Circling in a missed

[ceo_of_the_sofa]

Say you're doing a circling approach. You've just rolled out on final, and lost sight of the runway evironment. To go missed, do you follow the missed appr. procedure for the straight in approach, or devise your own by flying directly to the navaid that's on the field? A published straight in missed says right climbing turn in the hold.
AIM says "turn towards the runway and establish yourself on missed approach course". But you're on final, and the navaid's in front of you???

What gives?

 

[falcon20driver]

Had the MEM LOC 27 circle to 18R
http://www.fltplan8.com/AppCharts/GIFCHARTS/00253I27_0001.gif
on my ATP/737 ride, was told if I missed when on final for 18R to make the climbing left turn towards the field and execute the missed for the LOC 27 approach.

 

[semperfido]

my best guess: depends on where you are

To go missed, do you follow the missed appr. procedure for the straight in approach

YES ...if you are on that portion of the approach

"turn towards the runway and establish yourself on missed approach course".

YES....if you are on the circling portion of the approach

 

[satpak77]

AIM 5-4-20(c)

http://www.faa.gov/ATpubs/AIM/Chap5/aim0504.html#5-4-21

c. If visual reference is lost while circling-to-land from an instrument approach, the missed approach specified for that particular procedure must be followed (unless an alternate missed approach procedure is specified by ATC). To become established on the prescribed missed approach course, the pilot should make an initial climbing turn toward the landing runway and continue the turn until established on the missed approach course. Inasmuch as the circling maneuver may be accomplished in more than one direction, different patterns will be required to become established on the prescribed missed approach course, depending on the aircraft position at the time visual reference is lost. Adherence to the procedure will assure that an aircraft will remain within the circling and missed approach obstruction clearance areas.​

(See FIG 5-4-21.)

 

[ceo_of_the_sofa]

.........

 

[ceo_of_the_sofa]

I think I just answered my question here....
Here's the plate:

http://204.108.4.16/d-tpp/0504/05596NG22.PDF

In circling to 33 and going missed on final at MDA, one should, exactly as per AIM, "turn towards the landing runway". Make a left turn to fly parallel to 22, climb to 1600 while in a right turn and enter the hold over the NDB using direct entry.

That's how I see it.

 

[satpak77]

I think I just answered my question here....
Here's the plate:

http://204.108.4.16/d-tpp/0504/05596NG22.PDF

In circling to 33 and going missed on final at MDA, one should, exactly as per AIM, "turn towards the landing runway". Make a left turn to fly parallel to 22, climb to 1600 while in a right turn and enter the hold over the NDB using direct entry.

That's how I see it.

I guess I am lost (quite possible). If you are circling, you are visual with the runway, and leave MDA when you can land using "normal maneuvering" (or similar FAA language). What "go missed on final at MDA" off of 33 are you talking about?

If I were circling to 33, lets say I am now on .5 mile final, and I am VMC, with overcast bases of 700 feet, and a herd of goats comes onto the runway or similar problem. Now I must go missed (can't safely land the aircraft). AIM recommendations aside, I want to reduce workload and keep things easy. I am cognizant that the physical NDB beacon is directly in front of me, per the airport diagram. (Remember, I am on .5 mile final to 33 and now going missed). I would fly straight ahead, and seconds later I would get station passage, and then I would directly enter the hold.

 

[say again]

This is why I do not circle. If I can't get straight in, then it's off to the ALT.

 

[satpak77]

and I try not to fly NDB approaches in the first place, even in FMS, EFIS, GPS equipped cockpit

fly an NBD five times and you will be in five different physical locations when you reach MDA/DH/MAP point.

thats why I do GPS-overlay NDB's

 

[say again]

fly an NBD five times and you will be in five different physical locations when you reach MDA/DH/MAP point.

And it's nowhere near the runway. (From past experiences)

 

[ceo_of_the_sofa]

I guess I am lost (quite possible). If you are circling, you are visual with the runway, and leave MDA when you can land using "normal maneuvering" (or similar FAA language). What "go missed on final at MDA" off of 33 are you talking about?

If I were circling to 33, lets say I am now on .5 mile final, and I am VMC, with overcast bases of 700 feet, and a herd of goats comes onto the runway or similar problem. Now I must go missed (can't safely land the aircraft). AIM recommendations aside, I want to reduce workload and keep things easy. I am cognizant that the physical NDB beacon is directly in front of me, per the airport diagram. (Remember, I am on .5 mile final to 33 and now going missed). I would fly straight ahead, and seconds later I would get station passage, and then I would directly enter the hold.

Right, you're VMC at MDA, enter left downwind and base for 33, and turn final. Fog rolls in (goats, etc.) and obscures the runway environment (i.e. can't legally land anymore). Common sense dictates that you go straight to the NDB. But what if there's an obstacle directly to the NW of it. An obstacle that would require you to fly parallel to 22 and join the missed app. course for a direct entry?
So, I think in this case, it makes perfect sense to continue towards 22, join the missed app. course at the dep. end and climb in a right turn and enter direct as published.

 

[funky]

If you can't remember exactly which course of action to take, always remember to CLIMB. Climb first, then figure out which way to turn. Don't be trolling around the airport at low altitudes.

 

[avbug]

fly an NBD five times and you will be in five different physical locations when you reach MDA/DH/MAP point.

Not if you're flying it properly...you won't be precisely in the same spot as you might on a precision approach...but it's not a precision approach, and the obstacle clearance criteria established by TERPs takes this into account.

If you're flying an overlay using FMS/GPS, then absolutely you should be winding up at the same place every time.

 

[DC8 Flyer]

Not if you're flying it properly...you won't be precisely in the same spot as you might on a precision approach...but it's not a precision approach, and the obstacle clearance criteria established by TERPs takes this into account.

If you're flying an overlay using FMS/GPS, then absolutely you should be winding up at the same place every time.

AB, you should know as well as anyone, simulators aside, that real world NDB approaches, while they will keep you in the TERPS protected area, frequently do not place in the same location consistently. It is simply all the variables both the NDB antenna and recievers are vulnerable to.

NDB approaches are easy approaches but when the aircraft goes downhill mechanically, I think it prudent to start looking for other options. My own opinion though.