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How I would use the two terms:
When contacting tower or announcing intentions on the advisory frequency, if you do not intend to land, state “Low approach only.” Then, as you execute the missed approach, announce “Missed approach.” Both statements accurately reflect what you will intend to do.
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When checking in with tower, let them know exaclty what you're doing. Approach control already passed them to you, but it doesn't hurt to check-in with "Cessna 123, 8-mile VOR final, low approach, back to radar". This tells them, for the purposes of the tower, that you are flying a low approach (as opposed to landing), and heading back to radar, as opposed to remaining in their traffic pattern VFR. When checking in on an advisory frequency, don't use intersection names, FAF, etc. Give mileage from the runway, so the PVT and Student pilots in the pattern who may not be familiar with particular approach points can gain SA on where you are.
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I like to read Don Brown’s articles at Avweb.com. As an Atlanta Center controller, Brown provides many insights for improving our communication as pilots. From what I have read and what I would prefer to do, dantheman’s experience seems a little unusual, but I don’t think it should change our approach to communication.
1. Let the controller know what you are doing. If you are flying a missed approach, say so: “Cessna XYZ, missed approach.” How else should an instrument student explain his situation, when, under the hood, he cannot see the runway even with VMC and must execute the missed approach? In this case, low approach is entirely unacceptable, since the student must immediately commence the missed approach (no longer a low approach). If the controller has issued alternate missed approach instructions, say something like “Cessna XYZ, missed approach, runway heading climbing 3000” (or whatever your missed instructions might be).
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Again, depends what missed instructions you're following, not whether you're under the hood or not. If flying the published missed, then check-in with "Cessna 123, missed approach". No need to add extra BS like runway heading and climbing to 3000 feet. If you're flying a publiched missed approach, then it's already a known that you're doing that. Remember, clear/concise/correct communication is imperative so as not comm jamm frequencies. If flying previously-issued ATC climbout instructions, then on the low approach, you'd advise tower "Cessna 123, executing climbout" to where they'd tell you "Cessna 123, contact departure/frequency change approved, etc". Then you'd check-in with the approach/departure controller with "Cessna 123, 2000' for 3000' heading 120," or whatever the initial portion of the climbout instructions are.
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2. Consider the possibility that the controller does not recall who you are, especially if your approach will terminate at an uncontrolled field. In his most recent article on Avweb, Brown noted an instance where a plane “at random” called on the Atlanta Center frequency and stated only “Piper 123, missed approach.” Yes, the controller had issued the pilot a clearance for the approach at Statesville, but in the busyness since then, he had not communicated at all with the plane (which had switched to the advisory frequency) and temporarily “forgotten” him.
Of course, he had the plane on radar and kept other traffic separated from him, but the pilot most likely would have completed the approach with a landing. In this case, stating “Piper 123, missed approach, Statesville” would have clarified a somewhat confusing situation as the controller frantically tried to find information for the “unfamiliar plane.”
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Agree with this situation
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In the end, the goal is to ensure the controller knows what you are doing. While we must all strive to maintain concise communication, we must never be overly brief at the cost of thorough understanding.
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Nor be overly blabby, which is more than often the case, on frequencies. You can easily exercise the C3 comm l demonstrated, and pass all the info needed.