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substantially different in a go-around than in a missed approach. In other words, practicing a missed approach while earning an Instrument Proficiency Check during a simulator ride doesn’t prepare you for the day a deer runs out on the runway ahead of you, or you encounter wind shear on final, or you see a runway incursion ahead of you.Approach Point (MAP), the initial missed approach heading, and the altitude to reach before making any turns in the missed approach, all before passing the Final Approach Fix (FAF) inbound. Note these items on a kneeboard or other quick- reference location for verification if needed, without having to find the data on the approach chart while flying the approach.4 Use all heading and altitude reminders available in the aircraft on all instrument approaches.This includes being fully proficient in the use of “glass cockpit” and GPS operating modes, as well as the autopilot and flight director – especially through the transition from instrument to visual flight, and in the early stages of a missed approach.5 Follow airplane manufacturer’s guidance and checklists when available.6 Use preplanned power settings, pitch attitudes and airspeeds whenperforming a balked landing or missed approach.Just as you know the power, torque or thrust settings, the pitch attitudes and flap and gear positions for flying the procedure to minimums, you must also know what to do with power, attitude and configuration to transition from a downward trajectory to upward, from a position very close to the ground.7 When possible, fly the instrument approaches at the missed approach/initial climb indicated airspeed. This means there will be little or no change in trim setting with application of power at the beginning of a missed approach in most airplane types. With a constant trim setting, most airplanes will tend to pitch to the proper attitude and airspeed with the application of missed approach power, making it easier to maintain control during this high-workload transition.2Be prepared for a balked landing or missed approach at any time during every landing attempt.I brief my students on every final approach that “we can always go around if it’s not working out.” I tell myself the same thing when I’m in the left seat as well. We need to be practiced and confident enough in flying a go-around that it’s no more effort to perform it quickly and correctly than it is to have to make a turn in a holding pattern with minimal warning.3For instrument approaches, commit to memory what defines the MissedHillaero Modification CenterFull Page4/C AdOCTOBER 2014TWIN & TURBINE • 23