ILS, with or without the Glideslope

[avbug]

Ahhh...very good. Nothing to do with this thread, but you're right. Once the electronic glideslope is no longer available, it becomes a nonprecision approach.

However, it still remains an ILS...it never changes from being an ILS, even with the glideslope inoperative.

Skippy, I'm not sure where the demand for proof on how to execute a missed approach comes from. It's very basic, the quote from the AIM has already been posted on this thread. This is a very basic part of being an instrument rated pilot; it's not a trade secret. When executing a missed approach, one may commence the climb immediately (unless instructed otherwise by ATC), but may not turn prior to the MAP.

Reference AIM 5-4-19(b):

b. Protected obstacle clearance areas for missed approach are predicated on the assumption that the missed approach is initiated at the decision height (DH) or at the missed approach point and not lower than minimum descent altitude (MDA). A climb of at least 200 feet per nautical mile is required, unless a higher climb gradient is published on the approach chart. Reasonable buffers are provided for normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the approach plate to the missed approach point at or above the MDA or DH before executing a turning maneuver.

 

[172driver]

Thus the reason for starting your timer on every ILS. How else will you know when you've arrived at the MAP? People always seem to want to argue this one but it seems clearcut...

 

[LR25]

I always thought that if the glideslope fails and you did NOT start the time without DME, you better go missed. Better reason to start the clock on all ILS's that require it.

And as far as climbing immediatly executing the missed approach, there is an altitude on the published missed, if it says 2200ft, you go to 2200ft. It doesnt say climb to 2200ft only when passing the MAP, unless there are obsticles or specific instructions.

 

[avbug]

LR25,

Going missed is often the best option. However, without time to backup other sources, identifying the MAP may be a problem in some cases. By uniformly always starting time, one is in the habit of having this additional resource available. If the only identification of MAP is DH on the glideslope, and there is no glideslope, one needs the timing to know when to start turning...to identify the MAP.

 

[KC-10 Driver]

Always use common sense...

As "GooodLaaa" says, "Climb, But No Turns." If you are prepared to fly the localizer-only procedure, do so. Otherwise, go missed approach. Climb to the MAP altitude, but wait to fly the routing until at the non-precision MAP.

On an ILS, if you can't identify the MAP due to GS failure and you didn't time, identify the approach end of the runway by the best means available. You are being paid for your judgement.

There may be specific examples where this may not be the best course of action. But, overall, it is good advice.