Missed approaches

Make the decision while control is still manageable

A missed is required when the necessary landing conditions are absent at DA/DH or the applicable MAP, when ATC directs it, or when a safe approach/landing is no longer possible. An unstable flightpath, unreliable required guidance, runway obstruction, unacceptable windshear or lost visual conditions can require a go-around earlier or after the nominal decision point. Treat the missed as an expected option rather than a surprise reserved for bad visibility.

For ordinary natural-vision operations, all §91.175 conditions for descent below minimums must remain satisfied: continuous normal-descent/normal-maneuver position, sufficient flight visibility, and a listed runway reference distinctly visible/identifiable. Losing those conditions after descending below minimums calls for an immediate appropriate missed. During circling, loss of an identifiable part of the airport requires a missed, except a loss caused only by normal bank. Do not use that narrow exception to continue after weather actually hides the airport.

At a DA, initiate promptly if conditions are absent; do not level or keep searching. On an MDA/CDFA operation, protect the floor and plan a decision sufficiently high to avoid a dip while transitioning. MDA, DA, VDP and the lateral MAP have distinct roles. Review the MDA decision and the DA decision before rehearsing the missed.

14 CFR §91.175(c)–(e): required conditions and missed triggers · AIM 5-5-5: pilot missed triggers and responsibilities · IPH Chapter 4, printed 4-39–4-41: missed decisions and limitations

Brief the whole path before the approach

Read the full missed text and all related notes, NOTAMs and ATC instructions. Identify initial climb/track, whether the first leg is a heading or course, turn direction, altitude/fix before turn, required gradient and endpoint, required sources, missed holding fix/altitude and hold direction/entry. A small profile icon or a loaded magenta line can omit a restriction or an aircraft action. Check equipment for the missed as carefully as for final.

An approach clearance normally includes the published missed unless ATC assigns a different procedure. An amended or alternate missed requires a usable, understood brief. A NOTAM may make a preplanned alternate missed mandatory, with different equipment. If an alternate missed is issued before starting, accept the whole supported operation, request another approach or coordinate another action. The current AIM gives specific treatment when ATC issues an alternate requiring additional equipment after the approach has begun; promptly state inability and coordinate.

Do not silently combine the chart’s first turn with an assigned missed heading/altitude. Read back and clarify the actual clearance. Consider what happens if the final source or GNSS fails and the missed uses the same system. For a circling or rejected landing, assess terrain, position, traffic and aircraft performance before starting the approach; the published missed is not a guarantee from every point around the airport.

AIM 5-4-21: published/alternate missed clearance, equipment and limitations · AIM 5-4-5: equipment required for all segments · AIM 5-5-5: published or amended missed responsibilities

Convert the requirement into real climb performance

Normal airplane missed protection assumes at least 200 feet per nautical mile unless a higher gradient is published. A higher requirement has a specified endpoint, such as an altitude or fix. It is a distance-based gradient, not “200 ft/min.” Use actual AFM/POH performance data for weight, altitude, temperature, configuration and wind, including limitations and realistic margins, before accepting the approach.

Invented gradient exercise: a procedure requires 300 ft/NM to a stated altitude. At 90 knots groundspeed (1.5 NM/min), the required climb rate is 450 ft/min. At 120 knots (2 NM/min), it is 600 ft/min. A tailwind increases required ft/min for the same ft/NM. An indicated airspeed alone is not the groundspeed needed for this conversion. A performance estimate for a different configuration or altitude is not proof the airplane can comply.

If unable to meet a gradient or restriction, tell ATC before beginning when known and obtain a supported alternative. Use a charted alternate minimum or procedure only when actually provided and applicable. Raising DA/MDA by an invented amount does not solve a published gradient. Do not trade unsafe airspeed or configuration for an apparently better climb number.

AIM 5-4-21: 200 ft/NM, higher-gradient endpoint and groundspeed conversion · IPH Chapter 4, printed 4-46–4-47: gradient-dependent procedure/minima examples · ACS VI.C.S6, printed page 17: inability to meet gradient/restriction

Apply the aircraft procedure and verify the climb

Use the actual manufacturer’s go-around/missed procedure for power, pitch, trim, configuration, target airspeed, limitations and checklist. A single-engine training airplane can have fixed or retractable gear, different flap limits, propeller controls, automation and performance. There is no universal control sequence or setting supplied here. Rehearse the immediate actions and subsequent checklist with an instructor in that aircraft.

Maintain directional and attitude control while applying appropriate power and establishing the pitch needed for desired performance. Manage trim/control forces and airspeed; verify the climb with actual flight instruments. Configure in the manufacturer’s order, establish a positive rate and accelerate to the appropriate speed. Premature drag removal, large pitch changes, fixation on the runway or a sudden heads-down checklist can compromise control and climb.

Follow the required track and altitude restrictions during the transition. Keep scanning attitude, airspeed, climb, heading/course and position. An installed MFD can support location/track awareness but does not prove climb performance or terrain clearance. Complete remaining checklist items when control and workload allow. Communicate the missed and reason promptly, while keeping the aircraft controlled.

ACS VI.C.S1–S4/S7–S9, printed page 17 · IPH Chapter 4, printed 4-40–4-41: missed execution and performance considerations

Timing changes the path and its protection

Before the MAP: a safe-landing problem can justify an early missed decision, but it does not authorize an abnormally early turn. Unless cleared otherwise, fly the procedure’s lateral path to the MAP before the missed turn. Climb according to the missed instructions while respecting any maximum altitude between FAF and MAP. Current AIM explicitly notes that a maximum restriction may require continued descent; know that conflict before the busy segment and request an amended clearance if unable. Do not blindly apply “always climb immediately to the hold altitude” to every early missed.

At the normal decision point: the published missed protection depends on starting at DA/DH or at the MAP no lower than MDA, following the specified segment, restrictions and gradient. Meet turn-altitude gates and track the procedure. Being cleared for the approach does not authorize leaving the missed for the IAF or alternate before safe altitude and a further clearance.

After the MAP or below minimums: a rejected landing or lost conditions still requires a prompt appropriate go-around, but simply selecting the published missed does not necessarily provide normal obstacle protection or traffic separation from that new position. Initiate the aircraft procedure, consider current terrain/obstacles, direction, performance and traffic, and contact ATC as soon as possible for an amended clearance. If contact is unavailable, current AIM describes reintercepting a published missed segment when appropriate, or conditionally maintaining visual conditions/relanding or a circle-climb when the pilot judges those options appropriate. None is a universal escape maneuver; each depends on position, visibility, terrain, aircraft and traffic.

AIM 5-4-21: early turn limits and late/below-minimums obstacle/separation caveats · AIM 5-5-5a4: early missed lateral path and maximum altitude · 14 CFR §91.175(e): appropriate missed triggers · IPH Chapter 4, printed 4-41: early restrictions and balked-landing considerations

Plan the return from a visual maneuver

If an identifiable part of the airport is lost while circling, except only from normal banking, initiate the appropriate missed promptly. The current AIM describes an initial climbing turn toward the landing runway, continuing as needed to become established on the prescribed missed course, unless ATC has supplied an alternate. This is a position-dependent maneuver; “turn left” or “Direct To the hold” is not a universal instruction.

Remaining laterally inside the circling area helps, but joining the missed ground track alone may not provide vertical clearance after leaving that area. Additional climb within the circling area can be needed before joining the missed. Chart restrictions, actual circle position, minimum turning altitudes, wind and performance matter. Assess likely lost-contact routes before the approach; do not wait for low-altitude cloud entry to invent them.

Maintain aircraft control, execute the real configuration/power procedure, navigate toward a usable published or amended segment and communicate when able. The loss-of-contact trigger and normal-bank exception do not authorize a prolonged blind circuit. Review the category, protected-area and circling decision in Circling and landing from an approach.

14 CFR §91.175(e)(2): airport-contact loss during circling · AIM 5-4-20: circling area and vertical-clearance limitations · AIM 5-4-21: initial climbing turn toward landing runway and position-dependent return

Do not let a mode substitute for the procedure

Know the actual FMS/navigator’s MAP sequencing, go-around mode, flight-director commands, autopilot limits/disconnects, source changes and missed-leg activation. Some installations suspend at the MAP; others use different acknowledgement or sequencing. A missed route loaded in the database does not prove it is active, that required altitude gates are honored, or that the aircraft will climb. Confirm annunciations, selected altitude, source, active leg and actual response.

Rehearse the approved transition with the instructor and supplement. Monitor whether automation remains engaged and whether it commands the intended lateral/vertical behavior. If it behaves unexpectedly, use the approved manual-flight/failure procedure while maintaining control; avoid trying several unfamiliar buttons near terrain. A go-around mode can be pitch guidance only. The autopilot’s navigation line cannot override chart restrictions or a different ATC clearance.

If the missed source fails, use valid remaining capability and the approved failure procedure, advise ATC and request an amended route appropriate to position/performance. Do not assume loss of GPS affects only final when the missed is GPS-coded. A map position can support awareness while it remains valid, but it is not proof of integrity. Use current equipment/anomaly reporting guidance when workload permits.

AIM 1-1-17: GPS missed familiarization and integrity/failure guidance · AIM 1-1-18: WAAS service-loss limits · AIM 5-4-21: alternate missed and remaining equipment · ACS VI.C.K1/R5, printed page 17

Choose the next action for a reason

Report the missed with a concise reason unless ATC initiated it, then request the next needed clearance: another approach, holding, alternate/diversion or another limit. A published missed hold provides a place within that procedure; it does not authorize unlimited improvisation or automatically clear another approach. Respect current routing/altitude and obtain the next clearance before leaving it. Additional climb can be needed even after reaching the hold before returning to an IAF or departing toward an alternate.

Evaluate fuel remaining and reserve, weather trend, runway/wind/lighting, equipment, aircraft performance, fatigue and workload. Repeating the same approach has a reason to succeed only if something relevant changes or a correctable technique issue is addressed. A stable approach ending at minimums with no references may point toward a better airport rather than another identical attempt. A failed source needs a supported different operation, not another use of the same invalid source.

Use SRM/CRM: fly the climb first, assign monitoring/communications when a qualified crew is present, organize the next chart after reaching a manageable workload, and make a clear decision before fuel removes options. If a clearance, restriction or gradient cannot be met, state unable and request an alternative promptly. Do not wait for an actual emergency to communicate the practical limitation.

AIM 5-4-21: safe altitude before leaving missed and next-action clearance · AIM 5-5-5: reason report and request next clearance · ACS VI.C.R2/S6/S9/S10, printed page 17

Explore normal, early and rejected-landing cases

With an actual chart and AFM/POH, brief and trace one normal missed from the decision point to its hold. Compute required ft/min for two groundspeeds and compare with real performance data. Rehearse manufacturer immediate actions, mode/source checks, configuration/checklist, initial track and turn/altitude gates. Describe the report to ATC and preferred next clearance.

Then move the start point: before MAP with a maximum altitude, below DA after visual descent, or on a circling downwind. State which normal assumptions no longer apply, how position/terrain/traffic affect the plan and when to request assistance. Change the source to failed GPS and explain remaining capability. These ground cases develop judgment; they do not validate a universal maneuver or replace aircraft/instructor flight training.

Those tolerances are evaluation targets, not authorization to disregard a maximum altitude, climb gradient or other restriction. This lesson prepares all Task C associations; actual coordinated control/navigation, communication and checklist skill remain to be demonstrated.

ACS VI.C.K1/R1–R5/S1–S10, printed page 17 · AIM 5-4-21: normal and other-than-MAP protection assumptions

FLIGHT SCENARIO

What would change your plan?