Missed approach procedure USA ops

[Greensky]

Hello,

Question for US ATC members reading this forum. Was told by a friend of a friend (ex-Speedbird 25 year veteran) that in the states, when you are cleared to land after another aircraft in front of you, if you have to do a go-around, you don't follow the published missed approach procedure but instead you fly runway heading to 1500' (the height is debatable cause i can't really remember the height he mentioned). Is this true? I can't find anything to this effect in the Jepps. He also said that this is what Speedbird 'teaches'.
Any BA drivers (or the USA tin pushers) care to elaborate?
Thanks.
Green...out.:8

[coz96]

Perhaps your friend was giving the standard Missed procedures given my ATC at a particular airport? I can't see anyone flying anything other than the standard missed procedure in the absence of specific instructions to the contrary. The Jepp charts don't give reasons for a 20 degree turn to the left--maybe there is an obstacle there.

I think what your friend may have been relaying were simply the standard operating procedures that ATC follows at the specific airport that he flew into, and perhaps what speedbird was teaching was what to expect as far as instructions from ATC when going missed.

I don't see any other explanation, as really how can the pilot know why the Missed procedure calls for something different? When is the left turn for traffic management and when is it for obstacle clearance?

[FerrypilotDK]

Absolutely incorrect information! You fly the standard missed approach, as published on the JEPP or NOS, unless you receive other instructions. 11,000 hours, about 35% in US airspace over 21 years and a FAA ATPL, incase you were wondering about my background.

[Hold West]

Fly the published missed approach unless instructed otherwise.

23 years US ATC, if you must ask.

[slatch]

As everyone else said, yes you should plan on flying the published miss. But in reality you never fly all of it will unless your flying into an uncontrolled airport. If your flying into a major airport with a tower as soon as you tell the controller your making a missed approach or they direct you to make a missed approach, 90% of the time they will give you instructions, IE: fly heading ___ climb and maintain ____. Then contact departure ___.__. You will be driven around for another go. Now at uncontrolled fields the published miss is expected unless other instructions are given when you start the approach.

[52049er]

The way I've been told is that if on an instrument approach you fly the published missed approach - however if this changes into a visual (which in +50% of the time in the States it will) any subsequent go around will indeed be to climb straight ahead.

[av8boy]

...any subsequent go around will indeed be to climb straight ahead.

Although the beginning of the go will obviously be straight ahead (that's the direction you're going... :}), because there is no missed-approach segment on a VA, the local controller will be providing instruction at that point.

However, I'd disagree somewhat on the 50% estimate (ILS turning into a VA after a miss)... If the weather required an ILS in the first place, you're going to get another one. Also, (and I assume that this theory stems from the fact that the airport may be VFR) while smaller airports may be able to accomodate a miss by simply turning it into the downwind and having it stay with the tower, that's not going to happen somewhere like LAX. If you go around at LA, plan on contacting departures and being vectored back out into the arrival flow.

Finally, with regard to the inital question, I echo what has been said. If you're flying the ILS and you go around, whether you've been cleared to land or not, fly the published miss. I can't imagine that Speedbird flies into anyplace in the US where anything less would be expected.

22 years US ATC, if you must ask.. :ok:

Dave

[point8six]

I think that your "friend-of-a-friend" has some confusion here. Being cleared to land in the USA does not mean that ATC have now decided to terminate your instrument approach and forcibly switched you to a visual approach ( whereby a go-around is as for a visual i.e. climb straight ahead and ask for further instructions). Unless the pilot states that it is now a visual approach, a go-around must follow the published procedure ( think of JFK rwy 31L/R, clearance to land in good weather, is often given some miles out, even though there is traffic ahead on the approach, but a decision/instruction to go-around, cannot require the pilot to fly straight ahead, but to follow the published procedure, which requires a turn to avoid Manhattan,( and Newark and La Guardia's traffic).However, in practice,as stated, the full published procedure is rarely completed as ATC will give further instructions during the manoeuvre.
Perhaps some kind soul with the latest AIM might throw some official references for you?
Over 30 years 'Speedbird' flying into the USA and not received the 'teaching' you mentioned:)