The instrument approach provides terrain clearance along and
to a limited area either side of the final and missed
approach path charted. A climb along the approach path is
safe, but if you begin a turn prior to the charted location,
you run the risk of hitting an obstruction.
Consider a fictional IAP with a missed approach that calls
for a right turn and going direct to a fix. If it is an
ILS, the miss will start at 200 feet or lower from over the
runway. But if you miss on the three mile final and start
the turn (and climb) early, you would be about 700 at the
start, but could also be abeam a TV tower.

Perhaps most missed approaches can be flown differently, but
flown to the design, on the track that was flight tested, it
will work on any approach.



"Newps" wrote in message
. ..
|
|
| Jim Macklin wrote:
| On a missed approach begun early, prior to reaching the
MAP,
| climb to the missed approach altitude but do not turn
until
| reaching the MAP or that point indicated on the chart.
If a
| turn is indicated, perform that turn as charted, but not
| prior to the expected position past the MAP.
|
|
|
| From a well known instrument instructor and writer:
|
|
| I don't believe this is true. Follow the instructions
WHEREVER you
| start the miss, and there is no need to fly to the MAP,
UNLESS specified.
|
| Standard challenge of mine for many decades: Find me an
approach
| anywhere where executing the miss as stated will get you
in trouble
| if you miss "early" inside the FAF.
|
| I've no objection if you DO it to feel good, but I don't
believe it
| is a REQUIREMENT, built into the system.
|
|
| Best...
| John