8/15/19 3/15/07 1/30/20 AIM  7110.65R CHG 2 AIM windcone lights, beacons, and some obstruction lighting. Additionally, there are plans to replace incandescent lamps with LEDs in approach lighting systems. Pilots should be aware that LED lights cannot be sensed by infrared − based EFVSs. Further, the FAA does not currently collect or disseminate information about where LED lighting is installed. pilots are encouraged to use other available navigational aids to assist in positive lateral and vertical alignment with the runway. b. Operating to an Airport Without Weather Reporting Service. ATC will advise the pilot when weather is not available at the destination airport. ATC may initiate a visual approach provided there is a reasonable assurance that weather at the airport is a ceiling at or above 1,000 feet and visibility 3 miles or greater (e.g., area weather reports, PIREPs, etc.). l. Other Vision Systems.  Unlike an EFVS that meets the equipment requirements of 14 CFR § 91.176, a Synthetic Vision System (SVS) or Synthetic Vision Guidance System (SVGS) does not provide a real − time sensor image of the outside scene and also does not meet the equipment requirements for EFVS operations. A pilot cannot use a synthetic vision image on a head − up or a head − down display in lieu of natural vision to descend below DA/DH or MDA. An EFVS can, however, be integrated with an SVS, also known as a Combined Vision System (CVS). A CVS can be used to conduct EFVS operations if all of the requirements for an EFVS are satisfied and the SVS image does not interfere with the pilot’s ability to see the external scene, to identify the required visual references, or to see the sensor image. c. Operating to an Airport With an Operating Control Tower. Aircraft may be authorized to conduct a visual approach to one runway while other aircraft are conducting IFR or VFR approaches to another parallel, intersecting, or converging runway. When operating to airports with parallel runways separated by less than 2,500 feet, the succeeding aircraft must report sighting the preceding aircraft unless standard separation is being provided by ATC. When operating to parallel runways separated by at least 2,500 feet but less than 4,300 feet, controllers will clear/vector aircraft to the final at an angle not greater than 30 degrees unless radar, vertical, or visual separation is provided during the turn − on. The purpose of the 30 degree intercept angle is to reduce the potential for overshoots of the final and to preclude side − by − side operations with one or both aircraft in a belly − up configuration during the turn − on. Once the aircraft are established within 30 degrees of final, or on the final, these operations may be conducted simultaneously. When the parallel runways are separated by 4,300 feet or more, or intersecting/converging runways are in use, ATC may authorize a visual approach after advising all aircraft involved that other aircraft are conducting operations to the other runway. This may be accomplished through use of the ATIS. m. Additional Information.  Operational criteria for EFVS can be found in Advisory Circular (AC) 90 − 106, Enhanced Flight Vision System Operations, and airworthiness criteria for EFVS can be found in AC 20 − 167, Airworthiness Approval of Enhanced Vision System, Synthetic Vision System, Combined Vision System, and Enhanced Flight Vision System Equipment. a. A visual approach is conducted on an IFR flight plan and authorizes a pilot to proceed visually and clear of clouds to the airport. The pilot must have either the airport or the preceding identified aircraft in sight. This approach must be authorized and controlled by the appropriate air traffic control facility. Reported weather at the airport must have a ceiling at or above 1,000 feet and visibility 3 miles or greater. ATC may authorize this type of approach when it will be operationally beneficial. Visual approaches are an IFR procedure conducted under IFR in visual meteorological conditions. Cloud clearance requirements of 14 CFR Section 91.155 are not applicable, unless required by operation specifications. When conducting visual approaches, d. Separation Responsibilities. If the pilot has the airport in sight but cannot see the aircraft to be followed, ATC may clear the aircraft for a visual approach; however, ATC retains both separation and wake vortex separation responsibility. When visually following a preceding aircraft, acceptance of the visual approach clearance constitutes acceptance of pilot responsibility for maintaining a safe approach interval and adequate wake turbulence separation. e. 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 5 − 4 − 23. Visual Approach Arrival Procedures 5 − 4 − 62