Sounds rather dangerous if there's going to be a loss of separation!

Gonzo
 

Not as dangerous as almost certainly smacking into a mountain if you start trying to turn aircraft off the LLZ below the MVA.

P.S. What is your MVA within 15 NM of LL?

Not many 3000ft mountains next to Heathrow.:ok:For example at Ice station the missed approach is straight ahead to 3000ft,but we are terrain safe at 2000ft to the East.We can break traffic off an approach and be terrain safe below 3000ft.In fact within a certain area to the East we are terrain safe IFR at 1500ft,but I would only use that as a last resort.
In HK you're stuck because of the mountains so it's a different situation.You must go straight ahead to 4500 ft to get terrain safe.Hasn't stopped the odd flypast of the DB golf course though.:eek:

"Go-around" = if at or inside the applicable Final Approach Fix;
"Break-off the approach" = if outside the Final Approach Fix.

Typically for a 3 degree GP, this will be at about 1200ft - 1300ft above aerodrome elevation.

A 'convention' rather than a laid-down rule, and subject to ATC's variation depending on the urgency of the requirement. :8

Break off seems to be one of those "old military" phrases that has crept into the civilian area, if you ask me. There is no real ICAO definition of it (or is there?)

I don't use it but will either tell a pilot to go around, when I want them to fly the MAP, or if I need to terminate the approach and reposition him, I prefer to say "xxx for repositioning ........." Seems to work well for me and I have not had any problems.

I tend to say "go around" when aircraft is no.1 to land, "break off" for subsequent arrivals with a heading pre-agree(if possible) with approach radar or continue approach, then "go around" when previous aircraft had passed upwind end. ...not always, but most of the time if traffic situation allows