Originally Posted by LOWI (Post 11617760)

Are you sure about that buddy?

Originally Posted by galaxy flyer (Post 11618152)

Well, it won’t be MSA, but min vectoring altitude. Search the charts for that number.

Originally Posted by galaxy flyer (Post 11618528)

Which is why setting MSA is semi-useless, you won’t climb that high even in places like Denver. Set whatever you want, you don’t have a cleared altitude, so it’s not an issue. When you get a clearance, set that altitude.

Originally Posted by Locked door (Post 11618547)

In almost every other part of the world you would fly the published instrument missed approach in the event of a go around after a visual approach to a runway. It is also specified that if you fly an instrument approach and then circle visually for a different runway, in the event of a go around you turn the shortest way to join the missed approach of the instrument approach you originally flew.

This means you are guaranteed to avoid terrain and other traffic, and there is no need to talk as ATC know exactly what you will do and will speak to you when they can.

Originally Posted by Locked door (Post 11618547)

In the USA there is no consensus as demonstrated by this thread. You just point the aircraft at the sky to an arbitrary altitude and hope you don’t hit anything or anyone before you manage to talk to ATC. You can see why some see this as having potential for an accident.

LD

Originally Posted by hans brinker (Post 11618047)

I totally agree, and with all your other posts on this thread.

However, it would be nice if there was a published standard heading/altitude for those times that ATC does not "otherwise instruct". I have been in the US for the last 20 years, and this is still a point of discussion, and it really should not be. ATIS advertises visual for a specific runway, and there is no NOTAM that the ILS for that rwy is not available. SOP is to back up the visual with that ILS, and set pattern altitude for the GA.
Was told to GA in BWI due to being too close to preceding traffic. Initially no other instructions were given by tower. Asked 4 times for an altitude, never got an assignment, finally was told to turn south (towards the 1100' towers, 2600' MSA) and contact approach. Approach was very busy, so FO and I agreed we would climb to 2000' before we were able to talk to them. Traffic overhead at 3000'. Obviously there was no plan in place to handle a GA in VMC, and that is not acceptable.
Like you said, ATC is not going to expect us to join the downwind at 1500', so pattern altitude does not apply, and ATC is responsible for providing a safe IFR altitude. So why not publish one?

Originally Posted by Hans

Originally Posted by Check Airman (Post 11618753)

There is consensus. The non-US pilots just don’t accept it.

Set the missed approach altitude from the IAP you’re using as a backup.

Originally Posted by Gin Jockey (Post 11618970)

31 JFK , 100% setting 1500ft. Long upwind. Right traffic. Quick PA pointing out sullys “hole in the water” in the hudson. “Look thats where he took off from!”, overfly La Guardia, wide pattern to fly over connecticut, because you can! Slow and early descent to annoy some rich folk on long island. Tell ground ramp don't care where you park.

Originally Posted by rudestuff (Post 11619075)

This. Why waste an opportunity?

Originally Posted by Check Airman

If you’re flying a Boeing or Airbus, you’re not going to an airport where you’ll be told to enter the pattern, so we can ignore that part.

Originally Posted by Check Airman (Post 11609872)

You’ll be backing up the visual with an IAP. With the exception of a few months of stupidity at one carrier, every operator has set the missed approach altitude for the IAP. 9/10 times, that’s the altitude ATC will give you on the missed.

You do NOT fly the “published missed” for the backup approach.

———

*The few months of stupidity came from a desk pilot who thought setting 1500ft was smart. Theoretically correct, but practically stupid. If you go around in Boston, you won’t be told to join the pattern and report on base.

Originally Posted by Check Airman (Post 11620235)

Those of us who fly visuals every day have told you how US ATC handles it.