A MAP is formulated for each published instrument approach and allows the pilot to return to the airway structure while remaining clear of obstacles. The procedure is shown on the approach chart in text and graphic form. Since the execution of a missed approach occurs when the flight deck workload is at a maximum, the procedure should be studied and mastered before beginning the approach.

When a MAP is initiated, a climb pitch attitude should be established while setting climb power. Configure the aircraft for climb, turn to the appropriate heading, advise ATC that a missed approach is being executed, and request further clearances.

If the missed approach is initiated prior to reaching the MAP, unless otherwise cleared by ATC, continue to fly the IAP as specified on the approach chart. Fly to the MAP at or above the MDA or DA/DH before beginning a turn.

If visual reference is lost while circling-to-land from an instrument approach, execute the appropriate MAP. Make the initial climbing turn toward the landing runway and then maneuver to intercept and fly the missed approach course.

Pilots should immediately execute the MAP:

According to 14 CFR part 91, no pilot may land when the flight visibility is less than the visibility prescribed in the standard IAP being used. ATC provides the pilot with the current visibility reports appropriate to the runway in use. This may be in the form of prevailing visibility, runway visual value (RVV), or runway visual range (RVR). However, only the pilot can determine if the flight visibility meets the landing requirements indicated on the approach chart. If the flight visibility meets the minimum prescribed for the approach, then the approach may be continued to a landing. If the flight visibility is less than that prescribed for the approach, then the pilot must execute a missed approach regardless of the reported visibility.

The landing minimums published on IAP charts are based on full operation of all components and visual aids associated with the instrument approach chart being used. Higher minimums are required with inoperative components or visual aids. For example, if the ALSF-1 approach lighting system were inoperative, the visibility minimums for an ILS would need to be increased by one-quarter mile. If more than one component is inoperative, each minimum is raised to the highest minimum required by any single component that is inoperative. ILS glideslope inoperative minimums are published on instrument approach charts as localizer minimums. Consult the “Inoperative Components or Visual Aids Table” (printed on the inside front cover of each TPP) for a complete description of the effect of inoperative components on approach minimums.

The more experience a pilot has in VFR and IFR flight, the more proficient a pilot becomes. VFR experience can be gained by flying in terminal areas with high traffic activity. This type of flying forces the pilot to polish the skill of dividing his or her attention between aircraft control, navigation, communications, and other flight deck duties. IFR experience can be gained through night flying which also promotes both instrument proficiency and confidence. The progression from flying at night under clear, moonlit conditions to flying at night without moonlight, natural horizon, or familiar landmarks teaches a pilot to trust the aircraft instruments with minimal dependence upon what can be seen outside the aircraft. It is a pilot’s decision to proceed with an IFR flight or to wait for more acceptable weather conditions.

Currency as an instrument pilot is an equally important consideration. No person may act as pilot in command of an aircraft under IFR or in weather conditions less than VFR minimums unless he or she has met the requirements of Part

Regulations specify minimum equipment for filing an IFR flight plan. It is the pilot’s responsibility to determine the adequacy of the aircraft and navigation/communication (NAV/COM) equipment for the proposed IFR flight. Performance limitations, accessories, and general condition of the equipment are directly related to the weather, route, altitude, and ground facilities pertinent to the flight, as well as to the flight deck workload.