In article ,
(Ryan Ferguson) wrote:

"Greg Goodknight" wrote in message
thlink.net...

I can't think of any missed that has very tricky routes

Check this one out.

http://www.myairplane.com/databases/...st/SZT_ldA.pdf

The missed approach instructions read:

"MISSED APPROACH: Climb to 8000 to I-RPO 10 DME, then climbing right
turn via SZT bearing 030 degrees to SZT NDB, then via SZT bearing 181
degrees and COE R-359 to COE VOR/DME and hold." (And of course it's a
parallel entry!)

-Ryan

Wow. What on earth did they have in mind when the wrote that? The
route is bizarre. By the time you reach 8000, you're above the sector
MSA (and 3000 feet above anything shown on the chart). What point is
there in making you turn west to Sandpoe instead of just going direct
Coeur D'Alane?

The other interesting thing is that you've got a 5000 foot climb ahead
of you before you can turn. In some types, it may be hard to make 8000
before I-RPO 10 DME! My 172N POH say it takes 14 miles to climb from
3000 to 8000 in no wind and standard atmosphere (obviously worse in the
summer or with a tailwind). The MAP is 2 DME on the front course, so
you've only got 12 miles.

I'm not even quite sure what "Climb to 8000 to I-RPO 10 DME" requires of
you. What if you reach 10 DME and you're not at 8000 yet? Is it worse
to start the turn before you're high enough or to keep climbing straight
ahead beyond where you're supposed to turn? No clue that I can see from
the procedure plate.

Another interesting thing about this approach is that starting from COE
as an IAF to the MAP and then flying the missed to I-RPO 10 DME then
back to COE looks like about 86 nm. I'll bet that takes a full hour in
a 172. That'll put a crimp in your style if you only planned the
minimum legal IFR fuel reserves.

I suppose this kind of stuff is routine in the mountains, but to a
flatlander like me, it sure looks wild.