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depicted ground track associated with the visual segment should be flown as "DR" course. When
executing the visual segment, remain clear of clouds and proceed to the airport maintaining visual
contact with the ground. An example of this type of approach is the "VOR/DME or GPS-A" at South
Lake Tahoe, California.
MAP. Since missed approach obstacle clearance is assured only if the missed approach is commenced
at the published MAP at or above the MDA, the pilot should have preplanned climbout options based
on aircraft performance and terrain features.
CAUTION: Be aware obstacle clearance becomes the sole responsibility of the aircrew when the approach is
continued beyond the MAP.
Charted Visual Flight Procedures (CVFPs).
A published visual approach where an aircraft on an IFR flight plan, operating in VMC when
authorized by air traffic control, may proceed to the destination airport under VFR via the route
depicted on the CVFP. When informed CVFPs are in use, the pilot must advise the arrival controller
on initial contact if unable to accept the CVFP. An example of a CVFP is the "HOTEL VISUAL
RWY 29" at North Island NAS in San Diego.
Characteristics. CVFPs are established for noise abatement purposes to a specific runway equipped
with a visual or electronic vertical guidance system. These procedures are used only in a radar
environment at airports with an operating control tower. The CVFPs depict prominent landmarks,
courses, and altitudes, and most depict some NAVAID information for supplemental navigational
guidance only.
Altitudes. Unless indicating a Class B airspace floor, all depicted altitudes are for noise abatement
purposes and are recommended only. Pilots may fly other than recommended altitudes if operational
requirements dictate. Weather minimums for CVFPs provide VFR cloud clearance at minimum
vectoring altitudes. Therefore, clearance for a CVFP is possible at MVA, which may be below the
depicted altitudes.
Clearance. CVFPs usually begin within 20 miles from the airport. When landmarks used for
navigation are not visible at night, the approach will be annotated "PROCEDURE NOT
AUTHORIZED AT NIGHT". ATC will clear aircraft for a CVFP after the pilot reports sighting 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. Pilots should
advise ATC if at any point they are unable to continue an approach or lose sight of a preceding aircraft.
Climb-outs. CVFPs are not instrument approaches and do not have missed approach segments.
Missed approaches are handled as a go-around (IAW FLIP, GP). The pilot should have preplanned
climbout options based on aircraft performance and terrain features.
K. Student Tendencies.
Improper configuration procedures (e.g., not retracting the gear with an engine loss inside the
FAF on a non-precision approach)
Forgetting to request a "10 second gear warning" on SSE PAR; unnecessarily requesting a gear
warning on a no-gyro radar approach
Chasing a calculated VSI; not using the control instruments to establish a rate of descent
Over controlling course and/or glidepath on final
Slow to initiate descent to MDA and/or not getting down to the MDA prior to the VDP
Descending below MDA or through stepdown altitudes
Not being prepared to revert to a LOC approach should glideslope fail on ILS (not timing or not
briefing MDA)
Not going missed approach with full scale CDI deflection

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