Missed approach altitude
08-12-2015 | 08:31 AM
#1
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Missed approach altitude
Our company has told us several times recently that if we are cleared for a visual approach, to set and plan pattern altitude (1500 AFL) for the missed approach.
However, many guys I fly with still make up their own altitude. At O'hare, it's 4,000. At a smaller airport, say Peoria for example, guys might set pattern altitude OR I've flown with guys that are cleared for the visual but still set and plan the altitude for the ILS missed approach.
It makes the most sense to me to plan the published altitude if you're on an instrument approach and to set pattern altitude if you are cleared for a visual and just plan that until the controller tells you something else to do.
Does anyone know the official correct way to do this? I've tried to look it up in multiple sources and really can't find a clear answer.
I feel like every one I fly with comes up with something different and if we were to really go missed and aren't able to contact tower right away (maybe because of radio congestion), everyone should be on the same page as to what we are doing, altitude wise.
Thanks for the input.
However, many guys I fly with still make up their own altitude. At O'hare, it's 4,000. At a smaller airport, say Peoria for example, guys might set pattern altitude OR I've flown with guys that are cleared for the visual but still set and plan the altitude for the ILS missed approach.
It makes the most sense to me to plan the published altitude if you're on an instrument approach and to set pattern altitude if you are cleared for a visual and just plan that until the controller tells you something else to do.
Does anyone know the official correct way to do this? I've tried to look it up in multiple sources and really can't find a clear answer.
I feel like every one I fly with comes up with something different and if we were to really go missed and aren't able to contact tower right away (maybe because of radio congestion), everyone should be on the same page as to what we are doing, altitude wise.
Thanks for the input.
08-12-2015 | 08:41 AM
#4
Underpaid...
Joined: Nov 2010
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From: French-Canadian
Our company has told us several times recently that if we are cleared for a visual approach, to set and plan pattern altitude (1500 AFL) for the missed approach.
However, many guys I fly with still make up their own altitude. At O'hare, it's 4,000. At a smaller airport, say Peoria for example, guys might set pattern altitude OR I've flown with guys that are cleared for the visual but still set and plan the altitude for the ILS missed approach.
It makes the most sense to me to plan the published altitude if you're on an instrument approach and to set pattern altitude if you are cleared for a visual and just plan that until the controller tells you something else to do.
Does anyone know the official correct way to do this? I've tried to look it up in multiple sources and really can't find a clear answer.
I feel like every one I fly with comes up with something different and if we were to really go missed and aren't able to contact tower right away (maybe because of radio congestion), everyone should be on the same page as to what we are doing, altitude wise.
Thanks for the input.
However, many guys I fly with still make up their own altitude. At O'hare, it's 4,000. At a smaller airport, say Peoria for example, guys might set pattern altitude OR I've flown with guys that are cleared for the visual but still set and plan the altitude for the ILS missed approach.
It makes the most sense to me to plan the published altitude if you're on an instrument approach and to set pattern altitude if you are cleared for a visual and just plan that until the controller tells you something else to do.
Does anyone know the official correct way to do this? I've tried to look it up in multiple sources and really can't find a clear answer.
I feel like every one I fly with comes up with something different and if we were to really go missed and aren't able to contact tower right away (maybe because of radio congestion), everyone should be on the same page as to what we are doing, altitude wise.
Thanks for the input.
08-12-2015 | 08:41 AM
#5
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agreed, but there are some guys that live in sim land that are 65+,and haven't flown the line in 20 years. They definitely don't understand that reasoning sometimes.
08-12-2015 | 08:43 AM
#6
Living the Dream
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ATC will tell you what altitude to go to depending on the specific airspace. I used to put in 1500 AGL as well until a Captain told me you'd almost never actually get that in a real go-around, so it's a bit of a crapshoot, but not impossible to make an educated guess. That explains the variable answers you get.
08-12-2015 | 08:54 AM
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From: Upside down, in the weeds and on fire
Hmmm... this was topic recently on an AINAlerts email.
The majority of us tend to want to do the wrong thing. Unfortunately, they don't give a pointer to the official guidance (I'm thinking AIM or something similar) to reference...
What are the missed approach procedures while on a visual approach following vectors to the ILS?
You are being vectored for an ILS approach when ATC asks if you have the airport in sight. After confirming the field is in sight, ATC clears you for a visual approach to the same runway. The approach later becomes unstable and you initiate a go-around. Which of the following is correct?
Answer B is correct.
There are no missed approach instructions for a visual approach unless a published visual approach procedure exists for the particular runway. If you are cleared for a visual approach, it does not mean that you are cleared to fly the missed approach procedure associated with that runway’s ILS approach. The correct course of action is to advise ATC of your go-around, then fly the missed approach instructions per ATC.
Here's how others answered:
A. Fly the published missed approach for the ILS approach for which you were vectored. 54% (1418 votes)
B. Ask ATC for missed approach instructions. 25% (640 votes)
C. Fly the lateral path only as published for the ILS procedure, but maintain pattern altitude and remain clear of clouds. 9% (239 votes)
D. None of the above is correct. 12% (312 votes)
TOTAL VOTES: 2609
You are being vectored for an ILS approach when ATC asks if you have the airport in sight. After confirming the field is in sight, ATC clears you for a visual approach to the same runway. The approach later becomes unstable and you initiate a go-around. Which of the following is correct?
Answer B is correct.
There are no missed approach instructions for a visual approach unless a published visual approach procedure exists for the particular runway. If you are cleared for a visual approach, it does not mean that you are cleared to fly the missed approach procedure associated with that runway’s ILS approach. The correct course of action is to advise ATC of your go-around, then fly the missed approach instructions per ATC.
Here's how others answered:
A. Fly the published missed approach for the ILS approach for which you were vectored. 54% (1418 votes)
B. Ask ATC for missed approach instructions. 25% (640 votes)
C. Fly the lateral path only as published for the ILS procedure, but maintain pattern altitude and remain clear of clouds. 9% (239 votes)
D. None of the above is correct. 12% (312 votes)
TOTAL VOTES: 2609
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