Originally Posted by kharmael
I like to think that the MAPt is merely the point where you begin the Missed Approach Procedure rather than the last point where you can get it in, you shouldn't need a MAPt to know that you're probably not going to get it in at say 0.5nm at 600ft
According to EU OPS, one must start missed approach procedure at DA/DH or MAPt if required visual references aren't acquired - whichever is earlier (in 95% of cases it will be DA/DH), so MAPt lost it's meaning in commercial operations in Europe. The MAPt is positioned so that you can start (initial) missed approach at the MAPt while at OCA and still overfly all the obstacles in the missed approach segment with the required 30 (intermediate) or 50m (final) obstacle clearance.
I agree, it doesn't make a sense to make a go-around at DA in 2 ton MEP or even lighter SEP, if you can increase your chances of getting to runway by flying a level segment to MAPt, but it's a no-no in a larger turbine-powered aircraft, where you'll most likely become unstable (thrust, ROD).
Originally Posted by kharmael
Of course all this is just a nicety for noise abatement etc. If the weather is rubbish and you need to get in the I'd be inclined to drop to MDA and truck in until I see the lights.
Sure, in a light twin, this would be practical, since zero pitch with flaps up will put you in a level flight, adding flaps might even get you negative pitch, which works nice for seeing lights, threshold, etc. I fly a kilo or two lighter aircraft than you and the base reference for flying 3° glide in landing configuration is +2.5° pitch. So how would that work if you'd want to fly level flight in this kind of configuration? Don't tell me you could adequately see runway or approach lights with nose pointing 5, 7 or even more degrees skyward during level flight with landing flaps
