going missed on a contact

[justwork]

The scenario is this: descending into an airport and you catch the field visual, to save time you request the contact. This airport is uncontrolled and has more than one approach, and all the missed approaches are different. On the contact you lose the field and need to miss, which missed approach do you fly? For this example the runway you were planning to land on has 2 approaches, both with different missed approach procedures and your clearance was "XXXXXX you are cleared to X airport for the contact approach".

[toelessjoe]

Any time I've requested a contact approach from centre I always said for which runway I was planning, so that in the event I did have to shoot the missed they (and myself for that matter; always keep ahead of the airplane) would know what I would be doing. For the record I was recently asked this very question in an interview and the CP agreed wholeheartedly with me. Of course, we both took the same short bus to flight school, so take it with a grain of salt .

- Toeless.

[HeadingAltitudeSpeed]

Which approach did you have out and briefed prior to requesting the contact?

[toelessjoe]

Which approach did you have out and briefed prior to requesting the contact?

That's what I said, ya bastard!!!

Just kidding, don't go hatin' on the toeless one!!

- Toeless.

[200hr Wonder]

Agreed, fly the one you briefed.

However technically speaking I *think* that you can do any missed you like. The entire airport is protected airspace in terms of IFR aircraft so you should not conflict at any point with other aircraft.

[justwork]

Any time I've requested a contact approach from centre I always said for which runway I was planning, so that in the event I did have to shoot the missed they (and myself for that matter; always keep ahead of the airplane) would know what I would be doing.

I get that, but for discussion sake this runway has two approaches, say an ILS and an RNAV, both with totally different missed approach procedures. Which missed do you fly? Is ATC assuming you'll fly one and not the other?

Which approach did you have out and briefed prior to requesting the contact?

Who cares? The clearance was "cleared to CXXX for a contact approach". As a pilot I would fly the missed approach I briefed, but how does atc know that? I guess more importantly the question is does it matter which missed approach I fly?

However technically speaking I *think* that you can do any missed you like. The entire airport is protected airspace in terms of IFR aircraft so you should not conflict at any point with other aircraft.

These are my thoughts too, but I don't know for sure which is why I'm asking?

[HeadingAltitudeSpeed]

Which approach did you have out and briefed prior to requesting the contact?

That's what I said, ya bastard!!!

Just kidding, don't go hatin' on the toeless one!!

- Toeless.

Snicker... Guess my mouse clicking finger wasn't as fast as the Toeless wonder

I get that, but for discussion sake this runway has two approaches, say an ILS and an RNAV, both with totally different missed approach procedures. Which missed do you fly? Is ATC assuming you'll fly one and not the other?

Which approach did you have out and briefed prior to requesting the contact?

Who cares? The clearance was "cleared to CXXX for a contact approach". As a pilot I would fly the missed approach I briefed, but how does atc know that? I guess more importantly the question is does it matter which missed approach I fly?

However technically speaking I *think* that you can do any missed you like. The entire airport is protected airspace in terms of IFR aircraft so you should not conflict at any point with other aircraft.

These are my thoughts too, but I don't know for sure which is why I'm asking?

RAC 9.6.1

Our direction is to:
Issue alternate or missed approach instructions if weather conditions are such that completion of a contact approach is in doubt.

Now that being said, if prior to issuing the Contact I had said to expect the XXX approach then I would anticipate you flying the missed approach procedure for that approach to be flown. We are only responsible for traffic separation with a missed approach from a contact approach so any alternate instructions are solely for traffic.

The long and short of it is that it really doesn't matter what you do. If you have been cleared for a contact you pretty much have the entire airport to yourself. It effectively shuts everyone else down since I can no longer control your flight path. You could effectively do 360's for and hour waiting for a fog patch to move. This is why you won't see them used at anyplace with significant traffic. They are very restrictive on our end.

I think I have only issued 1 contact approach in YYC in the last 15 years.

[justwork]

awesome, thanks.

[HeadingAltitudeSpeed]

NP here to serve

[portsatc]

In yyz acc low level we use contacts on a regular basis. If it is at an airport with a tower I will always specify the runway because the tower needs to know this info and the approach should be for the active runway. At an airport without a tower or fss I will clear an aircraft for the contact and runway of their choice. If I clear someone for a contact approach and do not specify the runway I am blocking for all missed approaches. Usually we block the altitude of the missed and no aircraft would be allowed in the vicinity at that alt or below until the aircraft calls down, in the missed or cancelling.

[Braun]

Exactly what portsatc said plus we also compensate for temperature corrections during the winter.

[abercrombie]

Just wondering, do your computers automatically add the correction or do you have to apply it manually? And off topic, but I hear people all the time constantly check into Centres in the climb/descent stating the altitude they're leaving and cleared for. Is it not true that when you are initially radar identified, you don't have to ever say your passing altitude again? Thx.

[Braun]

For the altitude on check in yes it is true once you are radar you don't need to check in every time. As for altitude correction we have one paper chart where I work which we use with corrections or we also have to sets of minimum vectoring altitudes displayed on our radar one for >0 degrees and one for 0 degrees and below. Hope it helps!

[cyeg66]

...we also have to sets of minimum vectoring altitudes displayed on our radar one for >0 degrees and one for 0 degrees and below. Hope it helps!

I thought it was 0 degrees and up and -0 degrees and less....
We had those until last year. Now our MVAs are set by the dates May 1-Sept 30 (summer MVA) and Oct 1-April 30 (winter). We were tired of giving a rat's a$$ about the temperature hovering around 0.

[kevenv]

We use the winter MVA's all year as there isn't a big difference for us.

[AOW]

WRT to the original question, problems come if you go missed from a contact, but you are already below the MDA for any approach into the airport. (several BC hot spots come to mind...) In this case, flying the missed will not guarantee terrain clearance; instead you ought to follow a departure procedure appropriate for where you are.