Takeoff and landing under IFR14 CFR 91.175 Takeoff and landing under IFR
You may not descend below the MDA or continue below the DA/DH unless the aircraft is continuously in position for a normal descent to the intended runway, the flight visibility is at least what the approach requires, and at least one of the listed visual references for that runway is distinctly visible and identifiable. If those conditions are not met below the MDA, or at the missed approach point or any time after it until touchdown, you must go missed.
By the ATIS Alerts team · Updated October 15, 2026 · Regulation text current as of October 14, 2026. A study aid based on the official regulation text, not legal advice or an FAA interpretation.
At a glance
- The authorized DA/DH or MDA is the highest of the one on the procedure, the one prescribed for the pilot in command, and the one appropriate for the equipment used (b).
- Below DA/DH or MDA the aircraft must be continuously in a position for a descent to a landing on the intended runway at a normal rate using normal maneuvers (c)(1).
- Flight visibility must be at least the visibility in the approach being used (c)(2), and you may not land with less (d)(2).
- At least one of ten listed visual references for the intended runway must be distinctly visible and identifiable (c)(3).
- Using the approach lights as the reference, no lower than 100 feet above touchdown zone elevation unless the red terminating bars or red side row bars are also distinctly visible and identifiable (c)(3)(i).
- Go missed immediately when the requirements are not met below MDA, or at the missed approach point (including DA/DH) and any time after until touchdown, or when an identifiable part of the airport is not distinctly visible while circling at or above MDA, unless only a normal bank blocks the view (e).
In plain English
Section 91.175 is long and also covers takeoff minimums, military airports, RVR conversions, radar vectors and ILS components. This page focuses on the part an instrument student uses on every approach: how low you may go, and what you must see to go lower. Paragraph (b) defines the authorized DA/DH or MDA as the highest of three values: the one prescribed by the approach procedure, the one prescribed for the pilot in command, and the one appropriate for the aircraft equipment available and used during the approach.
Paragraph (c) sets three conditions for operating below the authorized MDA or continuing below the authorized DA/DH (except as provided in 91.176). The aircraft must be continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers. The flight visibility must be at least the visibility prescribed in the approach being used. And, except for Category II or III approaches, at least one of the listed visual references for the intended runway must be distinctly visible and identifiable to the pilot.
The ten visual references in (c)(3) are the approach light system, the threshold, the threshold markings, the threshold lights, the runway end identifier lights, the visual glideslope indicator, the touchdown zone or touchdown zone markings, the touchdown zone lights, the runway or runway markings, and the runway lights. The approach lights come with a limit: using them as your reference, you may not descend below 100 feet above the touchdown zone elevation unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
Paragraph (e) says when to go around. You must immediately execute an appropriate missed approach if the (c) requirements are not met while below the MDA, or upon arrival at the missed approach point (including a DA/DH where one is specified and required) and at any time after that until touchdown. During a circling maneuver at or above MDA, you must also go missed whenever an identifiable part of the airport is not distinctly visible, unless only a normal bank of the aircraft is blocking the view. Separately, (d)(2) says you may not land when the flight visibility is less than the visibility in the approach procedure being used, and the takeoff minimums in (f) apply to operations under parts 121, 125, 129 and 135.
Common mistakes
- Looking for a ceiling requirement. The descent conditions in (c) are written in terms of position, flight visibility and visual references; the paragraph does not list a ceiling value.
- Continuing toward the runway on approach lights alone. Using the approach lights as the reference, you may not descend below 100 feet above touchdown zone elevation unless the red terminating bars or red side row bars are also distinctly visible and identifiable (c)(3)(i).
- Waiting for the missed approach point after losing the references below MDA. Paragraph (e)(1)(i) requires an immediate missed approach whenever the requirements are not met while below MDA.
- Flying to the published minimums when the pilot or the equipment calls for higher ones. The authorized value is the highest of the three in (b).
The official text
14 CFR 91.175 as published on the eCFR, current as of October 14, 2026.
(a) Instrument approaches to civil airports. Unless otherwise authorized by the FAA, when it is necessary to use an instrument approach to a civil airport, each person operating an aircraft must use a standard instrument approach procedure prescribed in part 97 of this chapter for that airport. This paragraph does not apply to United States military aircraft.
(b) Authorized DA/DH or MDA. For the purpose of this section, when the approach procedure being used provides for and requires the use of a DA/DH or MDA, the authorized DA/DH or MDA is the highest of the following:
(1) The DA/DH or MDA prescribed by the approach procedure.
(2) The DA/DH or MDA prescribed for the pilot in command.
(3) The DA/DH or MDA appropriate for the aircraft equipment available and used during the approach.
(c) Operation below DA/DH or MDA. Except as provided in § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless—
(1) The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers, and for operations conducted under part 121 or part 135 unless that descent rate will allow touchdown to occur within the touchdown zone of the runway of intended landing;
(2) The flight visibility is not less than the visibility prescribed in the standard instrument approach being used; and
(3) Except for a Category II or Category III approach where any necessary visual reference requirements are specified by the Administrator, at least one of the following visual references for the intended runway is distinctly visible and identifiable to the pilot:
(i) The approach light system, except that the pilot may not descend below 100 feet above the touchdown zone elevation using the approach lights as a reference unless the red terminating bars or the red side row bars are also distinctly visible and identifiable.
(ii) The threshold.
(iii) The threshold markings.
(iv) The threshold lights.
(v) The runway end identifier lights.
(vi) The visual glideslope indicator.
(vii) The touchdown zone or touchdown zone markings.
(viii) The touchdown zone lights.
(ix) The runway or runway markings.
(x) The runway lights.
(d) Landing. No pilot operating an aircraft, except a military aircraft of the United States, may land that aircraft when—
(1) For operations conducted under § 91.176 of this part, the requirements of paragraphs (a)(3)(iii) or (b)(3)(iii), as applicable, of that section are not met; or
(2) For all other operations under this part and parts 121, 125, 129, and 135, the flight visibility is less than the visibility prescribed in the standard instrument approach procedure being used.
(e) Missed approach procedures. Each pilot operating an aircraft, except a military aircraft of the United States, shall immediately execute an appropriate missed approach procedure when either of the following conditions exist:
(1) Whenever operating an aircraft pursuant to paragraph (c) of this section or § 91.176 of this part, and the requirements of that paragraph or section are not met at either of the following times:
(i) When the aircraft is being operated below MDA; or
(ii) Upon arrival at the missed approach point, including a DA/DH where a DA/DH is specified and its use is required, and at any time after that until touchdown.
(2) Whenever an identifiable part of the airport is not distinctly visible to the pilot during a circling maneuver at or above MDA, unless the inability to see an identifiable part of the airport results only from a normal bank of the aircraft during the circling approach.
(f) Civil airport takeoff minimums. This paragraph applies to persons operating an aircraft under part 121, 125, 129, or 135 of this chapter.
(1) Unless otherwise authorized by the FAA, no pilot may takeoff from a civil airport under IFR unless the weather conditions at time of takeoff are at or above the weather minimums for IFR takeoff prescribed for that airport under part 97 of this chapter.
(2) If takeoff weather minimums are not prescribed under part 97 of this chapter for a particular airport, the following weather minimums apply to takeoffs under IFR:
(i) For aircraft, other than helicopters, having two engines or less—1 statute mile visibility.
(ii) For aircraft having more than two engines— 1/2 statute mile visibility.
(iii) For helicopters— 1/2 statute mile visibility.
(3) Except as provided in paragraph (f)(4) of this section, no pilot may takeoff under IFR from a civil airport having published obstacle departure procedures (ODPs) under part 97 of this chapter for the takeoff runway to be used, unless the pilot uses such ODPs or an alternative procedure or route assigned by air traffic control.
(4) Notwithstanding the requirements of paragraph (f)(3) of this section, no pilot may takeoff from an airport under IFR unless:
(i) For part 121 and part 135 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the applicable airplane performance operating limitations requirements under part 121, subpart I or part 135, subpart I for takeoff at that airport; or
(ii) For part 129 operators, the pilot uses a takeoff obstacle clearance or avoidance procedure that ensures compliance with the airplane performance operating limitations prescribed by the State of the operator for takeoff at that airport.
(g) Military airports. Unless otherwise prescribed by the Administrator, each person operating a civil aircraft under IFR into or out of a military airport shall comply with the instrument approach procedures and the takeoff and landing minimum prescribed by the military authority having jurisdiction of that airport.
(h) Comparable values of RVR and ground visibility. (1) Except for Category II or Category III minimums, if RVR minimums for takeoff or landing are prescribed in an instrument approach procedure, but RVR is not reported for the runway of intended operation, the RVR minimum shall be converted to ground visibility in accordance with the table in paragraph (h)(2) of this section and shall be the visibility minimum for takeoff or landing on that runway.
(2)
| RVR (feet) | Visibility (statute miles) |
|---|---|
1,600 | 1⁄4 |
2,400 | 1⁄2 |
3,200 | 5⁄8 |
4,000 | 3⁄4 |
4,500 | 7⁄8 |
5,000 | 1 |
6,000 | 1 1⁄4 |
(i) Operations on unpublished routes and use of radar in instrument approach procedures. When radar is approved at certain locations for ATC purposes, it may be used not only for surveillance and precision radar approaches, as applicable, but also may be used in conjunction with instrument approach procedures predicated on other types of radio navigational aids. Radar vectors may be authorized to provide course guidance through the segments of an approach to the final course or fix. When operating on an unpublished route or while being radar vectored, the pilot, when an approach clearance is received, shall, in addition to complying with § 91.177, maintain the last altitude assigned to that pilot until the aircraft is established on a segment of a published route or instrument approach procedure unless a different altitude is assigned by ATC. After the aircraft is so established, published altitudes apply to descent within each succeeding route or approach segment unless a different altitude is assigned by ATC. Upon reaching the final approach course or fix, the pilot may either complete the instrument approach in accordance with a procedure approved for the facility or continue a surveillance or precision radar approach to a landing.
(j) Limitation on procedure turns. In the case of a radar vector to a final approach course or fix, a timed approach from a holding fix, or an approach for which the procedure specifies “No PT,” no pilot may make a procedure turn unless cleared to do so by ATC.
(k) ILS components. The basic components of an ILS are the localizer, glide slope, and outer marker, and, when installed for use with Category II or Category III instrument approach procedures, an inner marker. The following means may be used to substitute for the outer marker: Compass locator; precision approach radar (PAR) or airport surveillance radar (ASR); DME, VOR, or nondirectional beacon fixes authorized in the standard instrument approach procedure; or a suitable RNAV system in conjunction with a fix identified in the standard instrument approach procedure. Applicability of, and substitution for, the inner marker for a Category II or III approach is determined by the appropriate 14 CFR part 97 approach procedure, letter of authorization, or operations specifications issued to an operator.
Test yourself
Practice questions from our free FAA written test prep that cite 14 CFR 91.175.
Instrument Rating
Under 14 CFR 91.175, to descend below the DA/MDA a pilot must have the required flight visibility, be in a position to make a normal landing, and:
- A. have at least one specified visual reference for the runway distinctly visible.
- B. have received a clearance for a visual approach.
- C. have the autopilot engaged.
- D. have already canceled the IFR flight plan.
Show answer
A. have at least one specified visual reference for the runway distinctly visible. 91.175(c) requires the flight visibility to be at or above the minimum, the aircraft in a position for a normal descent to landing, and at least one of the listed visual references (approach lights, threshold, TDZ markings, REIL, VASI, etc.) distinctly visible.
More Instrument Rating practice →ATP Single-Engine
An obstacle departure procedure (ODP) is designed primarily to:
- A. provide obstacle clearance from the departure runway to the en route structure.
- B. sequence departing traffic for the en route controller.
- C. reduce noise over populated areas.
- D. shorten the distance to the first en route fix.
Show answer
A. provide obstacle clearance from the departure runway to the en route structure. ODPs exist for terrain and obstacles; SIDs primarily serve traffic flow. Under part 135 an ODP is normally required where one is published, so the departure briefing includes whether one exists and what climb gradient it demands.
More ATP Single-Engine practice →CFII Airplane
Descent below DA/DH or MDA requires the flight visibility to be at or above minimums, the aircraft continuously in a position to land normally, and:
- A. at least one of the visual references listed in 14 CFR 91.175(c) distinctly visible.
- B. a reported ceiling at or above the published minimums.
- C. the airport reported in sight by ATC.
- D. the rotating airport beacon in sight.
Show answer
A. at least one of the visual references listed in 14 CFR 91.175(c) distinctly visible. All three conditions together. The approach light system ALONE permits descent only to 100 feet above touchdown zone elevation unless the red terminating bars or red side row bars are also distinctly visible, a detail worth drilling. A reported ceiling is not one of the part 91 conditions.
More CFII Airplane practice →Instrument Ground Instructor
Descent below the DA or MDA is authorized only when:
- A. the aircraft is continuously in a position to land normally, the flight visibility is at least the prescribed minimum, and a required visual reference is distinctly visible.
- B. the runway environment appears on the GPS moving map.
- C. ATC issues a landing clearance.
- D. the reported ceiling is at or above the published minimums.
Show answer
A. the aircraft is continuously in a position to land normally, the flight visibility is at least the prescribed minimum, and a required visual reference is distinctly visible. All three 91.175(c) conditions must be met together. Note it is FLIGHT visibility as judged by the pilot: the reported ceiling is not a factor at all, and a landing clearance never substitutes for the visual references.
More Instrument Ground Instructor practice →
Questions pilots ask
What do I need to see to descend below DA or MDA?
At least one of the visual references in 91.175(c)(3) for the intended runway, distinctly visible and identifiable: the approach light system, threshold, threshold markings, threshold lights, runway end identifier lights, visual glideslope indicator, touchdown zone or touchdown zone markings, touchdown zone lights, runway or runway markings, or runway lights. You also need the flight visibility in (c)(2) and a position for a normal descent under (c)(1).
Can I descend below DA with only the approach lights in sight?
If the other (c) conditions are met, the approach light system is one of the listed references, but using it as your reference you may not descend below 100 feet above the touchdown zone elevation unless the red terminating bars or red side row bars are also distinctly visible and identifiable (91.175(c)(3)(i)).
When must I execute a missed approach?
Immediately, whenever the (c) requirements are not met while below MDA, or upon arrival at the missed approach point (including a DA/DH where specified and required) and at any time after that until touchdown (91.175(e)(1)). When circling at or above MDA, also whenever an identifiable part of the airport is not distinctly visible, unless only a normal bank is blocking the view (e)(2).
What is the authorized DA or MDA?
The highest of the DA/DH or MDA prescribed by the approach procedure, the one prescribed for the pilot in command, and the one appropriate for the aircraft equipment available and used during the approach (91.175(b)).