I think I agree. One will, of course, fly the missed approach, but one
may not want to //just// fly the missed. You have to think about any
special considerations necessary to get you back into a position from
which the missed approach can be executed safely. That doesn't mean
flying a DP by the letter, but in my mind, it most definitely means
knowing what is on the appropriate DP that might be relevant.

I view the rules in a certain hierarchy. First comes the rule of
avoiding hitting granite. Then come the FARs, then comes the AIM, and
eventually, way back in the end comes consideration of what I heard on
USENET.

-- dave j


Sam Spade wrote:

That is not the message they are trying to convey. They are trying to
tell you that, where the airport/obstacle environment is that complex,
you had better well have a plan to avoid obstacle while getting back to
the published missed approach procedure.