Circle to a missed

P

Prim

Well-Known Member
I should prolly know this but I forget any help would be greatly appreciated.

If youre circling to land off an approach lets say for example ILS rwy 21 and youre circling to rwy 3 and you are in the middle of the circle and you lose sight of the rwy. Do you fly the published missed for 21 or do you turn to rwy heading for rwy 3 and continue with a published missed for an approach off that rwy?
 
U fly the missed for 21, runway 3 might not even have an approach. And if u fly rwy heading for rwy3 u might end up flying into approaching traffic.
 
Are you asking whether you (a) fly the missed approach that is depicted on the chart for the approach you were cleared for or (b) make up something else (even if based on another chart for that airport)?

This reg seems to be coming up a lot lately:

§ 91.175 Takeoff and landing under IFR.
(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.

You can add to that this one:

§ 91.123 Compliance with ATC clearances and instructions.
(a) When an ATC clearance has been obtained, no pilot in command may deviate from that clearance unless an amended clearance is obtained, an emergency exists, or the deviation is in response to a traffic alert and collision avoidance system resolution advisory.

The "catch" with the missed off of circling is that TERPS clearance guarantees assume you are beginning the missed at the MAP. So safety may require some additional maneuvering to get you back over the runway heading in the correct direction. Something to think about i the approach breifing.
 
MidlifeFlyer said:
The "catch" with the missed off of circling is that TERPS clearance guarantees assume you are beginning the missed at the MAP. So safety may require some additional maneuvering to get you back over the runway heading in the correct direction.
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I'd say that in some instances, you might have to get reestablished on the final approach course first. It just depends on the procedure and the circumstances.

From AIM 5-4-22 which deals with EFVS, but sums up the concerns....
5. Missed Approach Considerations. It should be noted that a missed approach after passing the DA, or beyond the missed approach point (MAP), involves additional risk until established on the published missed approach segment. Initiating a go-around after passing the published MAP may result in loss of obstacle clearance. As with any approach, pilot planning should include contingencies between the published MAP and touchdown with reference to obstacle clearance, aircraft performance, and alternate escape plans.
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AIM 5-4-21 C

If visual reference is lost while circling‐to‐land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course.
 
In this case you would climb to the missed approach altitude, continue the left turn towards runway 3 until intercepting the runway 21 missed approach course...............then as published.
 
don't hit anything and try to get back on the published missed approach course. Good luck with that in some parts of the world. Also, be advised that with some approaches, attempting to fly the published missed passed MDA will result in impacting terrain without a ludicrous climb gradient. Basically, have enough SA to avoid hitting anything, and then get to the missed approach hold or whatever.
 
I did it for real once when I (stupidly) let a controller clear me to circle off an ILS approach using a right hand downwind into somewhere in Idaho. Since then, my goal is to never put myself in the situation where I have to do it again. I was single pilot in a Metroliner, meaning I couldn't see much out of the right window from the left seat even on a good weather day. This day wasn't remotely nice- 20+ knot winds, snowy, a typical winter day there- not to mention most of Idaho isn't exactly flat. In the base turn, I ended up going IMC thanks to a heavy snow squall and had to go missed, which of course involved lots of turning and climbing while hand flying single pilot in an already busy airplane. I held for awhile and thought about what a stupid idea that all was and how I should have known better, then diverted to wait for the mins to come up so I could fly the non-precision straight in instead.

Now I think long and hard about circling when the weather is bad. In fact, it's very near the bottom on my list of options. There are a lot of variables and there is a lot of room for things to go bad (see the post by ppragman). Just my opinion, of course...
 
Sad buddy, that right there is just fodder for drunken badgering. You need to head this way dude.

EatSleepFly said:
I did it for real once when I (stupidly) let a controller clear me to circle off an ILS approach using a right hand downwind into somewhere in Idaho. Since then, my goal is to never put myself in the situation where I have to do it again. I was single pilot in a Metroliner, meaning I couldn't see much out of the right window from the left seat even on a good weather day. This day wasn't remotely nice- 20+ knot winds, snowy, a typical winter day there- not to mention most of Idaho isn't exactly flat. In the base turn, I ended up going IMC thanks to a heavy snow squall and had to go missed, which of course involved lots of turning and climbing while hand flying single pilot in an already busy airplane. I held for awhile and thought about what a stupid idea that all was and how I should have known better, then diverted to wait for the mins to come up so I could fly the non-precision straight in instead.

Now I think long and hard about circling when the weather is bad. In fact, it's very near the bottom on my list of options. There are a lot of variables and there is a lot of room for things to go bad (see the post by ppragman). Just my opinion, of course...
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OP, if you really want to get a feel for this, fly a circle to land during the day, VMC at an airport that will work with you. Half way through the circle execute the missed.

After you get to the holding point, imagine doing it at night, IMC, with high winds.

It's humbling.....
 
dustoff17 said:
OP, if you really want to get a feel for this, fly a circle to land during the day, VMC at an airport that will work with you. Half way through the circle execute the missed.

After you get to the holding point, imagine doing it at night, IMC, with high winds.

It's humbling.....
Click to expand...

The better thing to do is just say, "uh, yeah, I don't think we should be going in here when the weather is at circling mins in a snow storm at night..." of course, that's not the best way to ensure you stay gainfully employed. The best option would be to buy a handheld if you're worried about smacking terrain on the missed. A Garmin 296 can and will save your ass in those sorts of situations. Its $500 well spent if it keeps you from auguring into a mountain.
 
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