1. The Beginning of the Missed Approach Segment
The missed approach segment begins at the missed approach point (MAPt).
For non-precision approaches (except SRE) level flight at MDA till MAPt is safe obstruction-wise, but this procedure is not part of the company’s flight technique.
On ILS, SRE or PAR approaches the published (or instructed) missed approach procedure must be executed immediately upon reaching DA (or MDA for SRE).
The MAPt associated with non-precision approaches is normally defined at a fix/facility.
A ’timing’ from FAF to MAPt may be published as a substitute.
Publication of such a timing is not possible in the following cases:
- the timing tolerance exceeds the tolerance of the fix/facility defining the MAPt, or
- the procedure is a so called ’single beacon approach’ (MAPt defined by an ’on aerodrome’ VOR or NDB) where substitution makes no sense.
Maximum speeds for missed approach segment are for CAT B aircraft 150 kt IAS, CAT C 240 kt IAS and CAT D 265 kt IAS. Note that these limitations apply to the missed approach turns as well (unless lower speeds are published on the approach chart).
2. The Climb Gradient
Full obstacle clearance can only be guaranteed, if a climb gradient of minimum 2.5% (150 ft/NM) can be achieved.
Note that this climb gradient is not based on a one engine out situation. (2.1% for 2 engined aircraft, 2.4% for 3 engined aircraft and 2.7% for 4 engined aircraft).
3. Obstacle Clearance
Calculated obstacle clearance is 100 ft when climbing straight ahead and 160 ft when turning.
For an acceleration segment 300 ft obstacle clearance is used.
4. Turning Missed Approach
For speeds, see 1. The Beginning of the Missed Approach Segment.
Terrain or other factors may require a turn during a missed approach.
Turns may be specified by an altitude, a fix/facility or ’as soon as practicable’.
Turn Specified by an Altitude
You are expected to initiate the turn if both the following conditions are met:
- the turn altitude AND the MAPt are reached.
For ’full ILS’ approaches (i.e. with electronic glide path) exact determination of the location of the MAPt may not be possible. However, for this type of approach (MISAP) turns as early as 3 NM before the threshold are safeguarded obstacle-wise. In case the go-around is initiated prior to reaching DH/DA, the published MAPt for the non-precision approach can be used for practical purposes.
Turn Specified by a Fix/Facility
Turn must be initiated upon reaching the facility/fix.
Turn ’As Soon as Practicable’ (ICAO terminology)
You are expected to execute the manoeuvre WITHOUT delay.
Protected airspace is based on an IMMEDIATE climbing turn after reaching DH/DA/MAPt.
The company approach chart stresses the immediate turn requirement by placing the turn direction as first item in the MISAP text.
5. Acceleration Segment
Straight Ahead Missed Approach
Level acceleration is permitted at or above the altitude specified in the missed approach procedure.
If no acceleration altitude has been specified, level acceleration is permitted at minimum 800 ft above the field.
Turning Missed Approach
Level acceleration is permitted at the altitude specified in the missed approach procedure.
If no acceleration altitude has been specified:
- Turn specified by an altitude: Start acceleration after the turn altitude has been reached.
- Turn specified by a fix/facility: Start acceleration after that fix/facility.
For obstacle calculation purpose, a level segment of 6 NM is catered for.
6. The End of the Missed Approach Segment
The missed approach segment terminates at an altitude sufficient to permit:
- initiation of another approach, or
- return to a designated holding pattern, or
- resumption of en route flight.
7. Flight Techniques During Rejected Landing
The rejected landing is a go-around initiated with the thrust levers near to or at idle and at altitudes below 50 ft.
The rejected landing is executed as a normal go-around procedure, however pay special attention to the following aspects (especially when under manual control):
- Rotate positively; initially only to stop the descent.
- During thrust application with wing mounted engines; devote full attention to pitch attitude control.
- Do not rotate to a climb attitude until the speed is at least Final Approach Speed (FAS).
- Be prepared for a slow and/or uneven engine spin-up.
- Touching of the main gears on the runway must be expected as it takes a few seconds (for the engines to spin-up) from idle to go-around thrust.
- Do not retract the gear until the critical phase has passed and a positive climb is established.
Never attempt a rejected landing after reverse thrust has been selected.
NOTE: The obstacle clearance calculation for the missed approach segment assumes that go-around is initiated at the MAPt (see 1. The Beginning of the Missed Approach Segment). Therefore it must be emphasized that obstacle clearance after a rejected landing is not guaranteed, since the climb is initiated at a later stage and lower altitude.