yet been developed for straight-in landing operations below DA/DH or MDA under IFR to heliports or platforms. An EFVS cannot be used in lieu of natural vision to descend below published minimums on copter approaches to a point in space (PinS) followed by a "proceed visual flight rules (VFR)" visual segment, or on approaches designed to a specific landing site using a "proceed visually" visual segment. g. EFVS Pilot Requirements. A pilot who conducts EFVS operations must receive ground and flight training specific to the EFVS operation to be conducted. The training must be obtained from an authorized training provider under a training program approved by the FAA. Additionally, recent flight experience and proficiency or competency check requirements apply to EFVS operations. These requirements are addressed in 14 CFR 61.66, 91.1065, 121.441, Appendix F to Part 121, 125.287, and 135.293. h. Enhanced Flight Visibility and Visual Reference Requirements. To descend below DA/DH or MDA during EFVS operations under 14 CFR 91.176(a) or (b), a pilot must make a determination that the enhanced flight visibility observed by using an EFVS is not less than what is prescribed by the IAP being flown. In addition, the visual references required in 14 CFR 91.176(a) or (b) must be distinctly visible and identifiable to the pilot using the EFVS. The determination of enhanced flight visibility is a separate action from that of identifying required visual references, and is different from ground-reported visibility. Even though the reported visibility or the visibility observed using natural vision may be less, as long as the EFVS provides the required enhanced flight visibility and a pilot meets all of the other requirements, the pilot can continue descending below DA/DH or MDA using the EFVS. Suitable enhanced flight visibility is necessary to ensure the aircraft is in a position to continue the approach and land. It is important to understand that using an EFVS does not result in obtaining lower minima with respect to the visibility or the DA/DH or MDA specified in the IAP. An EFVS simply provides another means of operating in the visual segment of an IAP. The DA/DH or MDA and the visibility value specified in the IAP to be flown do not change. i. Flight Planning and Beginning or Continuing an Approach Under IFR. A Part 121, 125, or 135 operator"s OpSpec or LOA for EFVS operations may authorize an EFVS operational credit dispatching or releasing a flight and for beginning or continuing an instrument approach procedure. When a pilot reaches DA/DH or MDA, the pilot conducts the EFVS operation in accordance with 14 CFR 91.176(a) or (b) and their authorization to conduct EFVS operations. j. Missed Approach Considerations. In order to conduct an EFVS operation, the EFVS must be operable. In the event of a failure of any required component of an EFVS at any point in the approach to touchdown, a missed approach is required. However, this provision does not preclude a pilot"s authority to continue an approach if continuation of an approach is considered by the pilot to be a safer course of action. k. Light Emitting Diode (LED) Airport Lighting Impact on EFVS Operations. Incandescent lamps are being replaced with LEDs at some airports in threshold lights, taxiway edge lights, taxiway centerline lights, low intensity runway edge lights, 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. 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. 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. Arrival Procedures 5-4-63