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

AFMAN 11-217V1 3 JANUARY 2005 341
configurations, or perform any other duties assigned by the pilot. However, the
copilot must understand exactly what those duties and responsibilities are before
the approach.
15.2.4.5.2. Technique One. One technique that has proven quite successful has
been to allow highly qualified copilots to fly the approach, while the pilot makes
the decision to continue or go-around at DH. The pilot assumes control if a
landing is to be made; if not, the copilot executes the go-around. This procedure
puts fewer burdens on the pilot, allowing more time to obtain information from
the visual cues for landing. If the approach is unsatisfactory or insufficient visual
references are available to continue the approach at DH, the copilot, since the
aircraft is on instruments, is prepared to execute a missed approach on command.
If the pilot executes the approach, the copilot may be allowed to control power or
airspeed until DH where the pilot assumes control for the landing or missed
approach.
15.2.4.5.3. Technique Two. Another technique is to have the pilot not flying the
approach continue to monitor flight instruments from DH or minimum descent
altitude to touchdown and notify the pilot flying the approach of excessive
deviations in rates of descent, glide slope, course, or airspeed. This technique will
help detect duck-under maneuvers and will prevent both pilots from being
deceived by a visual illusion that may be present.
15.2.4.5.4. Technique Three. A final technique is to have the autopilot fly the
approach to the DH or MDA and then have the pilot assume control to either land
or execute the go-around as required. This technique can be quite helpful
especially after a long duty day and/or with instrument conditions.
15.3. Approach Lighting Systems.
15.3.1. Types of Approach Lighting Systems.
15.3.1.1. Visual Aids. Approach lighting systems are visual aids used during
instrument conditions to supplement the guidance information of electronic aids such
as VOR, TACAN, PAR, and ILS. The approach lights are designated high intensity
(the basic type of installation) and medium intensity, according to candlepower
output.
15.3.1.2. Adjustment. Most runway and approach light systems allow the tower
controller to adjust the lamp brightness for different visibility conditions, or at a
pilot's request. The extreme brilliance of high intensity lights penetrates fog, smoke,
precipitation, etc., but may cause excessive glare under some conditions.
15.3.1.3. Depiction. The approach lighting systems now in use, along with their
standard lengths, appear in the FIH. Each IAP chart indicates the type of approach
lighting system by a circled letter on the airport sketch. Actual length is shown on the
airport diagram for any system, or portion thereof, which is not of standard length.
The IFR Supplement indicates availability of airfield, runway, approach, sequenced
flashing, runway end identification lights, runway centerline lights, and VGSI.
15.3.1.4. Pilot Activation. Some airports have installed airport lighting systems that
can be activated by the pilot "keying the microphone" on selected frequencies.