Missed approach altitude
08-12-2015, 08:31 AM
#1
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Joined APC: Aug 2014
Posts: 43
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 APC: Nov 2010
Position: French-Canadian
Posts: 2,101
Originally Posted by Adanac
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.
Originally Posted by Adanac
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.
08-12-2015, 08:41 AM
#5
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Joined APC: Jun 2013
Posts: 30
Originally Posted by TillerEnvy
Are you backing up a visual approach with an ILS or other type of approach? Why not use the published missed app altitude off the chart? Tower is gonna change it for you anyway.
08-12-2015, 08:43 AM
#6
Living the Dream
Joined APC: Sep 2013
Posts: 1,795
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
#8
Gets Weekends Off
Joined APC: Dec 2014
Position: Upside down, in the weeds and on fire
Posts: 238
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
08-12-2015, 09:16 AM
#9
Gets Weekends Off
Joined APC: Aug 2008
Position: forever fo
Posts: 2,413
Originally Posted by Day4mx
It doesn't matter. Put in whatever you want. It's a visual approach. Visuals don't have missed approach procedures thus no official/correct missed approach altitude. Tower is gonna tell you what to do.
Now let's say ord is advertising the ils and you call the airport and then fly the published missed after being cleared the visual, that is debatable. However if an airport is advertising a visual I'd be ready to fly a pattern until told to do otherwise. Just my opinion based reading the aim. Straight out to 1500agl and waiting for tower instructions.
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