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  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  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.  Figure 4-11A. VNAV information.  4-22 EC-2, 18 N  NOT FOR NAVIGATION