Full deflection = missed approach ???

It is common wisdom, and often common sense, that if a full deflection of a
CDI (or GS) is experienced, a missed approach is to be flown. But a lot of
people seem to think that it is REQUIRED. I have had a CFII tell me it is
required. But I can not find anything in FAR or AIM that states such a
requirement.

Again, in a lot of cases I can understand why to do it. But I can also
imagine others where it might make just as much sense to recover the
approach and not go missed.

Can anyone point me at a rule that requires a missed?

"pgbnh" wrote in message
...

It is common wisdom, and often common sense, that if a full deflection of
a CDI (or GS) is experienced, a missed approach is to be flown. But a lot
of people seem to think that it is REQUIRED. I have had a CFII tell me it
is required. But I can not find anything in FAR or AIM that states such a
requirement.

Again, in a lot of cases I can understand why to do it. But I can also
imagine others where it might make just as much sense to recover the
approach and not go missed.

Can anyone point me at a rule that requires a missed?

If you agree it's the proper thing to do, does it matter if it's required or
not?

I did not say that it is ALWAYS the right thing to do. Sometimes, yes.
Sometimes, no. If there is a requirement someplace, then that would seem to
trump my making the decison to recover the approach when I have decided that
that is a safe thing to do.

So yes, it DOES make a difference
"Steven P. McNicoll" wrote in message
ink.net...

"pgbnh" wrote in message
...

It is common wisdom, and often common sense, that if a full deflection of
a CDI (or GS) is experienced, a missed approach is to be flown. But a lot
of people seem to think that it is REQUIRED. I have had a CFII tell me it
is required. But I can not find anything in FAR or AIM that states such a
requirement.

Again, in a lot of cases I can understand why to do it. But I can also
imagine others where it might make just as much sense to recover the
approach and not go missed.

Can anyone point me at a rule that requires a missed?

If you agree it's the proper thing to do, does it matter if it's required
or not?

"pgbnh" wrote in message
...

I did not say that it is ALWAYS the right thing to do. Sometimes, yes.
Sometimes, no. If there is a requirement someplace, then that would seem
to trump my making the decison to recover the approach when I have decided
that that is a safe thing to do.

So yes, it DOES make a difference


When is it not the right thing to do?

in an emergency, say low on fuel and not able to do a missed and another
approach.
Michelle

Steven P. McNicoll wrote:

"pgbnh" wrote in message
...


I did not say that it is ALWAYS the right thing to do. Sometimes, yes.
Sometimes, no. If there is a requirement someplace, then that would seem
to trump my making the decison to recover the approach when I have decided
that that is a safe thing to do.

So yes, it DOES make a difference




When is it not the right thing to do?

In article .net,
says...


in an emergency, say low on fuel and not able to do a missed and another
approach.


Well, I guess this pilot wouldn't be too worried about one more violation of
FAR's, would they!

"Steven P. McNicoll" wrote:

"pgbnh" wrote in message
...

I did not say that it is ALWAYS the right thing to do. Sometimes, yes.
Sometimes, no. If there is a requirement someplace, then that would seem
to trump my making the decison to recover the approach when I have decided
that that is a safe thing to do.

So yes, it DOES make a difference


When is it not the right thing to do?

As you know, when first being vectored for the ILS, most times the
glideslope will be pegged.


--
Peter


















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"Peter R." wrote in message
...

As you know, when first being vectored for the ILS, most times the
glideslope will be pegged.


What are you using for guidance when you're being vectored for the ILS?

In article .net,
says...


When is it not the right thing to do?




When you are over, or very close to the station - you expect it to go
full-scale, and you have to wait it out a bit. (VOR)

In turbulence, you may see a momentary, full-scale GS needle (it only takes
0.7°, either way). If you see it happen and you are confident in recovering
rapidly. (GS)

When another aircraft passes (or parks!!) in front of the loc emitter, you may
get a momentary spurious deflection. (LOC)

When you are in sight of the runway, and able to make a normal landing, to the
intended runway, using normal maneuvers!


I don't mean to be facetious in stating the "obvious" - but perhaps that's why
there's no specific rule. We are not mechanical "needle-chasers"- we're
expected to understand what we're doing, and exercise good judgment. On the
other hand, if you are in IMC and you have one or the other pegged for some
time, you have not flown the approach to an acceptable standard and the only
logical thing to do is to break it off. Failing to do so may not be a direct
violation of regs the instant the needle goes to the peg, but after some time
you are likely to run afoul of FARs or terrain. G/S high? You haven't busted
minimum altitude, but you haven't flown the published approach either (a
requirement) Too high and you can get a false GS. GS low - no comment.

I see another case where, while you may want to abandon the approach,
you may not want to automatically fly the missed approach. The issue
would be a full L/R deflection, especially significantly before the
MAP, in mountainous terrain. A missed approach procedure which calls
for a left or right climbing turn may put you into the granite, where
the correct option would be to get back closer to the centerline and
maybe closer to the official MAP point first.