Missed Approach
The missed approach is the published escape procedure flown when you cannot land from an approach — you reach DA/MDA or the MAP without the required visual references, the approach becomes unstable, or it is otherwise unsafe. You add power, climb, configure, and fly the published track (or ATC instructions) to the holding fix.
Step by step
- 1Decide promptly at DA (precision) or the MAP (non-precision) — if the landing criteria of 14 CFR 91.175 are not met, go missed.
- 2Apply takeoff/go-around power.
- 3Pitch to the climb attitude and establish a positive rate of climb.
- 4Retract flaps/gear in stages (clean up) per the POH as the airplane accelerates and climbs.
- 5Fly the published missed approach track — the initial heading/course, then the route to the missed approach holding fix — or comply with ATC instructions.
- 6Advise ATC of the missed approach, and set up to hold or re-attempt as cleared.
Tips & common errors
- Power, pitch, configure, navigate, communicate — fly the airplane and climb first, then clean up and track the procedure.
- Have the missed approach briefed BEFORE you start the approach so it is automatic.
- Common error: hesitating at DA/MAP, or starting the turn before the published point (most missed approaches require flying straight ahead first to a point).
- Set up nav/GPS for the missed approach hold early so you are not heads-down during the climb.
ACS completion standards
The commonly-tested tolerances for this maneuver. Always confirm the current ACS for your certificate.
- Initiate the missed approach promptly at DA/MDA/MAP when required.
- Apply proper power/pitch/configuration and establish the climb; maintain airspeed ±10 knots.
- Fly the published missed approach (or ATC) track and comply with holding instructions.
FAA source
FAA-S-ACS-8 (Instrument Rating ACS), Task: Missed Approach; Instrument Flying Handbook FAA-H-8083-15, Chapter 11; 14 CFR 91.175.
This is an original, plain-English study summary grounded in the public-domain FAA Airman Certification Standards and FAA handbooks cited above. It is a study aid, not flight instruction, and not a substitute for the official ACS, the handbooks, your aircraft’s POH/AFM, or a certificated flight instructor.
Related maneuvers
- Attitude Instrument Flying & the Instrument ScanAttitude instrument flying is the foundation of all instrument flight: you control the airplane by interpreting the instruments instead of looking outside. You set an attitude on the attitude indicator (control), verify the result on the other instruments (performance), and trim. A disciplined cross-check (scan) prevents fixation and keeps every parameter in tolerance.
- Constant-Airspeed Climbs & DescentsOn instruments you frequently change altitude at a constant airspeed. You set a pitch and power for the desired airspeed, hold it with the scan, and lead the level-off so you roll out exactly on the new altitude and back at cruise airspeed.
- Rate Climbs & Descents (Constant Vertical Speed)Sometimes you must hold a specific vertical speed (for example to meet a crossing restriction or to fly a constant descent rate on an approach). You adjust pitch and power to pin the VSI to a target rate while still controlling airspeed, then lead the level-off.
- Steep Turns (Instrument)On instruments, a steep turn (typically a sustained 45° bank) tests your cross-check and control as the higher bank increases the back-pressure and power needed to hold altitude. With no outside horizon, you must control everything by the attitude indicator and supporting instruments.
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