Page 27 - Twin and Turbine December 16

Autopilots and the missed approach
It’s common practice to fly autopilot-coupled approaches in low IFR conditions. There’s a very strong argument that this increases safety significantly by keeping the airplane within very tight instrument tolerances all the way to the missed approach point, and enabling the pilot to maintain the “big picture” while monitoring the autopilot-flown approach.
But everything changes if the runway environment’s not in sight at the MAP. Following horizontal and vertical guidance, the autopilot doesn’t know what to do next. You’ll have to hand-fly the first portion of the missed approach. True, many installations have a “go around” button, but in virtually all cases “hitting the button” disengages the autopilot and puts the flight director command bars in a straight-ahead climb position—but you have to manually make the airplane follow.
Further, autopilots have the ability to hold a little control force against trim. This is why it’s common for an airplane to pitch up or down when you click off the autopilot—the system was “pushing” or “pulling” against the trim. When you reach the MAP on a coupled approach, then, not only will you have to take over manually and hand-fly at least the transition into climb, but you may have to do it with a slightly out-of-trim airplane. Anticipate the possibility the nose will want to go up or down from its desired pitch when you click off the autopilot to begin the missed.
missed approach navigation prepared before you ever start the approach. When you review the approach chart make a note of the initial direction and altitude called out in the missed approach procedure. I like to write these on a “sticky note” and put it somewhere where it’s in my primary scan. That way, I won’t have to try to find it in the fine print later on; writing it down also helps me memorize the information for when I might need it.
With many GPS navigation systems, there’s one more task to perform; hit the OBS button to exit SUSPEND mode so you’re able to navigate toward the holding fix when you have reached the altitude where turns begin.
Report the missed: Lastly, you’ll need to tell controllers you missed the approach so they know you’re flying the procedure. This can (and must) wait until you have everything else under control. As a simulator instructor most of the missed approach “accidents” I saw were prefaced by the student’s call of “missed approach” to ATC. Think about what happens when you make the call:
N12345: “N12345, missed approach.”
ATC: “Roger, 345, climb runway heading to 2000, then right turn direct Bingo, contact departure on 120.575.”
N12345: “Runway heading to 2000, right to Bingo, departure120.575.” Younowretunetodeparturefrequency.
N12345: “Departure, N12345 at 1200 climbing to 2000.”
ATC: “Who’s calling departure?”
N12345: “N12345, 1300 climbing to 2000, missed approach at Wichita.”
ATC: “N12345, negative radar contact, are you squawking.....”
You get the point. A lot of talking starts when you call missed approach, distraction you don’t need in the initial moments of a miss. You were already cleared for a missed approach direction and altitude as part of your approach clearance. So, fly what you were told to fly until you have everything under control and are ready to accept any changes ATC may require.
What we’ve all been taught about flying applies to a missed approach as well: aviate, navigate, then communicate.
The first 400 feet
The first moments of a missed approach are among the highest workload you’re likely to encounter. You’ve got a lot to do to turn a descent into a climb, while you’re very close to the ground you cannot see. Successfully flying the transition into missed approach climb is greatly enhanced by the proper mindset and preparation, so when you reach the missed approach point and n o t h i n g b u t n o t h i n g i s o u t s i d e t h e •w i n d s c r e e n , t h e r e is a minimum number of things you need to do to get the airplane pointed safely skyward. T&T
Thomas P. Turner is an ATP CFII/MEI, holds a Masters Degree in Aviation Safety, and was the 2010 National FAA Safety Team Representative of the Year. Subscribe to Tom’s free FLYING LESSONS Weekly e-newsletter at www.mastery-flight-training.com.
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