BY ORDER OF THE SECRETARY OF THE AIR FORCE AIR FORCE ...

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AFMAN 11-217V1 3 JANUARY 2005
passing the FAF or the starting point designated in the timing block of the
approach plate. This point is usually the FAF, but it may be a fix not co-located
with the FAF such as a LOM, NDB, crossing radial, DME fix or outer marker.
Time and distance tables on the approach chart are based on groundspeed;
therefore, the existing wind and TAS must be considered to accurately time the
final approach. If timing is published on the approach plate, then timing can also
be valuable as a backup in the event of DME loss or other problems that might
preclude determination of the MAP. If timing is not published, do not use
timing to identify the missed approach point.
14.2.1.2.2.1. If timing is not specifically depicted on the instrument approach
procedure, timing is not authorized as a means of identifying the MAP.
14.2.1.2.2.2. Timing is the least precise method of identifying the missed
approach point; therefore, when the use of timing is not authorized for a
particular approach because of TERPS considerations, timing information will
not be published.
14.2.1.2.2.3. If other means of identifying the MAP are published (e.g.
DME), they should be used as the primary means to determine the MAP. In
these situations, timing is a good backup, but it is not the primary means of
identifying the MAP. For example, if you reach the published DME
depicting the MAP, do not delay executing the missed approach just because
you have not reached your timing.
14.2.1.2.3. Turns. When a turn is required over the FAF, turn immediately
and intercept the final approach course to ensure that obstruction clearance
airspace is not exceeded.
14.2.1.2.4. Minimum Descent Altitude. Do not descend to the minimum
descent altitude (MDA) or step down fix altitude until passing the FAF (if
published).
14.2.1.2.5. Visual Descent Point. Arrive at MDA (MDA is determined by the
barometric altimeter) with enough time and distance remaining to identify the
runway environment and depart MDA from a normal visual descent point to
touchdown at a rate normally used for a visual approach in your aircraft.
14.2.1.2.6. Runway Environment. Descent below MDA is not authorized until
sufficient visual reference with the runway environment has been established
and the aircraft is in a position to execute a safe landing. Thorough preflight
planning will aid you in locating the runway environment (lighting, final approach
displacement from runway, etc.). The definition of runway environment for nonprecision
and precision approaches is the same. The runway environment
consists of one or more of the following elements:
14.2.1.2.6.1. The approach light system (except that the pilot may not
descend below 100 feet above the TDZE using the approach lights as a
reference unless the red termination bars or the red side row bars are also
visible and identifiable).
14.2.1.2.6.2. The threshold, threshold markings or threshold lights.