Having flown the RWY14 approach in Zurich a few times now in the PMDG MD-11 I decided to fly a missed approach. The approach plate for the ILS DME Rwy14 CAT II/III shows a requirement to climb on track of 137 deg (ie the rwy heading) to 4000' and then a LH turn at 5.1 miles DME from the IKL beacon to 360 deg track and intercept the the 234 radial ZUE. At 7.8 DME ZUE then continue the climb to 7000'. Cross ZUE and track the 097 radial ZUE to the AMIKI waypoint. Assuming a second attempt at an approach is allowed which I guess it would be if the reason for going missed was something like an obstructed runway for example, what actions do the crew take to perform a second approach? Would we normally set up something in advance to quickly program the FMS or would we just use the autopilot to follow the missed approach route and then make a "Direct To" a suitable waypoint like TRA in this case. I know that in real life such manoevers would be under ATC directions but I presume one has to be prepared in case of Loss of Comms.So my question is what do the real aircrew do to address the MAP before the initial approach? Peter Coveney

I believe the missed approach is programmed into the approach data if you enter the runway approach into the FMS. If not, it should be done so... the last thing you want to be doing on MA is to be fiddling around with the FMS and MCDUs...AndrewEDIT: Just to add, I am not a RW pilot, not even PPL, just going off the info when I programme the MD-11 FMS... the approach navdata often have the missed approach procedures for the specific runway chosen...

I believe the missed approach is programmed into the approach data if you enter the runway approach into the FMS. If not, it should be done so... the last thing you want to be doing on MA is to be fiddling around with the FMS and MCDUs...AndrewEDIT: Just to add, I am not a RW pilot, not even PPL, just going off the info when I programme the MD-11 FMS... the approach navdata often have the missed approach procedures for the specific runway chosen...

Yes, I noticed that but it just gets you to a waypoint, not all the way back round to have another go at the runway. Perhaps because you have a choice whether to divert to your alternative or recircuit to the same runway or even a different one if the runway was blocked by perhaps another aircraft that cant be moved. I just wndered what a real life crew would do in an MD-11 or similar aircraft. I am guessing they would just start putting waypoints into the FMS to get back onto the appropriate approach. Obviously in a place like Switzerland you would need to be careful.Peter

...and if it isnt you should program it yourself BEFORE take-off / flight og before TD. Roar

Would we normally set up something in advance to quickly program the FMS or would we just use the autopilot to follow the missed approach route and then make a "Direct To" a suitable waypoint like TRA in this case. I know that in real life such manoevers would be under ATC directions but I presume one has to be prepared in case of Loss of Comms.So my question is what do the real aircrew do to address the MAP before the initial approach? Peter Coveney

The missed approach is part of the approach briefing. The non-flying pilot verifies that the FMC contains the correct approach and that the waypoints for the approach and missed approach agree with the approach plate. All entries in the FMC route (even if loaded automaticly) are manually verified against the paper flight plan. Bill

The missed approach is part of the approach briefing. The non-flying pilot verifies that the FMC contains the correct approach and that the waypoints for the approach and missed approach agree with the approach plate. All entries in the FMC route (even if loaded automaticly) are manually verified against the paper flight plan. Bill

Hi Bill,So during the Approach brief the PF would make a statement like:" On going missed we will divert to the Alternate" (LSFB in this case) or "we will make a second attempt and then divert". I would imagine the company operations manual would have something about the number of attempts due to the fuel on board.The missed approach at LSZH stops at AMIKI. With normal Comms I would expect tp be given vectors and altitudes to re intercept the ILS. What would the crew do from there if they did not have Comms and a second attempt looked promising for RWY 14? Looking at the chart I suspect it is to proceed to TRA. Maybe it is compulsory to go direct to the Alternate if one loses Comms? Maybe the pilot could use his cellphone - it happened where I fly from (al beit in VFR conditions)!Peter

I am not 100% certain, but I would say that no MAP would take you all the way around as it were to the ILS intercept. MAPs take you to some fix, from which an approach may be started again, some initial approach fix for an ILS or whatever. So, once you are at the fix at the required altitude, you may begin the approach from the new IAF...That is how I understand it, and all of this would occur as was rightly said during the approach briefing, as I understand it...Andrew

Hi Bill,So during the Approach brief the PF would make a statement like:" On going missed we will divert to the Alternate" (LSFB in this case) or "we will make a second attempt and then divert". I would imagine the company operations manual would have something about the number of attempts due to the fuel on board.The missed approach at LSZH stops at AMIKI. With normal Comms I would expect tp be given vectors and altitudes to re intercept the ILS. What would the crew do from there if they did not have Comms and a second attempt looked promising for RWY 14? Looking at the chart I suspect it is to proceed to TRA. Maybe it is compulsory to go direct to the Alternate if one loses Comms? Maybe the pilot could use his cellphone - it happened where I fly from (al beit in VFR conditions)!Peter

The Missed approach briefing will outline how/who will fly the missed approach. The reason for the missed approach and the status of the aircraft will determine what the crew will do after arriving at the holding fix. Normally ATC will vector the aircraft back into position (depending on ATC workload) for another approach if that is what the crew decides to do. Some of the reasons for the missed approach are equipment failure (aircraft/ATC/NAV), aircraft or crew not qualified to execute the approach, not stabilized on the approach, the weather changes, the runway becomes unusable and numerous other reasons. Bill