July 14, 2025
While infrared-based enhanced flight vision systems (EFVS) have become common on business aircraft, many operators remain uncertain of the precise requirements for their use in the United States and internationally.
A July 10 NBAA International Ops Spotlight webinar sought to provide clarity on what panel moderator Clement Meersseman termed, “a global patchwork of requirements and regulations around the world.
“I want to be really honest with everyone,” added Meersseman, a member of the NBAA International Operators Committee and vice president of strategic partnerships for Nimbl. “We also still have a lot of questions.”
Per 14 CFR 91.176(b), all Part 121, 125 and 135 operators must receive FAA authorization – called operational credit – to use EFVS down to 100′ above the touchdown zone before identifying the runway by natural vision. More advanced systems may receive credit for EFVS use through landing and rollout under Subpart A of that regulation.
“This is a credit for the approach [and] dispatch requirements based on forecast visibility and reported weather at your destination,” said Scott McLellan, FAA manager for aviation safety, flight technologies and procedures, EFVA policy. “Generally, show me you have an aircraft that has a certified EFVS [per your aircraft’s AFM] and that you took the training in accordance with the regulations.”
Part 91 operators are not required to obtain similar authorization to use EFVS for low visibility approaches in the U.S., but these operators may seek optional letters of authorization to facilitate inspections and approvals from foreign authorities.
When heading overseas, the good news is that some common destinations – including the European Union and the United Kingdom – have EFVS requirements that generally align with U.S. standards. India also has a well-developed authorization process, although one attendee noted significant delays in receiving approvals. Transport Canada is also working to develop an EFVS exemption.
Regardless of international destination, Meersseman cautioned operators about their obligations under FAR 91.703, “a rule that when you operate in a foreign country, [you must] follow and comply with the regulations within that country, [especially] if they’re more stringent than in the States,” he added.
The advent of GPS-derived synthetic vision systems (SVS) further clouds matters, with many aircraft utilizing combined vision systems that show both EFVS and SVS in a single display.
“You may be tempted to land using [SVS] references shown in the display, but those don’t meet the required visual requirements to complete the approach,” said Mark McIntyre, CAM, flight operations consultant on the NBAA International Ops Committee. “It’s very important that crews focus on the enhanced vision artifacts and disregard the synthetic vision imagery.”
Operators may also encounter difficulties at airports with LED approach and runway lighting, which is essentially invisible to most EFVS as, unlike traditional incandescent lights, LEDs do not emit infrared radiation.
International Business Aviation Council Ltd.