and distances from
clouds are minimums. Giving yourself a greater
margin in specific instances is just good judgment.
17.1.1Approach Area. Conducting a VFR operation
in Class D and E Airspace when the official visibility
is 3 or 4 miles is not prohibited, but good judgment
would dictate that you keep out of the approach area.
17.1.2Reduced Visibility. It has always been
recognized that precipitation reduces forward
visibility. Consequently, although again it may be
perfectly legal to cancel your IFR flight plan at any
time you can proceed VFR, it is good practice, when
precipitation is occurring, to continue IFR operation
into a terminal area until you are reasonably close to
your destination.
17.1.3Simulated Instrument Flights. In conducting
simulated instrument flights, be sure that the weather
is good enough to compensate for the restricted
visibility of the safety pilot and your greater
concentration on your flight instruments. Give
yourself a greater margin when your flight plan lies
in or near a busy airway or close to an airport.
18. Low Approach
18.1A low approach (sometimes referred to as a low
pass) is the go−around maneuver following approach.
Instead of landing or making a touch−and−go, a pilot
may wish to go around (low approach) in order to
expedite a particular operation−a series of practice
instrument approaches is an example of such an
operation. Unless otherwise authorized by ATC, the
low approach should be made straight ahead with no
turns or climb made until the pilot has made a
thorough visual check for other aircraft in the area.
18.2When operating within Class D airspace, a pilot
intending to make a low approach should contact the
tower for approval. This request should be made prior
to starting the final approach.
18.3When operating to an airport within Class E
airspace, a pilot intending to make a low approach
should, prior to leaving the final approach fix inbound
(nonprecision approach) or the outer marker or fix
used in lieu of the outer marker inbound (precision
approach), so advise the FSS, UNICOM, or make a
broadcast as appropriate.
19. Practice Instrument Approaches
19.1Various air traffic incidents required adoption
of measures to achieve more organized and
controlled operations where practice instrument
approaches are conducted. Practice instrument
approaches are considered to be instrument approaches
made by either a VFR aircraft not on an IFR
flight plan or an aircraft on an IFR flight plan. To
achieve this and thereby enhance air safety, it is Air
Traffic Operations policy to provide for separation of
such operations at locations where approach control
facilities are located and, as resources permit, at
certain other locations served by ARTCCs or
approach control facilities. Pilot requests to practice
ENR 1.1−14 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
instrument approaches may be approved by ATC
subject to traffic and workload conditions. Pilots
should anticipate that in some instances the controller
may find it necessary to deny approval or withdraw
previous approval when traffic conditions warrant. It
must be clearly understood, however, that even
though the controller may be providing separation,
pilots on VFR flight plans are required to comply with
basic visual flight rules (14 CFR Section91.155).
Application of ATC procedures or any action taken
by the controller to avoid traffic conflictions does not
relieve IFR and VFR pilots of their responsibility to
　
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