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Missed Approach Flying Technique

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Just Checked the CYYZ plates. The 11-1, 11-2, 11-6 & 11-7 all call for you to Track the runway heading on the missed approach. This is the only place I have seen it call for the Track Vs. Heading.

Isn't that a contradiction in terms.."track" the runway "heading"?
How about "track" the runway centerline extended? IF that is what they mean. BTW, how does one do that in a generic DC-9 for example?
DC
 
Isn't that a contradiction in terms.."track" the runway "heading"?
How about "track" the runway centerline extended? IF that is what they mean. BTW, how does one do that in a generic DC-9 for example?
DC


You are correct, their was no real good way to describe it, that's why I referenced the approach plates. You are tracking the rwy centerline. I have flown aircraft (Falcon 2000) with a track option. We would transfer the switch from HDG to TRK while coupled to the ILS.
 
You are correct, their was no real good way to describe it, that's why I referenced the approach plates. You are tracking the rwy centerline. I have flown aircraft (Falcon 2000) with a track option. We would transfer the switch from HDG to TRK while coupled to the ILS.

Oh, I was not commenting on your language, it was in regard to the approach chart language. I understand how it would be done but the fact that RNAV would be required makes me wonder if that is what the Canadians really mean. If you are not RNAV equipped then I guess you should ask for some other missed approach instructions before even starting the approach, no? I would guess that after a few episodes like that, things would be clarified.
Years ago, Toronto deparure control constantly issued clearances based on the LOW charts even when you were above, or going to be above, FL180. One day I got sick of digging out the LOW chart and called them on it. The response was "OK turn left heading 180 and call Cleveland". Cleveland said " I see they are chasing you all over the place....turn right direct Detroit". Toronto can be "different".
 
Isn't that a contradiction in terms.."track" the runway "heading"?
How about "track" the runway centerline extended? IF that is what they mean. BTW, how does one do that in a generic DC-9 for example?
DC

Only way I can think of is to track the LOC outbound.
 
Only way I can think of is to track the LOC outbound.

Well, that might work until you get to the ILS antenna. Now-a-days there is seldom a usable back course. The techs play around with the antennas to get the best possible front course and thereby usually make the back course unflyable. If it is not charted it is usually useless.

DC
 
My airline has a requirement to TRACK a runway heading until acceleration height, then to fly a heading.

It could be some one is confusing a normal procedure with an engine out procedure. If it is a normal visual go around or IFR missed approach, like every one else has noted, you do what ATC instructs you to do. Separation from other IFR traffic is their responsibility and obstacle clearance is not an issue.

If you are engine out it is a completely different problem. On departure, unless your company has provided you with an engine out procedure, you are only guaranteed obstacle clearance tracking the runway extended center line. If you have a big cross wind you may need to correct for it. If you have a company specific engine out procedure you must tell ATC what you are doing so they can move traffic out of your path. If you are correcting for a crosswind you must tell ATC what you are doing for the same reason. Once you reach ATC's MVA they may start giving you vectors.
 
It could be some one is confusing a normal procedure with an engine out procedure. If it is a normal visual go around or IFR missed approach, like every one else has noted, you do what ATC instructs you to do. Separation from other IFR traffic is their responsibility and obstacle clearance is not an issue.

If you are engine out it is a completely different problem. On departure, unless your company has provided you with an engine out procedure, you are only guaranteed obstacle clearance tracking the runway extended center line. If you have a big cross wind you may need to correct for it. If you have a company specific engine out procedure you must tell ATC what you are doing so they can move traffic out of your path. If you are correcting for a crosswind you must tell ATC what you are doing for the same reason. Once you reach ATC's MVA they may start giving you vectors.

Very true. Each individual carrier has the responsibility to analyze obstacle clearance for every departure and missed approach for every airport they are authorized at. Basic take off obstacle clearance is something like 50ft clearance 300ft either side of the runway centerline extended up to the enroute structure or as much as 10miles. Wow, try and comply with that in the real world.
Missed approach, that is, approach climb is not quite the same but we did find that, for example, an MD-80 would not comply at BOS on the Runway 27 miss as published and the A-320 for one miss at JFK. That one required a climb and then a turn which would put you in downtown Manhatten before you reached the turn altitude. Missed approach procedures only comply with TERPS not aircraft performance. That is an operator's responsibility.

Good luck out there.

DC
 
This presumes that you have been cleared for an instrument approach. If you have been cleared for a visual then you should under no circumstances fly a published missed approach.





1. A missed approach is an IFR procedure, regardless of visual conditions or not.

2. With that said, comply with the missed approach procedure on the chart or with ATC instructions. "Lear 85 Yankee is missed...", ATC will advise, "fly published missed" or "fly heading XXX" etc

3. I realize that we all may see a truck pull onto the runway while in VMC and tell tower that we are "going around". Technically, the FAA answer is we are going missed. (This does not HAVE to occur at mins....---> Pretend you are in the soup but simply behind the plane and need to get everything stablized, you will terminate the approach and advise ATC). ATC will tell you some instructions, then in 99% of the cases, contact Departure. If you are in the VFR pattern, and go-around, you will probably be kept on tower freq.
 

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