correct phraseology for Going around vs discontinuing approach
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correct phraseology for Going around vs discontinuing approach
There are instrument approach procedures whos missed approach altitude is lower than the FAF. If the controller wants you to execute the missed approach procedure while you are on approach , descending from the final approach fix toward the missed approach altitude ; what should the standard phraseology be ? '' Go around " or ''discontinue approach'' ?
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Go around. "Discontinue approach" is not standard phraseology. A few months ago there was a thread on the phrase "continue approach." Using non standard "discontinue approach" could lead to confusion at a critical time.
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Interesting. If plane has commenced descent from FAF but has not yet reached the missed approach altitude (and, for whatever reason, the runway is blocked) I tend to say "stop descent at xxxx ft" plus the reason. This is because I don't want the pilot to hit TOGA button and sky-rocket upwards. If they hit TOGA button before the missed approach altitude when will they level off? Your guess is as good as mine! Anyone have experience of this? What will your aircraft do?
Below the missed approach altitude I say "go-around" every time.
(I use the same criteria to determine if the flight was a "missed approach" or a re-position.)
Below the missed approach altitude I say "go-around" every time.
(I use the same criteria to determine if the flight was a "missed approach" or a re-position.)
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What? If you stop descent at some arbitrary point, the aircraft will go off profile which may not be re-established and not be able to land. The stop descent level may be below the minimum radar vectoring altitude. The MAP is in the FMS so there's no fear of rocketing skyward. Why not just go for "continue approach, runway occupied?" That's standard without any confusion.
You asked what happens if they hit TOGA before the MAPT, the aircraft climbs to the MAP altitude, overflys the MAPT then follows the missed approach track.
You asked what happens if they hit TOGA before the MAPT, the aircraft climbs to the MAP altitude, overflys the MAPT then follows the missed approach track.
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What? If you stop descent at some arbitrary point, the aircraft will go off profile which may not be re-established and not be able to land. The stop descent level may be below the minimum radar vectoring altitude. The MAP is in the FMS so there's no fear of rocketing skyward. Why not just go for "continue approach, runway occupied?" That's standard without any confusion.
You asked what happens if they hit TOGA before the MAPT, the aircraft climbs to the MAP altitude, overflys the MAPT then follows the missed approach track.
You asked what happens if they hit TOGA before the MAPT, the aircraft climbs to the MAP altitude, overflys the MAPT then follows the missed approach track.
The runway is blocked, the aerodrome controller knows it's not going to be clear in time for the approaching aircraft to land.
We're not talking about re-establishing the aircraft to land any time soon (the runway is blocked after all).
My point is what happens if the approaching aircraft hits TOGA button before it descends below 2000ft??
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I don't think I am missing the point at all. The FAF is marked on the instrument plate as a cross at around 4 - 5 miles out, well after commencing descent. To be at 4000 at the FAF, you'd need an aerodrome elevation around 2500.
Perhaps you're thinking of the initial approach fix. Anyway, the FMS knows where the aircraft is and will fly it accordingly.
Perhaps you're thinking of the initial approach fix. Anyway, the FMS knows where the aircraft is and will fly it accordingly.
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I don't think I am missing the point at all. The FAF is marked on the instrument plate as a cross at around 4 - 5 miles out, well after commencing descent. To be at 4000 at the FAF, you'd need an aerodrome elevation around 2500.
Perhaps you're thinking of the initial approach fix. Anyway, the FMS knows where the aircraft is and will fly it accordingly.
Perhaps you're thinking of the initial approach fix. Anyway, the FMS knows where the aircraft is and will fly it accordingly.
So your FMS may be clever enough to work it out (effectively continuing to descend to the final altitude on the missed approach procedure), but that certainly isn't what I've seen.
Ps Not all airfields are as you suggest above. Where I work is at sea level and the FAF (yes I know what it is!) is above the final altitude on the missed approach procedure (on one of the runways anyway!)
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Yes. We should get back to that (I've been trying to!).
So, in the situation the OP stated, I think it's better to say stop descent at xxxx ft (probably the same altitude as the final altitude on the missed approach procedure) and provide the reason.
If the aircraft on approach is already below the final altitude on the missed approach procedure it's a no-brainier...."go around".
I certainly don't advocate introducing non-standard phrases such as "discontinue approach".
So, in the situation the OP stated, I think it's better to say stop descent at xxxx ft (probably the same altitude as the final altitude on the missed approach procedure) and provide the reason.
If the aircraft on approach is already below the final altitude on the missed approach procedure it's a no-brainier...."go around".
I certainly don't advocate introducing non-standard phrases such as "discontinue approach".
But in this context...
...missed approach instructions...
2 s
It informs ATC & the Controller gives it go around instructions (levels, headings etc.). Or, am I missing something ?
...missed approach instructions...
2 s
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In a former life, my phraseology would have been;
"Cancel approach clearance, (climb and) maintain xx thousand, fly heading xxx, vectors for......"
Worked over here.
"Cancel approach clearance, (climb and) maintain xx thousand, fly heading xxx, vectors for......"
Worked over here.
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My point is what happens if the approaching aircraft hits TOGA button before it descends below 2000ft??
