You can go miss anywhere on the approach, not just the MAP. If you get a
false glideslope (not a totally uncommon occurence and the reason they
glideslope intercept altitude is published), then you have to go missed, or
possible downgrade to the localizer. The correct procedure is to climb and
continue the course until you can determine by any means you can that you
are at the MAP and then turn. In the mean time, call ATC.

Paul
"Hilton" wrote in message
nk.net...
Steven,

Hilton wrote:

The problem is that you have no missed approach procedure to follow.

Show me an ILS without a missed approach procedure.

If you're gonna quote me out of context, then we're wasting our time here.
To thoroughly beat this dead horse, my point was that if you start your
turn
before the MAP, you have no missed approach procedure to follow that will
guarantee you 'safety' since the missed approach procedure starts at the
MAP.


Let's
say, for example, that the missed is a 180 degree turn back to the LOM.
If
you start your turn early (i.e. fly the missed right now), you may hit
a
mountain.

i.e. you must have a way to determine (at least approximately) where
the
MAP
is; for examples are GS, DME, VOR, timing...


Easily done. A standard 3 degree GS descends 318' per nautical mile,
altitude above DH is directly proportional to distance from the MAP. To
make the arithmetic simpler 300' per mile is a close enough
approximation.

And if it is not standard? So they have to do this divide by 300 math and
then figure out the time from their airspeed? Well, you're welcome to
teach
your students (if you're a CFI-I) to suddenly do this math real-time in
IMC
on an ILS during a good-ol' pucker moment. I will teach my students to
push
one little button in exactly the same place every time on every instrument
approach.

Hilton