Missed Approach

I go missed immediately, when either:

• The 91.175(c) requirements (position to land, flight visibility, visual references) are not met while I'm below the minimum descent altitude (MDA), or upon arrival at the missed approach point (MAP) (including a decision altitude (DA) where one applies) and at any time after that until touchdown; or
• During a circling maneuver at or above the MDA, an identifiable part of the airport is not distinctly visible to me — unless it's hidden only by a normal bank (91.175(e))

I also go missed whenever ATC directs it, and whenever I reject a landing for any reason — traffic on the runway, windshear, or an approach that comes unstabilized (IFH ch. 10; IPH ch. 4).

Yes — a clearance for an instrument approach procedure includes a clearance to fly the published missed approach procedure, unless ATC instructs otherwise (AIM 5-4-21; IPH ch. 4). That's why I brief it before every approach: when I need it, my workload is at its maximum.

In order (IFH ch. 10; VI.C S1–S4):

1. Pitch and power — climb attitude, climb power
2. Configure — clean up per the manufacturer's procedure, verify a positive rate of climb, accelerate to the appropriate speed ±10 knots
3. Navigate — fly the published (or ATC-issued) missed approach track
4. Communicate — advise ATC the missed approach is underway and request further clearance
5. Checklist — complete the go-around/missed approach items

I aviate first: I establish the climb before anyone hears from me.

Unless otherwise cleared, I continue to fly the approach as charted to the MAP at or above the MDA or DA — then begin any turning maneuver (AIM 5-4-21; IFH ch. 10). Turn containment on the missed is designed from the MAP; an abnormally early turn gets no protection. I may climb early, but I watch for published altitude restrictions between the final approach fix (FAF) and MAP that protect overlying procedures — some charts require staying down until a fix (IPH ch. 4).

A climb gradient of at least 200 ft per NM, beginning at the MAP at the MDA/DA — unless a higher gradient is published in the notes (AIM 5-4-21). Two traps: gradient is feet per mile, so a higher groundspeed demands a higher rate in fpm (conversion table on page D1 of the TPP); and if I can't meet a published non-standard gradient, I say so — I advise ATC or use the charted alternative, often a separate procedure with higher minimums and a standard gradient (AIM 5-4-21; IPH ch. 4).

The published miss doesn't protect me — obstacle clearance is assured only from the MAP at or above the MDA/DA (AIM 5-4-21).

1. I contact ATC as soon as possible for an amended clearance
2. If unable, I attempt to re-intercept a published segment of the missed approach and comply with its routing and altitudes
3. If that's no longer appropriate, I consider maintaining visual conditions and reattempting the landing, or a circle-climb over the airport (AIM 5-4-21; IPH ch. 4)

I think through this scenario before starting the approach.

I request clearance for a specific action:

• Another approach
• The holding fix or clearance limit
• Diversion to my alternate (AIM 5-4-21)

I drive the decision with fuel and weather: what changed, and will it be different next time? I remember my planning reserve — fuel to destination, then alternate, then 45 minutes at normal cruise (91.167) — and I don't burn it holding for weather that isn't improving. The missed approach track typically ends at a holding fix that's often also an IAF, so a second attempt doesn't require backtracking (IPH ch. 4).

Airspeed ±10 knots; heading, course, or bearing ±10°; altitude ±100 ft (VI.C S7).

Also expected:

• Prompt initiation and report to ATC
• Proper configuration and positive rate
• Compliance with the published or alternate procedure
• Advising ATC if unable to meet a clearance, restriction, or climb gradient (VI.C S1–S6)

I execute the missed approach procedure without delay and contact ATC when able (AIM 5-4-21). I climb to a safe altitude before proceeding off the published missed approach — abandoning it before reaching the published altitude may not provide terrain clearance, and additional climb in the hold may be required before heading to an IAF or the alternate (AIM 5-4-21).

On every chart, the MAP is where the solid course line ends and the dotted missed approach line begins in both plan and profile views (IPH ch. 4).

• Precision/APV: reaching the DA on the glideslope/glidepath
• On-field VOR or NDB: passage of the NAVAID
• Timed: a distance from the FAF, flown as time from the groundspeed table
• Fix-based: LOC/VOR course plus DME, a cross radial, or an RNAV waypoint

Icons in the profile view give the initial vertical and lateral missed approach instructions (IPH ch. 4).

The receiver does not sequence past the missed approach waypoint on its own — I must activate the missed approach (IFH ch. 9). Until I do, the unit displays an extension of the final approach course with along-track distance increasing from the MAWP.

Two cautions: activating the miss before the MAWP snaps CDI sensitivity back to terminal (±1 NM) immediately while I'm still navigating to the MAWP, so turns shouldn't begin before the MAWP; and if the first missed approach leg is a course rather than direct-to-a-waypoint, I must also set the course (IFH ch. 9).

I know my box's exact activation procedure cold.

A preplanned backup for when the primary missed approach NAVAID is unavailable. The textual instructions are not published on the chart (only the alternate holding pattern is depicted); the procedure is implemented by NOTAM — at which point it becomes mandatory — or issued by ATC, such as when the NAVAID fails during my approach (AIM 5-4-21).

If ATC issues it after I've begun the approach and it requires equipment I don't have, I may reject it.

If issued before the approach, I must:

• Accept the whole package
• Request a different approach
• Coordinate something else (AIM 5-4-21)