Can a Pilot Fly the Published Missed Approach if Directed by ATC?

The short answer is yes, but there may be some initial airspace constraints. Pilots are expected to initiate a missed approach procedure if instructed by air traffic control (ATC) or if they decide to abandon the approach for any reason. Understanding the published missed approach procedure is key to ensuring both the pilot and surrounding aircraft are safe.

Understanding the Missed Approach Procedure

The FAA Order 8260.3, commonly known as the TERPS (U.S. Standard for Terminal Instrument Procedures), provides specific guidelines for the missed approach procedure. In this section, the requirements for the missed approach procedure are clearly outlined. A missed approach must be established for each instrument approach and initiated at the decision altitude (DA) or minimum descent altitude (MDA) in nonprecision approaches. The procedure must specify a charted missed approach altitude and a clearance limit fix or facility.

Missed Approach Procedures

For precision approaches (e.g., ILS), the procedure ensures a safe departure from the runway environment, often at a lower altitude and closer to the runway. This helps in safely ascending away from the surface and nearby terrain.

For nonprecision approaches with more distant missed approach points, pilots are not expected to be as low or slow when deciding to go around. In such cases, they might be directed to a holding fix similar to that used for precision approaches, or they might be instructed to "fly runway heading" until reaching a designated point in space from which they can begin the climb and turn.

Variables such as weather, airport control status, and traffic conditions can influence the complexity of the missed approach procedure. Pilots are instructed to prioritize safety by ensuring the runway is clear and the approach is stabilized before continuing the attempt.

Instrument Approaches vs. Visual Approaches

The handling of missed approaches differs slightly between instrument and visual approaches. For instrument approaches, the procedure is outlined in the TERPS, as mentioned earlier. For visual approaches, the FAA's Order JO 7110.65 states that any aircraft unable to complete a visual approach must be handled as a go-around.

Handling a Go-Around

A go-around is defined as an instruction for a pilot to abandon the approach to landing and continue a safe climb. Additional instructions may follow. Unless otherwise advised by ATC, a VFR (Visual Flight Rules) aircraft or an aircraft conducting a visual approach should overfly the runway while climbing to traffic pattern altitude and enter the traffic pattern via the crosswind leg.

ATC will direct the pilot on where to go or, in the absence of directions, the pilot is expected to start climbing and not turn until reaching the end of the runway. Then, they should turn to the crosswind leg and attempt a landing again.

Safety First: The Aviate/Navigate/Communicate Principle

The importance of prioritizing safety cannot be overstated. Pilots must follow the "aviate/navigate/communicate" principle, which emphasizes the criticality of maintaining control of the aircraft before communicating with ATC or other aircraft. This principle ensures that any actions taken are in the best interest of safety.

Initiating a missed approach without delay and informing ATC of any issues encountered is essential. Pilots are encouraged to communicate any deviations from the standard procedure to ensure that all parties are aware of the situation and can take appropriate actions to avoid conflicts.