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visibilit y of RVR 2400 feet. The decision altitude is specified b the IAP the pilot is flying, and it does not change whether EFVS is used or not. Accordingly, the visibility specified in the IAP does not change. The difference is whether the pilot assesses the R VR 2400 feet visibility prescribed by the IAP using na tur al vision or whether he or she assesses it using an EFVS. A EFVS simply provides another means of operating in the visual segment of an IAP. That is, it gives the pilot another means to see the required visual references when they migh not be visible using natural vision, and it gives the pilot a means to see forward along the flightpath the distanc e r equir ed by the enhanced flight visibility – when he or she might not be able to do so using natural vision. 

During an EFVS operation, a pilot must initiate a go-around a or belo DA/DH or MDA whenever the requirements of § 91.176 are not met. The published missed approach proc edur provides obstacle clearance only when the missed appr oach is initiated from or above the DA/DH, or a the MAP It assumes a climb rate of 200 fT/NM unless a higher climb g radient is identified on the procedure. If a pilot initia tes a go-around at a point below DA/DH or after the M AP obstacle clearance is not necessarily provided by follo wing the published missed approach procedure. Prior 

planning is recommended and should include con tingencies between the published MAP and touchdown with refer ence to obstacle clearance, aircraft performance, and alt ernate escape plans. Additionally pilots should be especially knowledgeable of the approach conditionsand appr oach course alignment when considering whether t r ely on EFVS during an instrument approach with an off set final approach course. Depending upon the com bin a tion of crosswind correction, approach course offset and the lateral field of view provided by a particular EFVS, t he r e quired visual references may or ma not be within the pilot’s view looking through the EFVS upon reaching t he M AP. AC 90-106 (current version) contains additional infor mation about visual segment obstacle clearance, missed appr oach obstacle clearance, and considerations associated with offset approaches. 

Operators that have a specific approval from the F AA to conduct special IAPs should evaluat those instrument procedures to determine their compatibilit with EFVS operations. Special IAPs are frequently dependen on the ability of the operator to meet certain requir emen ts that may include aircraft performance, equipage, air por facility equipment, crew training, or other requir emen ts . These 

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