Missed Approach

Objective

By lesson completion, the student will demonstrate proficiency in recognizing when a missed approach is necessary and executing the missed approach procedure in accordance with 14 CFR §91.175 and published procedures. The student will promptly initiate the missed approach, establish the appropriate climb configuration, follow the published procedure, and maintain heading ±10°, airspeed ±10 knots, and altitude ±100 feet while managing single-pilot IFR workload. Performance will meet or exceed standards established in FAA-S-ACS-14, Task IH.VII.C.

Content

Regulatory Foundation

14 CFR §91.175 - Takeoff and Landing Under IFR establishes when a missed approach is mandatory. The pilot must immediately execute the missed approach procedure when:

• Upon arrival at the missed approach point (MAP) and the required flight visibility or runway environment is not in sight
• At any time the required visual references are lost during the approach below DA/DH or MDA
• Determined by ATC

14 CFR §91.177 governs altitude requirements during missed approach climbs in controlled airspace. 14 CFR §97.3 defines terms including Decision Altitude (DA), Decision Height (DH), Minimum Descent Altitude (MDA), and Missed Approach Point (MAP). These definitions drive when and how we execute the procedure.

Elements of Missed Approach Procedures (K1)

Missed Approach Point Identification: The MAP location varies by approach type. For precision approaches (ILS, LPV), the MAP is at DA/DH. For non-precision approaches (VOR, LOC, RNAV LNAV, etc.), the MAP may be:

• A specific fix identified by bearing/DME
• A timing point from the FAF
• A GPS waypoint

In helicopters, we often use point-in-space (PinS) approaches where the MAP is a specific GPS coordinate. The pilot must positively identify the MAP—never guess or estimate.

Missed Approach Procedure Components: Every published missed approach has three elements:

1. Initial climb instructions — Typically “climb to [altitude]” beginning at the MAP
2. Lateral guidance — Turn directions, headings, or courses to fly (e.g., “climbing right turn to 3000 direct ABC VOR”)
3. Holding or clearance limit — Where to go after the initial segment, usually a holding pattern at a fix

The procedure is published on the approach chart in text form below the profile view and graphically in the profile view itself. Think of it as a departure procedure in reverse—you’re transitioning from approach mode back to en route navigation.

Helicopter-Specific Considerations: Helicopters have unique missed approach challenges:

• Higher pitch attitudes required — Most training helicopters (R22, R44, Schweizer 300) require significant nose-down pitch during approach. Transitioning to climb attitude is dramatic.
• Power limitations — You may not achieve charted climb gradients in hot/high conditions. This must be evaluated before the approach.
• Single-pilot workload — Unlike turbine helicopters with autopilots, light piston helicopters require manual flight throughout. Managing radios, navigation changes, and flight controls simultaneously demands excellent SRM.
• No autopilot in most trainers — You cannot offload any flight control tasks. Every heading change, altitude capture, and power adjustment is manual.

FMS/GPS Considerations: When using an IFR-certified GPS as the primary navigation source:

• Most modern GPS units automatically sequence to the missed approach when you reach the MAP during an approach
• Some require manual activation—know your equipment (GTN 750, G500H, etc.)
• The GPS will provide lateral and vertical guidance throughout the missed approach if properly loaded
• In helicopters without autopilots, the GPS provides situational awareness but you still hand-fly everything

Climb Gradient Requirements: Part 97 approaches specify required climb gradients in feet per nautical mile (ft/NM). Standard is 200 ft/NM, but some procedures require more (e.g., 400 ft/NM) due to terrain or obstacles. A 200 ft/NM gradient equals approximately:

• 60 knots groundspeed = 200 fpm climb
• 90 knots groundspeed = 300 fpm climb

Calculate beforehand: Does your helicopter have the climb performance available? In a R44 at 2,200 lbs on a hot day at 5,000 ft elevation, you might only achieve 300 fpm. At 80 knots, that’s 267 ft/NM—adequate for standard gradients but insufficient if 400 ft/NM is published.

Risk Management

R1 - Deviations from Prescribed Procedures or ATC Instructions

Missed approach procedures are not optional—they are obstacle-protected flight paths. Deviating from the published procedure can result in controlled flight into terrain (CFIT). Common dangerous deviations:

• Turning before the MAP (may descend into obstacles laterally offset from final approach course)
• Climbing through assigned altitudes without clearance
• Flying direct to a distant fix rather than following the stepwise procedure
• Guessing at the procedure from memory instead of verifying the chart

ATC may issue alternate missed approach instructions (“Fly heading 090, climb and maintain 3000”). When this occurs, acknowledge immediately and comply—ATC has separated you from other traffic and terrain. If you cannot comply due to performance limitations, state “UNABLE” and request alternate instructions.

Single-pilot risk: In the stress of a missed approach, it’s easy to misread or forget instructions. Combat this by:

• Writing down amended instructions on a kneepad or MFD scratchpad
• Repeating clearances back verbatim
• Setting up navigation aids (heading bug, GPS course) before starting the approach

R2 - Holding, Diverting, or Electing to Fly the Approach Again

After executing a missed approach, you have three primary options:

1. Hold as published — If no better plan exists and fuel permits
2. Request another approach — Weather may be improving; consider new ATIS/AWOS
3. Divert to alternate — The prudent choice if weather is below minimums with no improvement trend

Decision factors include:

• Fuel remaining — Each approach attempt and missed approach burns significant fuel. In a R44, a full approach might consume 8-12 gallons. Calculate fuel required to reach alternate plus 30-minute reserve per 14 CFR §91.167.
• Weather trends — Is visibility improving or deteriorating? Check ATIS updates.
• Pilot fatigue — Single-pilot IFR in helicopters is exhausting. Be honest about fatigue-induced error risk.
• Alternate availability — Is your filed alternate still above minimums?

Never hold indefinitely hoping weather improves. Establish a fuel decision point before beginning any approach attempt. Ryan Dale’s rule: “If you fly one approach and miss, fine. If you fly two and miss both, you’re gambling with margins. Divert.”

R3 - Helicopter Configuration During Approach and Missed Approach

Configuration management during the approach-to-missed transition is critical:

Approach Configuration (typical piston helicopter):

• Airspeed: 60-80 KIAS depending on POH
• Power: Reduced, carburetor heat ON (if applicable)
• Attitude: Nose-down for descent
• Collective: Mid-range or lower

Missed Approach Configuration:

• Airspeed: VY (best rate of climb, typically 50-60 KIAS for trainers)
• Power: Maximum continuous or climb power per POH
• Attitude: Nose-up for climb
• Collective: Increased to climb position
• Carburetor heat: OFF (full power requires it off for maximum performance)

The transition is dramatic: From a nose-low, power-reduced descent to a nose-high, full-power climb in seconds. This requires immediate, positive control inputs:

1. Power first — Smoothly apply climb power to avoid overtorquing
2. Attitude second — Raise nose to establish climb attitude
3. Trim and stabilize — Once climb is established at VY, reduce workload

Risk: Helicopters have high power-to-weight ratios. Aggressive collective application can cause an overtorque or exceed rotor RPM limits. In the R22/R44, watch the manifold pressure/torque gauge closely.

R4 - Factors Leading to Missed Approach Before MAP or Go-Around Below Minimums

Before the MAP: Several situations may require initiating the missed approach procedure prior to reaching the MAP:

• Unstabilized approach — Excessive deviation from glidepath, airspeed, or course alignment
• Loss of required navigation equipment — GPS failure, VOR flag, etc.
• ATC instructions — Tower calls “go around” due to traffic or runway obstruction
• Required visual references not in sight at DA/DH — On precision approaches, execute immediately at DA
• Safety of flight — Any condition making continuation unsafe (windshear, extreme turbulence, mechanical issue)

Below minimums: 14 CFR §91.175(c) is clear—once below DA/DH or MDA, you may continue to land ONLY if the required visual references remain in sight and the aircraft is in position for a normal landing. If visual references are lost at any point, immediately execute a missed approach. Do not attempt to salvage the approach.

Think of it this way: DA/DH and MDA are decision points, not targets altitudes to reach. If conditions warrant, execute the missed earlier. There is no penalty for a conservative decision.

R5 - Management of Automated Navigation and Autoflight Systems

Most training helicopters (R22, R44, Schweizer 300) lack autopilots. However, many have advanced GPS systems (Garmin GTN 650/750, G500H TXi, etc.) that provide:

• Automated approach sequencing
• Missed approach automatic sequencing (on some units)
• Flight director guidance
• Synthetic vision

GPS Management During Missed Approach:

• Most IFR GPS units auto-sequence to missed approach when passing the MAP during an active approach
• Verify the unit has sequenced—check the active waypoint and flight plan
• If the unit does not auto-sequence, manually activate the missed approach procedure (consult POH/AFM supplement)
• The GPS will provide course guidance to the holding fix or clearance limit

Situational Awareness Traps:

• GPS shows the missed approach path, but YOU must fly it manually
• Do not fixate on the GPS while hand-flying; use it for navigation awareness, not primary flight reference
• In helicopters without flight directors, you’re flying raw data—attitude indicator, altimeter, heading indicator, and GPS course deviation

For helicopters with autopilots (e.g., EC135, AS350 with autopilot):

• Know autopilot limitations—many helicopter autopilots provide heading and altitude hold but not full GPSS/approach coupling
• The autopilot may disconnect during the transition to missed approach; be prepared to hand-fly
• Never rely solely on automation; remain proficient in manual flight

Missed Approach Procedure Execution

Step-by-step execution discipline:

1. Recognition — Arrive at MAP without required visual references OR lose visual references below minimums OR receive ATC instruction to go-around
2. Decision and announcement — “GOING MISSED” (to yourself and ATC as soon as practical)
3. Power and pitch — Smoothly apply climb power, establish climb attitude
4. Configuration — Positive rate of climb established, verify VY, carb heat off if applicable
5. Navigation — Execute the published lateral procedure (heading, turn, course intercept)
6. Communication — Advise ATC: “[Callsign] missed approach”
7. Checklist — Accomplish missed approach/go-around checklist items
8. Plan — Decide next action (hold, retry, divert) and communicate with ATC

Single-pilot prioritization: Aviate, navigate, communicate. Get the helicopter climbing first, then worry about turning to the correct heading, then call ATC. ATC will understand a 5-10 second delay while you establish aircraft control.

ATC Communication

Standard missed approach call: “[Facility], [Callsign], missed approach.”

ATC will typically respond with:

• “Roger, climb and maintain [altitude], fly the published missed approach,” OR
• “Roger, fly heading [heading], climb and maintain [altitude],” OR
• “Roger, what are your intentions?”

If you cannot comply with a clearance or climb gradient: “[Callsign] unable, request [alternative].”

Example: “Approach, Helicopter 123, unable published missed approach due to climb performance, request vectors.”

Performance Standards Summary

Maintain during missed approach:

• Airspeed: ±10 knots
• Heading/course/bearing: ±10°
• Altitude(s): ±100 feet
• Proper configuration per POH/RFM
• Positive rate of climb established promptly

Schedule

Equipment

Required References:

• FAA-S-ACS-14, Instrument Rating – Helicopter ACS (Task IH.VII.C)
• FAA-H-8083-15B, Instrument Flying Handbook (Chapter 10)
• FAA-H-8083-21B, Helicopter Flying Handbook (Chapter 11 - Helicopter IFR Operations)
• 14 CFR §91.175 (Takeoff and landing under IFR)
• 14 CFR §91.177 (Minimum altitudes for IFR operations)
• 14 CFR §97.3 (Definitions)
• Current Terminal Procedures Publication (TPP) with approach plates for training area
• Helicopter POH/RFM (climb performance charts, missed approach procedures)

Training Materials:

• IFR-certified helicopter with required instruments per 14 CFR §91.205(d)
• IFR GPS (GTN 650/750 or equivalent) with current database
• View-limiting device (hood or foggles)
• Approach plates for local instrument approaches (minimum 3 different approach types)
• Kneepad and pencil for copying clearances
• Aviation headset with intercom capability
• Current Los Angeles or appropriate sectional chart
• Fuel calculation worksheet
• Missed approach scenario cards (instructor preparation)

Visual Aids:

• Whiteboard or tablet for drawing missed approach profiles
• Sample approach plates with highlighted missed approach procedures
• GPS operation quick-reference card
• Climb gradient calculation examples

Aircraft:

• Helicopter certificated and equipped for IFR flight per 14 CFR §91.205(d) and §91.411/413
• Adequate climb performance for training area approaches
• Functioning GPS with current navigation database
• Intercom for instructor-student communication

Instructor Actions

1. Conduct comprehensive ground instruction on missed approach procedures — Begin with 14 CFR §91.175, emphasizing that missed approaches are mandatory, not optional, when required visual references are not present. Use real approach plates from the training area and trace each missed approach procedure step-by-step on the profile view.

2. Explain the three components of every missed approach — Initial climb altitude, lateral guidance (heading, course, or direct-to instructions), and clearance limit (usually holding fix). Have the student identify these three components on 4-5 different approach plates to ensure understanding.

3. Demonstrate MAP identification methods — Show how to identify the MAP for precision approaches (at DA/DH), timing-based non-precision approaches (FAF plus time calculation), and GPS-based approaches (waypoint alert). Use actual flight scenarios: “Here’s what the GPS will look like,” “Here’s what the clock will show,” “Here’s what the VOR/DME will indicate.”

4. Calculate climb gradient requirements together — Use the helicopter’s current weight, density altitude, and POH climb performance chart. Show the math: groundspeed divided by 60 equals NM per minute; climb rate in fpm divided by NM per minute equals gradient in ft/NM. Determine if the helicopter can meet published gradients for planned approaches.

5. Emphasize helicopter-specific configuration management — Demonstrate or describe the dramatic transition from nose-down approach descent (low power, 70 KIAS) to nose-up missed approach climb (full power, VY). Stress proper sequencing: power first to avoid settling, then attitude change, then trim. Warn about overtorque risks in piston helicopters.

6. Discuss risk management scenarios — Present realistic scenarios requiring missed approach decisions: arriving at MDA at the MAP with no runway in sight, losing visual reference 50 feet below MDA on short final, receiving “go around” call from tower, recognizing an unstabilized approach at 300 feet AGL. Have the student verbalize the correct action for each.

7. Demonstrate GPS missed approach sequencing — Using the actual GPS unit in the helicopter or a simulator, show how the GPS auto-sequences (or doesn’t) at the MAP during an active approach. Show how to manually activate missed approach mode if required. Demonstrate where to look for course guidance to the holding fix.

8. Review ATC communication procedures — Provide phraseology examples for calling the missed approach, acknowledging alternate instructions, and declaring inability to comply with climb gradients or procedures. Practice several mock radio calls: “Approach, Helicopter 123 missed approach,” “Unable published climb gradient, request lower altitude or vectors.”

9. Conduct pre-flight planning session — Review the approaches planned for the flight, brief expected missed approach procedures, establish fuel decision points (e.g., “After two approach attempts, we divert regardless of weather trend”), discuss personal minimums, and brief “what-if” scenarios.

10. Before flight, perform configuration practice on the ground — With the helicopter at idle or low RPM, have the student practice the control movements for transitioning from approach to missed configuration. Talk through: “Power smoothly to climb setting, collective up, check torque, nose up for VY pitch, trim.”

11. During flight, set up multiple approach scenarios — Begin with briefed, planned missed approaches so the student knows it’s coming. Then introduce surprise missed approaches: “You’re at the MAP—go missed NOW.” Vary the conditions: IMC, marginal VFR, different approach types, different MAP identification methods.

12. Provide realistic MAP callouts — When acting as safety pilot during hood work, provide appropriate cues: “Approaching MAP in 10 seconds, runway not in sight,” or “You’re at decision height, I don’t have the approach lights,” or simulate tower: “Helicopter 123, go around, aircraft on runway.”

13. Observe and critique configuration management — Watch for proper power application (smooth, not abrupt), correct pitch attitude (nose up to VY), torque/manifold pressure within limits, and stabilization at VY before making heading changes. Correct deficiencies immediately: “Too much nose-up pitch—you’re 15 knots slow. Lower the nose to VY.”

14. Monitor altitude and heading control during missed approach — Call out deviations: “You’re 150 feet below assigned—what’s your altitude?” “You’re 20 degrees left of course—check your heading.” Use Socratic questioning to develop self-correction: “Where should you be right now? What does the GPS say you need to do?”

15. Evaluate GPS management — Verify the student confirms GPS sequencing to missed approach, checks the active waypoint, and uses the GPS course guidance appropriately. Correct over-reliance on GPS: “Don’t stare at the GPS—where’s your attitude indicator telling you you’re going?” Simulate GPS failures during missed approach execution.

16. Ensure proper checklist usage — Prompt the student to accomplish the missed approach/go-around checklist at the appropriate time (after aircraft is stabilized in climb, before entering holding). In single-pilot helicopters, this is typically after initial climb is established and course is intercepted.

17. Introduce ATC-directed alternate missed approach instructions — During one or more approaches, provide (simulated or actual) alternate instructions: “Helicopter 123, missed approach, fly heading 360, climb and maintain 3000.” Verify the student acknowledges correctly, sets heading bug, and complies while maintaining aircraft control.

18. Create decision-making scenarios — After executing a missed approach, ask: “Now what? Do you want to try again, hold, or divert?” Prompt consideration of fuel state, weather trends, pilot fatigue, and alternate availability. Guide proper decision-making: “We have 45 minutes of fuel remaining. Alternate is 20 minutes away. How many approach attempts can we make?”

19. Demonstrate proper holding entry after missed approach — If the missed approach procedure includes holding, ensure the student correctly identifies the holding fix, determines proper entry (direct, parallel, or teardrop), and executes the entry while maintaining ACS standards. Holding is often the most complex part of the missed approach.

20. Debrief each missed approach immediately after execution — Discuss what went well and what needs improvement: “Your power application was smooth, but you let the heading drift 25 degrees during the initial climb. How can you prevent that?” Use positive reinforcement for good decisions: “Excellent callout of ‘going missed’—immediate and clear.”

21. Conduct comprehensive post-flight debrief — Review all missed approach executions, configuration management, altitude/heading/airspeed control, navigation tracking, GPS management, ATC communication, and decision-making. Identify patterns: “I noticed you consistently added power too slowly. Let’s discuss why that’s critical.” Assign areas for focused improvement in the next lesson.

22. Assign additional study — Direct the student to review IFH Chapter 10 sections on missed approach procedures, review TPP legend information on missed approach symbology, and practice identifying missed approach procedures on 10 different approach plates before the next lesson.

Student Actions

1. Actively participate in ground instruction — Ask questions about any missed approach elements that are unclear. Request additional examples if needed. Take detailed notes on configuration changes, power settings, pitch attitudes, and ATC phraseology.

2. Identify missed approach procedure components on approach plates — For each approach plate provided, highlight or annotate the three components: initial climb altitude, lateral procedure, and clearance limit. Verbalize the procedure: “At the MAP, I’ll climb to 2,500, turn right heading 090, then proceed direct to the ABC VOR and hold as published.”

3. Calculate climb gradients for planned approaches — Using helicopter weight, temperature, and pressure altitude, determine the expected climb rate in fpm. Calculate the gradient in ft/NM based on planned missed approach airspeed. Determine if the helicopter meets published requirements. Brief any concerns to the instructor.

4. Practice verbalizing missed approach scenarios — When presented with scenarios by the instructor, immediately state the required action: “I’ve reached MDA at the MAP and don’t have the runway—I’m executing the missed approach now.”

5. Demonstrate pre-flight preparation — Review approach plates, program GPS with approaches and missed approach procedures, calculate fuel decision points, brief missed approach procedures out loud, and prepare kneeboard with frequencies and key altitudes.

6. Execute configuration changes correctly and promptly — When calling “going missed,” immediately begin smooth power application to climb setting, raise collective to achieve positive rate of climb, rotate to VY pitch attitude, verify torque/manifold pressure within limits, and adjust trim as needed. Accomplish this within 3-5 seconds of the decision point.

7. Maintain aircraft control throughout missed approach — Stabilize at VY airspeed (±10 knots), maintain assigned or published headings/courses (±10°), level off at assigned altitudes (±100 feet), and demonstrate smooth, coordinated control inputs throughout the procedure.

8. Navigate the published missed approach procedure — Follow the procedure as published: track the correct heading or course, turn in the correct direction, intercept courses precisely, and navigate to the holding fix or clearance limit. Use GPS course guidance appropriately while maintaining primary focus on basic attitude instrument flying.

9. Manage GPS operation during missed approach — Verify GPS sequences to missed approach mode at the MAP, confirm the active waypoint has changed to the missed approach procedure, monitor course deviation, and manually activate missed approach mode if the GPS does not auto-sequence.

10. Communicate with ATC appropriately — Call missed approach promptly: “[Callsign] missed approach.” Acknowledge ATC instructions with full readback: “Helicopter 123, fly heading 360, climb and maintain 3,000.” If unable to comply, state: “[Callsign] unable, request [alternative].”

11. Accomplish checklist items — Once aircraft is stabilized in the climb and on course, complete the missed approach/go-around checklist. In single-pilot operations, delay non-critical checklist items until workload permits (typically after entering holding or receiving vectors).

12. Demonstrate single-pilot resource management — Prioritize tasks appropriately: aviate first (establish climb and VY), navigate second (turn to correct heading/course), communicate third (call ATC). Manage workload by delaying non-essential tasks, using GPS automation effectively, and verbalizing actions to maintain situational awareness.

13. Make informed decisions after missed approach — Evaluate fuel state, weather trends, alternate airport status, and personal fatigue. Communicate decision to instructor and ATC: “Request vectors for another RNAV approach,” or “Request clearance to alternate,” or “We’ll hold as published while evaluating options.”

14. Self-critique performance — After each missed approach, assess your own performance: “I let altitude deviate 150 feet during that turn—I need to cross-check altimeter more frequently.” Identify areas for improvement without prompting from instructor.

15. Respond to instructor-introduced distractions and abnormalities — Maintain aircraft control and procedure compliance when instructor simulates GPS failures, provides amended clearances, asks questions, or introduces other realistic distractions typical of single-pilot IFR operations.

16. Execute holding procedures after missed approach — If the missed approach includes holding, determine holding fix, visualize holding pattern orientation, determine correct entry (direct, parallel, teardrop), and execute the entry while maintaining altitude ±100 feet, airspeed ±10 knots, and tracking the holding pattern course.

17. Demonstrate proper go-around technique when called before MAP — If instructor or ATC calls “go around” prior to reaching the MAP (e.g., during short final), immediately execute missed approach configuration and procedure, communicate appropriately, and comply with ATC instructions.

18. Maintain situational awareness throughout — Continuously update mental picture of position relative to MAP, missed approach procedure ground track, proximity to terrain and obstacles, fuel remaining, and nearest suitable airport. Use MFD moving map if available.

19. Request clarification when needed — If a clearance is unclear, an instruction is unreadable, or any element of the missed approach procedure is ambiguous, immediately request clarification from ATC or the instructor. Never guess or assume.

20. Complete post-flight responsibilities — Participate actively in debrief, honestly assess performance against ACS standards, identify specific areas needing improvement, and commit to focused study or practice before the next lesson.

Completion Standards

The lesson is complete when the student demonstrates mastery of IH.VII.C Missed Approach procedures by meeting the following performance criteria:

Knowledge (K1):

• Explains all elements of missed approach procedures including MAP identification methods, published procedure components (initial climb, lateral guidance, clearance limit), and climb gradient requirements with specific reference to 14 CFR §91.175.
• Describes helicopter-specific considerations including configuration management (approach-to-climb transition), power-pitch-collective coordination, limitations of training helicopters without autopilots, and single-pilot workload management.
• Demonstrates understanding of GPS/FMS missed approach sequencing, including auto-sequencing behavior, manual activation procedures, and use of GPS course guidance during the missed approach procedure.
• Explains when missed approaches are required: at MAP without visual references, when losing visual references below minimums, and when directed by ATC or when approach becomes unstabilized or unsafe.

Risk Management (R1-R5):

• Identifies and mitigates risks associated with deviating from published missed approach procedures, including CFIT hazards and loss of obstacle protection.
• Evaluates factors relevant to holding, diverting, or attempting another approach, including fuel state, weather trends, pilot fatigue, and alternate airport status, demonstrating sound aeronautical decision-making.
• Describes proper helicopter configuration during approach and missed approach phases, including risks of improper power application (overtorque, rotor RPM exceedance) and incorrect pitch attitude (settling, loss of airspeed).
• Articulates factors that might necessitate missed approach before MAP or go-around below minimums, including unstabilized approach, equipment failure, ATC instructions, and loss of visual references.
• Demonstrates proper management of GPS automation, including verification of sequencing, awareness of active waypoint changes, and maintaining manual flying proficiency when GPS provides guidance.

Skills (S1-S9) - Performance Standards per ACS:

• S1: Promptly initiates missed approach procedure at the MAP or when required visual references are lost, with decision and initial configuration change begun within 3 seconds of reaching the decision point. Reports missed approach to ATC clearly and concisely within a reasonable time after establishing aircraft control (typically within 10-15 seconds).

• S2: Applies appropriate climb power setting smoothly and promptly, configures the helicopter per POH/RFM (collective application, pitch attitude adjustment, carburetor heat as required), and establishes a positive rate of climb. Achieves and maintains VY airspeed ±10 knots.

• S3: Complies with the published missed approach procedure, including correct initial heading or course, proper turn direction and timing, and navigation to the correct clearance limit or holding fix. If ATC issues alternate missed approach instructions, complies with those instructions instead of published procedure.

• S4: Immediately advises ATC or evaluator when unable to comply with any clearance, restriction, or climb gradient. Uses appropriate phraseology: “[Callsign] unable [specific restriction], request [alternative].”

• S5: Follows recommended checklist items appropriate to the missed approach procedure as outlined in POH/RFM or approved checklist. Completes time-critical items immediately (power, configuration) and non-critical items when workload permits (typically after stabilizing in climb and on course).

• S6: Maintains recommended airspeed within ±10 knots, heading/course/bearing within ±10°, and altitude(s) within ±100 feet throughout the missed approach procedure from initial climb through holding or clearance limit. Demonstrates smooth, coordinated control throughout with no gross deviations or control oscillations.

• S7: Effectively uses MFD and other graphical navigation displays (if installed) to monitor position and track during missed approach. Cross-checks moving map with other navigation sources (GPS course deviation, heading indicator) to maintain situational awareness and verify navigation accuracy.

• S8: Demonstrates effective single-pilot resource management by properly prioritizing tasks (aviate, navigate, communicate), managing workload through sequencing of non-critical tasks, using available automation appropriately, maintaining situational awareness, and verbalizing intentions and concerns when appropriate.

• S9: Requests appropriate ATC clearance after establishing missed approach: clearance for another approach attempt, clearance to proceed to alternate airport, clearance to holding fix, or other clearance as appropriate to the situation. Communicates decision clearly and acknowledges ATC clearance correctly.

Overall Performance Standard: Student consistently executes missed approach procedures in accordance with 14 CFR §91.175 and published procedures, maintains aircraft control within ACS tolerances (heading ±10°, airspeed ±10 knots, altitude ±100 feet), manages single-pilot IFR workload effectively, communicates appropriately with ATC, and demonstrates sound aeronautical decision-making regarding subsequent actions (hold, retry, divert). Performance meets or exceeds all standards established in FAA-S-ACS-14, Area of Operation VI, Task C (IH.VII.C).