hey, I hope you are doing great!! The Go around normally is referred to as the actual manoeuvre that the pilot performs (pitch up, add thrust and so). The missed approach is the procedure that the pilot has to follow (climb straight ahead to 3000 feet for example) in case he/she performs a Go around. The reality is that in real life we use these two terms interchangeably. I wish you a great day!! Gabriele Pilotclimb
Hello Captain! Thanks for your videos. I would like to ask: why we can still follow published missed approach even though we execute the go around below minima for ILS Cat II/III?
I have a question about the video. When you reach DISEV at 3000 feet above Sea Level, you have to go in a holding. The holding shows LEFT ENTRY, 200 heading, after 4NM you have to make a U-turn to 020 heading, and then 4NM straight to the point where you have to make again a U-turn, before you repeat the cycle. Also you have to be max. 210 knots fast. When you enter the holding, how do you do that? Do you make a hard right and then a hard left turn to fly on 200 heading? Or do you fly diagonal to the point where you have to make the U-turn, so that you can turn left to 020 heading? Thank you captain!
Hey!! Many thanks for your comment!! Depending on how you approach the holding Fix (DISEV in this case) you have to perform a different entry procedure. In the following like you find the video I made about holdings where I explain how to enter the holding: ua-cam.com/video/ZxNA5iqdOjg/v-deo.html Let me know if you still have any questions after you watched the Holding Video. I wish you a great day! Gabriele Pilotclimb
May i ask another question about this chart please? Why the chart tells, that you have to intercept the G/S at 3000ft and again at 2200ft? What is the difference between OM (Outer Marker) and LOM ? What does the M mean at D0.7 from the Runway Locator? Is it correct that i have, according to this chart, to crosscheck at the LOM and MM (Middle Marker) the Baro Altitude and the Distance to the Runway Locator? Thank you again Captain! P.S. I didnt have the time to check all videos yet. But i'm on it.
Hey, I hope you are doing well!! Many thanks for your comments!! Why the chart tells, that you have to intercept the G/S at 3000ft and again at 2200ft? The G/S interception is at 3000ft, what you see at 2200ft (the dashed line) is the Vertical Profile of the Localizer only approach, that makes you fly over the Final Approach Fix. OM (Outer Marker) and LOM ? LOM is Locator Outer Marker, you have this when the Locator is co-located with the Outer Marker. What does the M mean at D0.7 from the Runway Locator? This M is the Missed Approach Point. Is it correct that i have, according to this chart, to crosscheck at the LOM and MM (Middle Marker) the Baro Altitude and the Distance to the Runway Locator? This depends on which type of procedure you are flying, if you are flying the Localizer approach you need to do an altitude check over the Final Approach FIx and than read the altitude vs distances or follow the papi lights if insight. If you are flying an ILS approach you can check the altitude when intercepting the GS and over the OM. Remember once you have the papi insight you can follow them. The locator is a different ground aid than the LOCALIZER. I hope I cleared your doubts if you have any other questions let me know! I wish you a great day. Gabriele #PILOTCLIMB
Hello Pilot!❣✈💪🏼🙏🏼🛬🛫🌏🌎🌍👑👩🏽✈🧑🏽✈wanna ask : Who sets it? Can you make a missed approach after the missed approach point? (I think a runway can have more than 1 missed approach depending on the type of approach if precision approach or nonprecisin or...) Cam MAP be the runway threshold? Height 0 distance 0 or there is always a distance from the threshold? What is the minimum height you can desent to to take a missed approach or go around? is missed approach the same as go around? what if you were landing and touched runway and then had to take off gain to avoid collision with an aircraft let say, wouldn't you here have passed the missed approach point?😅👀❣✈
Hi, the missed approach can change depending on the procedure. You can start a go around any time due to safety reasons, even after you touched the runway. The difference is that the go around is the procedure to be applied in the flight deck, the missed approach is the route to follow (often we use one term to indicate both the procedure and the route)
@@PILOTCLIMB hii...great but can you elaborate a bit more...I mean after MAPt I can't land or make a missed approach...I should make it before...also is it only in IMC or can be also in VMC...also the point varies in precision or nonprecisin approach or in gps or ...
I wonder that when we start to do go around , which pitch it should be like take off around 15 degrees ? And when should we lower it to 2.5 degrees like before the altitude which is written ?
I have x plane 11 simulator and my questions are: when I do a go around should I then re-engage the Lnav and Vnav again or not? On my FMC do I need to do anything to it? What about explaining how to depart the go around and try to approach the missed approach runway again? Thanks!
Hey, Thanks for watching! So, if you loaded the procedure on the FMC you should have the missed approach route available in there. Depending on the software that your B737 has you might have to engage LNAV. What you can do in order to check if you have to engage LNAV, after you push TOGA, check your FMA and see if LNAV is engaged. You don't have to engage VNAV during a go around since the TOGA will take care of you acceleration climb until you reach your missed approach altitude. If your FMC is loaded correclty you should not touch it during the go around. After the Go around you can receive vectors form ATC, re-join the Approach procedure or request a self position approach (if the weather is good). Let me know if you still have questions
Hi there... why in some companies SOP's, during a manually flown GA, do they require you to wait until you level off manually at the MAA before you engage the A/P & A/T? What's the benefit or purpose of this ? Would it not make more sense to engage the automatics earlier in the GA procedure so as to reduce workload on the crew? Thanks!
Hey, many thanks for watching!! The problem with low altitude operations is the Trim, since you are changing the attitude and the thrust settings rapdly during a MANUAL Go Around it is better to level off manually, from the plane and than engage the Automatics. Let me know if I answered your question.
Hello! Thanks for the video. Here my question! if i have to go missed for example on a 8 mile final and im already on the glidslope intersection altitud what is the preocedure for going missed? I have to keep tracking the LOC? and at what altitud i have to climb? Thank you. Im studying for my IRA checkride! Best regards!
Hey, thanks for watching and the comment!! You need to continue on the Localizer until the missed approach point and from there follow the missed approach procedure...you should climb to the missed approach Altitude..let me know if I answered your question 👍
Hello Captain. Thank you for your efforts and expertise. Here is an idea for a video. How do pilots react in high terrain region in case of Engine Failure Worst case: dual engine failure with twin jet Loss of Cabin Pressure Loss of Terrain Display, for example at night. How do you react also regarding MSA. Please take examples for Nepal Region near Kathmandu or Paro in Bhutan. Are there special charts with escape routes? And if yes, how are they structured. How do you deal with the above mentioned problems at night?
Hello, I hope you are doing great!! I'm very happy you are finding my Videos useful. I will seriously take into consideration your Ideas for a Video about the terrain implications. I can quickly tell you that when you are flying over high terrain you have specific procedures (drift down) and routes to follow in case you are not able to maintain an Altitude that is above the MSA. When you are under radar control the Air Traffic Controller knows where the terrain is and your exact position, so in case you need assistance he/she can provides you with radar vectors to stay clear of obstacles. You must take into account the MSA, especially when you are overflying an area with high terrain. So, if you know where you are relative to the MSA you just need to stay above it and you are safe, this helps a lot at night or when you cannot see outside (due to low visibility).. Many thanks for watching my contents! I wish you a great day! Gabriele #PILOTCLIMB
@@PILOTCLIMB Thank you very much. If you should make a video about this topic it would be very helpful if you can tell how you work with the MSA. Also as i wrote in case of Engine Fail, Loss of Cabin Pressure. Also Loss of Communications. I picked up the example for Himalaya because on the enroute charts you have also MSA with more than 30ooo feet near the areas of Lukla. But also near the airports of Kathmandu and Paro there are very high MSA. Of course there are also other interesting regions like Bogota, Quito and others I ll watch out for your videos.
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Let me know in the comment below if you have any question regarding the Missed Approach!! Happy Landings...
In your intro you gave a definition less formal about missed app but i think that was for Go Around correct me if i wrong!
hey, I hope you are doing great!!
The Go around normally is referred to as the actual manoeuvre that the pilot performs (pitch up, add thrust and so).
The missed approach is the procedure that the pilot has to follow (climb straight ahead to 3000 feet for example) in case he/she performs a Go around.
The reality is that in real life we use these two terms interchangeably.
I wish you a great day!!
Gabriele
Pilotclimb
Hello Captain! Thanks for your videos.
I would like to ask: why we can still follow published missed approach even though we execute the go around below minima for ILS Cat II/III?
You are very welcome!! Because it guarantees the best obstacles separation
But why we cannot do the same for ILS Cat I. Is it related to minimum climb gradient of 2.1% (Cat I) and 2.5% (Cat II,III)?
I have a question about the video.
When you reach DISEV at 3000 feet above Sea Level, you have to go in a holding.
The holding shows LEFT ENTRY,
200 heading, after 4NM you have to make a U-turn to 020 heading, and then 4NM straight to the point where you have to make again a U-turn, before you repeat the cycle.
Also you have to be max. 210 knots fast.
When you enter the holding, how do you do that? Do you make a hard right and then a hard left turn to fly on 200 heading?
Or do you fly diagonal to the point where you have to make the U-turn, so that you can turn left to 020 heading?
Thank you captain!
Hey!!
Many thanks for your comment!!
Depending on how you approach the holding Fix (DISEV in this case) you have to perform a different entry procedure.
In the following like you find the video I made about holdings where I explain how to enter the holding:
ua-cam.com/video/ZxNA5iqdOjg/v-deo.html
Let me know if you still have any questions after you watched the Holding Video.
I wish you a great day!
Gabriele
Pilotclimb
May i ask another question about this chart please?
Why the chart tells, that you have to intercept the G/S at 3000ft and again at 2200ft?
What is the difference between
OM (Outer Marker) and LOM ?
What does the M mean at D0.7 from the Runway Locator?
Is it correct that i have, according to this chart, to crosscheck at the LOM and MM (Middle Marker) the Baro Altitude and the Distance to the Runway Locator?
Thank you again Captain!
P.S.
I didnt have the time to check all videos yet. But i'm on it.
Hey, I hope you are doing well!!
Many thanks for your comments!!
Why the chart tells, that you have to intercept the G/S at 3000ft and again at 2200ft?
The G/S interception is at 3000ft, what you see at 2200ft (the dashed line) is the Vertical Profile of the Localizer only approach, that makes you fly over the Final Approach Fix.
OM (Outer Marker) and LOM ?
LOM is Locator Outer Marker, you have this when the Locator is co-located with the Outer Marker.
What does the M mean at D0.7 from the Runway Locator?
This M is the Missed Approach Point.
Is it correct that i have, according to this chart, to crosscheck at the LOM and MM (Middle Marker) the Baro Altitude and the Distance to the Runway Locator?
This depends on which type of procedure you are flying, if you are flying the Localizer approach you need to do an altitude check over the Final Approach FIx and than read the altitude vs distances or follow the papi lights if insight.
If you are flying an ILS approach you can check the altitude when intercepting the GS and over the OM.
Remember once you have the papi insight you can follow them.
The locator is a different ground aid than the LOCALIZER.
I hope I cleared your doubts if you have any other questions let me know!
I wish you a great day.
Gabriele
#PILOTCLIMB
Hello Pilot!❣✈💪🏼🙏🏼🛬🛫🌏🌎🌍👑👩🏽✈🧑🏽✈wanna ask :
Who sets it?
Can you make a missed approach after the missed approach point?
(I think a runway can have more than 1 missed approach depending on the type of approach if precision approach or nonprecisin or...)
Cam MAP be the runway threshold? Height 0 distance 0 or there is always a distance from the threshold?
What is the minimum height you can desent to to take a missed approach or go around?
is missed approach the same as go around?
what if you were landing and touched runway and then had to take off gain to avoid collision with an aircraft let say, wouldn't you here have passed the missed approach point?😅👀❣✈
Hi, the missed approach can change depending on the procedure.
You can start a go around any time due to safety reasons, even after you touched the runway.
The difference is that the go around is the procedure to be applied in the flight deck, the missed approach is the route to follow (often we use one term to indicate both the procedure and the route)
Great..but what is the missed approach point MAP or MAPt?
Thanks for watching! It's the point at which you can start the Missed Approach Procedure turns.
@@PILOTCLIMB hii...great but can you elaborate a bit more...I mean after MAPt I can't land or make a missed approach...I should make it before...also is it only in IMC or can be also in VMC...also the point varies in precision or nonprecisin approach or in gps or ...
I wonder that when we start to do go around , which pitch it should be like take off around 15 degrees ? And when should we lower it to 2.5 degrees like before the altitude which is written ?
The pitch depends on the aircraft model, usually medium jets need 15 degrees of pitch. At acceleration altitude you lower the nose and clean up
I have x plane 11 simulator and my questions are: when I do a go around should I then re-engage the Lnav and Vnav again or not? On my FMC do I need to do anything to it?
What about explaining how to depart the go around and try to approach the missed approach runway again? Thanks!
Hey, Thanks for watching! So, if you loaded the procedure on the FMC you should have the missed approach route available in there. Depending on the software that your B737 has you might have to engage LNAV.
What you can do in order to check if you have to engage LNAV, after you push TOGA, check your FMA and see if LNAV is engaged.
You don't have to engage VNAV during a go around since the TOGA will take care of you acceleration climb until you reach your missed approach altitude.
If your FMC is loaded correclty you should not touch it during the go around.
After the Go around you can receive vectors form ATC, re-join the Approach procedure or request a self position approach (if the weather is good).
Let me know if you still have questions
Hi there... why in some companies SOP's, during a manually flown GA, do they require you to wait until you level off manually at the MAA before you engage the A/P & A/T? What's the benefit or purpose of this ? Would it not make more sense to engage the automatics earlier in the GA procedure so as to reduce workload on the crew? Thanks!
Hey, many thanks for watching!! The problem with low altitude operations is the Trim, since you are changing the attitude and the thrust settings rapdly during a MANUAL Go Around it is better to level off manually, from the plane and than engage the Automatics. Let me know if I answered your question.
Hello! Thanks for the video. Here my question! if i have to go missed for example on a 8 mile final and im already on the glidslope intersection altitud what is the preocedure for going missed? I have to keep tracking the LOC? and at what altitud i have to climb? Thank you. Im studying for my IRA checkride! Best regards!
Hey, thanks for watching and the comment!! You need to continue on the Localizer until the missed approach point and from there follow the missed approach procedure...you should climb to the missed approach Altitude..let me know if I answered your question 👍
@@PILOTCLIMB perfect, thank you for your time. Very good videos😛
Hello Captain. Thank you for your efforts and expertise.
Here is an idea for a video.
How do pilots react in high terrain region in case of
Engine Failure
Worst case: dual engine failure with twin jet
Loss of Cabin Pressure
Loss of Terrain Display, for example at night.
How do you react also regarding MSA.
Please take examples for Nepal Region near Kathmandu or Paro in Bhutan.
Are there special charts with escape routes?
And if yes, how are they structured.
How do you deal with the above mentioned problems at night?
Hello,
I hope you are doing great!!
I'm very happy you are finding my Videos useful.
I will seriously take into consideration your Ideas for a Video about the terrain implications.
I can quickly tell you that when you are flying over high terrain you have specific procedures (drift down) and routes to follow in case you are not able to maintain an Altitude that is above the MSA.
When you are under radar control the Air Traffic Controller knows where the terrain is and your exact position, so in case you need assistance he/she can provides you with radar vectors to stay clear of obstacles.
You must take into account the MSA, especially when you are overflying an area with high terrain.
So, if you know where you are relative to the MSA you just need to stay above it and you are safe, this helps a lot at night or when you cannot see outside (due to low visibility)..
Many thanks for watching my contents!
I wish you a great day!
Gabriele
#PILOTCLIMB
@@PILOTCLIMB
Thank you very much.
If you should make a video about this topic it would be very helpful if you can tell how you work with the MSA.
Also as i wrote in case of Engine Fail, Loss of Cabin Pressure. Also Loss of Communications.
I picked up the example for Himalaya because on the enroute charts you have also MSA with more than 30ooo feet near the areas of Lukla.
But also near the airports of Kathmandu and Paro there are very high MSA.
Of course there are also other interesting regions like Bogota, Quito and others
I ll watch out for your videos.
❤❤❤
Thanks for watching
if you are captain in ryanair i am sure you are missed approach master!!!!!!!😁😁