Break off approach vs Go around
 

Quick query for ATCOs. I have been established on an ILS and been told by ATC, "we need to break you off the approach, fly heading *** and maintain altitude ***." Or words to that effect. I have also been told to go around. So my question is where is the cut-off between giving the latter instruction rather than the former? Thanks.

Quick answer to your quick query:

Go-around procedure is usually published (crew nav).

Break-off is un-published, tactical, and it would be necessary to take the Surveillance Minimum Altitudes into consideration. (ATC nav)

Breaking off is a tactical procedure that can only really be carried out when you are still above the surveillance minimum altitude as shown on the ATCSMAC. If you are below that level then usually it would have to be a standard missed approach procedure or 'go around'. So I would say that the cut off is the surveillance minimum altitude in the direction you are instructed to turn.

Regards,

ADIS

At my unit there are no specific local instructions covering this but generally perceived as:

Go-around = aircraft has commenced descent from normal platform on the GDP

Reposition = any point previous to above (e.g. aircraft on ILS LOC but has not yet intercepted the GDP)

(Practically speaking - from ATC perspective at my unit - a go-around requires paperwork, a "reposition" does not necessarily require paperwork!)

Hope that helps

Thanks; some interesting points there. So, imagine the following scenario:
I am established on an ILS at 12nm, 4000' AGL to a runway where the missed approach procedure is to climb straight ahead to 3000' and for some reason the runway becomes temporarily blocked, and I am told to go around. So, I carry on down to 3000', level off and fly straight ahead, over the runway and continue until told otherwise. I had always assumed that I would not be told to go around if I was above the published missed approach altitude but from the comments above that seems not necessarily to be the case.

Thanks LFAJ. So in that situation, that is what would happen. But, perhaps you wouldn't do the same if I was at 3000' or 2500' or 2000’ would you? At some stage you would no longer give clear unambiguous instructions but would say "go around". I was just wondering where that change in phraseology would occur. If it's not a hard and fast rule fair enough.

ADIS5000 gives the most concise answer.

Essentially if you are below the Minimum Vectoring Altitude for that area and not visual, then the controller cannot turn you off the procedure or maintain you at a level. The only thing they can do that provides the required obstacle protection is to get you to carry out a missed approach until such time as you above the MVA and then they can vector you.

In your case, while still above the MVA ( assuming 3000 ft as you describe) they could do as you say; cancel the approach clearance, maintain 3000 ft and track you where they like.

Thank you for the comprehensive replies. That has cleared things up nicely.

At my TRACON in northern Europe we don't have Minimum Vectoring Altitudes. We are allowed to use radar vectors which keeps you 3NM from or 1000´above obstacles and of course inside controlled airspace. People often mistakenly assume that you cannot vector below the published MSA, but the two things have nothing to do with each other at least not in our case

So in that case assuming you are established on an ils-approach over open water I could "reposition you" as long as your were at or above 1000'. After that it would be the published missed approach procedure.
Like elsewhere a repositioning in place of a missed approach saves paperwork and in our case keeps you clear of the departure sector, thus expediting the traffic flow.

On top of MVA and MSA comes all the various local noise abatement procedures which adds another layer of complexity.

Cheers

That sounds a lot like an MVA!?

I don't think anybody was refering to the MSA. As you say, that is a completely different thing.
We have an MSA of 4300' but several MVA areas that step down to 1500' which, as you point out, is possible over the sea (accounting for a few tiny rocks/islands).
Once the aircraft is on the approach below 1500', there is nothing we can give in IMC except a missed approach.