Missed Approach Flying Technique

[Donsa320]

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

 

[Donsa320]

http://findarticles.com/p/articles/mi_hb4700/is_5_23/ai_n29373338/pg_1?tag=artBody;col1

at least those of us here are not the only ones who think the topic is worthy of debate

http://www.pprune.org/tech-log/232583-runway-heading.html

Excellent find there.

Amen.

DC

 

[sinkrate]

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.

 

[Donsa320]

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

 

[monkeybrains01]

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.

 

[flyboyike]

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

I highly doubt your airline has any such requirement. Unless, of course, it's a virtual airline.

 

[HalinTexas]

How 'bout:

TOGA, fly the heading that should be slewed to the heading that brought you down the approach course, i.e. continue your present heading.

At 400' AGL, select the lateral mode appropriate to the missed approached procedure, i.e. HDG SEL, LNAV, VOR, ATC instructions, etc. If you're above 400' already, fly the miss.

At 1000' AGL or Acceleration Altitude (LOA), whichever is higher, select climb mode appropriate to the situation (and aircraft type/config.).

If you fly the miss like you do a normal T/O and climb, then there's no "over-thinking," no surprises. No matter what, Brief It!

 

[Rez O. Lewshun]

1I realize that we all may see a truck pull onto the runway .

It was always an ice cream truck with this one sim instructor!

 

[DrewBlows]

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

For example, let's say you are taking off RWY 18 and RWY 18 has a runway heading of 180 deg. Let's say you take-off with a 30 kt cross wind from the right. ATC assigns you to fly runway heading after takeoff. Our company technique would be: after rotation, crab to the right, use the magenta track indicator and keep the track indicator on a heading of 180 until acceleration height. Then at acceleration height we would fly a heading of 180. In other words, at accel height, we would transition such that our heading indicator would read 180 deg.

However, our company never explained missed approach in visual conditions. Let's say RWY 18 accel height is 500' AGL. Let's say you are coming into land on RWY 18 with the same conditions (i.e. 30 kt right crosswind). Visual go-around instructions are to fly runway heading...If I needed to do a go-around, would I assume to TRACK a heading of 180 until accel height, then fly a heading of 180 once accel height is achieved?

What is accel height in a B1900D (I'm assuming that is what you fly)? If it's 500', it's not really an issue since you wouldn't ordinarily turn below 400' anyway. So you wait an extra 100', bid deal! Your drift in 100' won't be enough to matter.

It sounds like so many things in this business, measure it with a micrometer and hit it with a sledge hammer.