LTAI Missed approach procedure
 

Hi everyone. I could get your opinion.
Here is LTAI charts.
http://va-uralairlines.ru/charts/LTAI.pdf
Look at 11-5, please - Missed approach procedure.
Question:
Should we maintain 1250 feet executing missed approach procedure until 5NM DME OR we MAY climb to 2700 feet (final missed approach altitude)?

On my personal opinion we have to maintain 1250 feet until passing 5NM DME on R-330 and after that (5NM DME) we have to climb 2700 feet.

The missed approach procedure does not make it clear for everybody in my company.

Many thanks!

It seems clear to me the way I read it.
Climb to 2700ft.

You must be at least 5d and (1250ft or above) before the left turn.


Nothing on the plate indicates a stepped climb. I wouldn't particularly like to maintain 1250ft whilst flying towards hills.

You climb to 2700 as per the missed approach.

1250 or 5DME is the turning point back to the VOR.

Maintaining 1250 heading towards terrain will get you into trouble.

How to make sure thet there is no any reson for steped climb?
Just word "maintain"?
I missed that with "to 1250 feet". "TO" mean until/till "edge".
"Climb TO 1250 feet"
How to not missed "open climb" in other chart?

1250 or 5DME is the turning point back to the VOR.
-------------------------------------------------------------
So we may turn inbound VOR before 5NM?

The missed approach procedure for "ELLX IAC.02 ILS or LLZ RWY 24" is described as :
ELLX IAC.02 ILS or LLZ RWY 24

And trust me, if you bust the 3000 ft limit before the turn point and without a specific clearance, you will get some acrid comments from the control.
If the procedure is divided in 2 legs with a climb limit assigned to each leg, you have to wait for the second leg starting point before continuing the climb.

Luc

You cannot turn left before reaching 1250ft nor before 5.0 DME. If you reach
1250ft before 5.0 DME you keep climbing to 2700ft. At 5.0 DME you start your
left turn. If you reach 1250ft after 5DME you turn left when you reach 1250ft
and keep climbing to 2700ft.

wait a second...

It says climb to 1250 on AYT

THEN turn left after 5 DME AYT

climbing to 2700. That seems to say that depending on where you go missed, you level to 1250 until you reach 5DME, then turn/climb to 2700...

ie If you went missed at 2nm, (or before)and climbed right to 2700, wouldnt you would conflict with the approach/hold at 3000?

OBN

I guess you're right

Also, ILS DME-1 approach but FAF marked from VOR DME and no any ILS DME distanse.
Switching to raw data during approach will make impossible to check false GS interception.

Guys, the missed approach procedure is not designed for commercial airlines but for every kind of aircraft, even a c150 full load on a 40° celsius day.
You follow the radial climbing to 2700 and turn at 5 dme, but, if for any reason (emergency), you don't have 1250' by 5 dme you keep following the radial until 1250' then turn to vor; this is the meaning of the procedure; it may sound as bad wording, but actually is correct because fits all the possible situation.
By the way, do some math and will see that the distance from the MAP to the 5 dme point at 1250 baro is more or less 2,5% climb.

FB

Although it reads as though you only climb above 1250ft after 5 DME it seems unlikely that it means that if there is 755ft spot height just next to the turn point.

I am not familiar with that aerodrome, but looking at all of the procedures, approach, hold, and departures, this is just like many other airports and procedures, when you go missed, depending on where you go missed, you still fly down to the MDA,or in this case 1250, level, and follow the missed track.

Virtually no where, when you go missed, can you just climb to the hold alt. This conflicts with all of the procedures that hold over, and/or cross the runways.

As stated before, at this particular airport, if you went missed at 2nm, and climbed to 2700, you would be in direct conflict with the hold, the approach, as well as many of the departure procedures.

So what do you do if you get out of tracking tolerance before the Missed Approach point? Just keep going down to the MDA and hit the obstacle off to the side? Don't be ridiculous. Climb immediately and follow the MA path. ATC should already have thought of that. If OCTA, organise separation with the other aircraft before you start the approach. In this case, tell him to hold not below 3700ft.

they did, they told you to climb to 1250....if you decide to go missed at 2000, wouldnt you stay on track, go to 1250 and follow missed track, when you get to 5DME on that track, turn and climb to 2700...

virtually every missed approach works the same way, in every Country.
You are on approach, decide to go missed, you stay on track and go to the MDA level unless it tells you different...
If you just decide to climb to hold whenever you go missed, you will conflict with the procedures to cross the airport....

Seems clear
 

The procedure as worded definitely restricts the climb on r330 to 1250 with no turn until 5nm, then a left turn and further climb.

1250 or 5DME is the turning point back to the VOR

That is not correct, as the procedure specifically calls for no turn before 5nm.

Same at KTEB, climbing too soon brings you right into arrival traffic at La Guardia. Why the limit here? Don't know.... But it is there.....

I certainly agree that 500 feet of clearance at 5 nm is not exactly comfortable....

Also, ILS DME-1 approach but FAF marked from VOR DME and no any ILS DME distanse.
Switching to raw data during approach will make impossible to check false GS interception.

No... Just a bit more work. You will need to use DME hold on the VOR freq, then switch to the ILS freq for the LOC and GS...

If you have no GS, you will also need to do this, as missed is at 3 DME off the VOR, Not the LOC.

Looking at 11-8, if you have no DME, you turn earlier and climb to 2000, then turn left, climbing to 3000.

Looking at 11-9, and assuming parallel approaches are a possibility, you see why they are keeping you down and no turn before 5 DME. I will guarantee, that if you climb immediately to 2700 and turn after 1250 but before 5nm, you will have a lot of explaining to do.

I can list at least one large country where this is not true. From the FAA's Instrument Procedures Handbook:

"It is appropriate after passing the FAF, and recommened, where there aren't any climb restrictions, to begin a climb to the missed approach altitude without waiting to arrive at the MAP."

Nonsense! If you are out of tracking tolerance on the approach, you'd be a nutcase to proceed on down to the MDA then start climbing. Show me any AIP that says "in the event of a missed approach, continue descent to the MDA then commence the missed approach climb".

How strange that virtually all the SIDs at this airport have a requirement to be over the airport at or above 4000ft...

If that were the case, then altitude limits would be put on the approach chart. How is "don't climb too soon" decribed on the KTEB aapproach chart? Or maybe ATC might say "in the event of a missed approach climb to XXXXft..." (being an altitude that would provide separation).

Back to this approach, I can see the confusion but it does not say "climb to 1250ft. At 5DME turn left, track to the VOR. When tracking to the VOR, climb to 2700ft." If it did, then you guys may have a case. It doesn't, and if that was what was intended, they'd better re-word it.