Missed Approach Procedure

When to initiate

• At DA (precision): If visual references (per 91.175) aren't established at decision altitude, initiate immediately. A momentary descent below DA during the missed is allowed.
• At MAP (non-precision): If still at MDA or above without visual references, initiate at the published Missed Approach Point.
• Loss of references during descent: If you had visuals and lost them (except during normal banked turns when maneuvering), execute the missed approach immediately.
• Unsafe approach: Even if you have visuals and time, if you're not in a position to make a safe normal landing, go missed. The published landing is not a requirement to land — your judgement governs.

The climb-then-turn rule

You must reach the MAP before turning during the missed. Per AIM 5-4-21, only climbs are allowed before the MAP — turns wait until the MAP itself. Reasons:

• The missed approach obstacle clearance assumes you climb straight ahead before turning.
• Turning early could put you outside the protected airspace boundaries.
• Even if the published procedure includes an early turn, the FAA designed the procedure assuming straight-ahead climb to MAP first.

Practical sequence: at DA/MAP, simultaneously raise collective for max climb, pitch for VY, then announce missed. Don't initiate the turn until you're at the MAP.

Time from the FAF — even on an ILS

Always start timing at the FAF — even on an ILS. Reasons:

• If the glideslope fails after the FAF, you can complete the approach as a non-precision LOC approach and recognize the MAP by timing.
• Cross-check on charts that publish multiple MAPs.
• Backup if the GPS or DME fails during the descent.

Timing is a one-second discipline at the FAF that pays off when you need it. Don't skip it because "the GS will tell me where the MAP is."

Communication during the missed

1. Fly the airplane first. Climb, pitch, power, and the published missed procedure before transmitting.
2. Communicate the missed to ATC: "Approach, [callsign], missed approach." Brief — you'll have time for details once stabilized in the climb.
3. Fly the published procedure until ATC instructs otherwise.
4. Request next clearance: Hold at the missed approach holding fix? Vectors back for another attempt? Divert to alternate? Tell ATC what you want and accept their re-clearance.

If the missed approach is during loss-of-comm, fly the published procedure, hold, and broadcast in the blind.

The brief before the FAF — why it matters

Brief the missed approach before the FAF, not at the FAF. Reasons:

• Workload at the FAF is already high — descent to glideslope intercept, configuration changes, comms.
• If you go missed, there's no time for "what was I supposed to do here?"
• Briefing forces you to read the chart's missed procedure carefully and verify the missed-approach holding fix is in your nav source.

The brief should cover: initial climb attitude/altitude, first turn (when permitted), navigation source for the missed, missed approach holding fix, communication frequency and altitude.

Common missed approach errors

• Hesitating at DA/MDA — "let me see if I can find it" when references aren't there. Go missed; you can always come back for another approach.
• Turning before the MAP — violates the obstacle-clearance assumption.
• Not climbing aggressively enough — missed-approach climb gradients require a real climb, not a shallow ascent.
• Forgetting to time from the FAF — leaves you guessing at the MAP if the primary nav fails.
• Comms before flying — task-prioritization mistake. Aviate, navigate, communicate.
• Briefing the missed mid-execution — workload spike, often results in a poorly-flown missed.