Missed Approach! or is it?

derg

derg

Apparently a "terse" writer
Staff member
You're getting vectored for a visual, but aren't cleared until later when it's going to take a "non normal" approach in order to result in being properly configured, on speed and stabilized at 1000.

You being a go-around/missed approach and tower is too busy playing tower controller and ground controller and is giving some unfamiliar aircraft taxi instructions to an FBO so you can't ask...

Do you:

(a) Follow the published missed approach procedure for the ILS for that runway?

(b) Execute a go-around and climb to the MSA/VFR traffic pattern altitude?
 
If your cleared for the visual, you should be able to maintain visual conditions at the traffic pattern altitude. There should be no need for flying the missed for the ILS since a visual is not an IAP. I would say climb to traffic pattern altitude and call your go around after that ATC should be able to get you back in sequence for landing.
 
Stable by 1000'? Its a visual approach, so stable by 500' shoule be fine. Boom, problem solved!
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To quote 7-4-1 of Order 7110.65:
[ QUOTE ]
A visual approach is an ATC authorization for an aircraft on an IFR flight plan to proceed visually to the airport of intended landing; it is not an instrument approach procedure. Also, there is no missed approach segment. An aircraft unable to complete a visual approach shall be handled as any go-around and appropriate separation must be provided

[/ QUOTE ]
If the frequency is congested, you're probably not going to get that "appropriate separation" for a moment. But the Pilot/Controller Glossary says of go-arounds:
[ QUOTE ]
Unless otherwise advised by ATC, a VFR aircraft or an aircraft conducting visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg.

[/ QUOTE ]
(Wow, I can really take the fun out of these things when I try.)
 
Hmmm...I'll have to take a crack at this one in a couple months when I begin istrument training and I know what you are talking about.
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(Wow, I can really take the fun out of these things when I try.)

[/ QUOTE ]


Yeah, didn't really leave much for discussion!
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I'll second the climb to TPA and enter the pattern on a crosswind
 
Chances are, the tower is going to see you go missed and start issuing instructions long before you have to come up with an answer. Nothing gets the tower's attention faster than an aircraft going around (especially a large, fast one) when they expected you to land uneventfully.

Having said that, and assuming you haven't canceled your IFR, I would plan on flying the published missed approach procedure if I didn't hear anything from the tower. You're technically still on an IFR flight plan even while flying a visual approach. If you canceled your IFR, I'd fly the TPA with a VFR pattern.

Whenever we brief a visual approach and have it backed up with the ILS, we brief to fly either tower instructions or in lieu of that, the published missed.
 
I always brief the same as what A300Capt said. I'd say, "In the event of a missed approach, we will coordinate with the tower or fly the published missed approach." I'd go with the published missed.
 
A visual approach is a IFR clearance.
so if you go-around...you got to go missed...as published/cleared !
.......
i think
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[ QUOTE ]
Stable by 1000'? Its a visual approach, so stable by 500' shoule be fine. Boom, problem solved!
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[/ QUOTE ]

However, the company Flight Operations Manual dictates 1000' AFE.
 
Same for us, ATA says 1000 AFL is where you have to be configured and on speed by or else it is a go around. As to is it a missed approach or not, were you ever at any time cleared for an ILS?? Or did the ATIS say expect visual appch and the controller cleared you for a visual approach? In that case I would say go up to pattern altitude, and enter the traffic pattern. But now, what if this runway is one of those that use right hand traffic?? Nothing we have readily available to us in the cockpit tells you what runways use what direction for traffic patterns.
 
Hum.. good one, I'll have to ask my instrument instructor tommarow, he was a controler for 18 years or somthing, I'm sure he'll have a good prespective.
 
[ QUOTE ]
I'll have to ask my instrument instructor tommarow, he was a controler for 18 years or somthing, I'm sure he'll have a good prespective

[/ QUOTE ]

Or, he'll look at you while eating a donut and say something like "Sorry, I was on the phone with approach. Could you repeat?"
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Ok the answer I got from the 'ex-controler' was that this scanaro wouldn't really happen because the approach controller would have you extablished on an approach before handing you off to the tower, and if you were unable to accept the approach, it would be approach's problem and not the tower's.
 
[ QUOTE ]
Ok the answer I got from the 'ex-controler' was that this scanaro wouldn't really happen because the approach controller would have you extablished on an approach.....

[/ QUOTE ]

That would be true if it were an instrument approach in IMC conditions but we're talking about a visual approach. There is no approach to be "established" on. Also, in reality, visual approaches aren't given at the last minute. You're vectored within sight of the airport or the traffic you'll be following. You can be cleared for the "visual" as much as 30nm from the airport or possibly on the downwind. Either way, the pilot is now "self vectoring" and configuring in order to make it work out. The controller will tell you to contact the tower after you accept the visual clearance. At that point, the approach controller is no longer in the mix.

The question dealt with what you do in the event, for whatever reason, of a possible missed approach.
 
If you haven't been cleared for the visual appch, you're still chugging along at the last assigned altitude, heading, and speed. So, there's no such thing as going missed.

If you've been cleared for a visual approach and you're maneuvering to land (on Tower freq) and realize that you can't make it by 1000' (who follows that anyway!), power up and go around into a visual pattern, and smack the IDENT button about 5 times. I've had this discussion many times and most of us feel that you really can't fly the published missed approach procedure because, as the regs say, there isn't one for a visual. What if you decided to back up the visual with a VOR appch instead of the ILS? Now which missed will you fly (they're not always the same). Neither Tower nor Approach will really be expecting you to fly a published missed, and for all you know there's someone tooling around the holding pattern in a 172, practicing for their instrument, and you're gonna go pay them a visit.

As for never getting cleared for a visual at the last minute, I guess you haven't flown into PHX very much. That's almost the norm around here.
 
[ QUOTE ]
You're getting vectored for a visual, but aren't cleared until later when it's going to take a "non normal" approach in order to result in being properly configured, on speed and stabilized at 1000.

[/ QUOTE ]

Why would you accept the clearance for the visual if it's obvious you won't be configured in time?
 
I'd head in the direction of the published miss. Reason, towers usually keep this airspace clear of traffic, at least at major airports. Other option go straight ahead until tower answers up. In this case it would be important to be aware of any aircraft taking off.

Bottom line, fake it as safely as possible.

Dave
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execute the published miss. You will have time to explain yourself to the departure controller as to why you missed. Get vectors for the approach, and slow down, stay ahead of the plane.
 
AIM 5-4-20(e) Visual Approach
A visual approach is not an IAP and therefore has no missed approach segment. If a go around is necessary for any reason, aircraft operating at controlled airports will be issued an appropriate advisory/clearnace/instruction by the tower...separation from other IFR aircraft will be maintained under these circumstances.

I'm with Mr. Bog though...the Ident button doesn't get enough respect.
 
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