MDA vs DA | Minimum Descent Altitude and Decision Altitude Explained | Don't Bust Minimums!
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- Опубликовано: 30 авг 2021
- Can you tell a Minimum Descent Altitude (MDA) from a Decision Altitude (DA)? Your IFR checkride may depend on it! I've seen more than a few failures come when the minimums, and how they are to be treated, are not properly briefed on an approach. Don't bust minimums on your checkride!
An MDA is the lowest point you can descend to on a non precision approach until you have the needed visual cues to descend further toward the runway to land. On a GPS approach, you'd find the MDA minimum next to "LNAV" on the approach plate. As the name suggests, you can't go below it, even by a small amount, or you've busted altitude.
A DA is the point on a precision approach where you decide to continue to land or execute a missed approach. Because it's the point you decide at, you actually can go a bit below this altitude as you go through the process of executing the missed. Just don't milk it and delay going missed so you can hunt for the runway some more!
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At my major airline carrier we always added 50 ft to any MDA. if it said DA that meant dont add. That way you had a 50 fit buffer to not go below the MDA....
I’m a PP part 91 pilot, but I generally fly none precision approaches the same way. Add 50 so that you are in the center of the +100/-0 range. I will make an exception if the air is particularly smooth and drop down closer to the MDA once close to the VDP. Sometimes, an extra 30 feet or so can make the difference between seeing the environment or not.
That's interesting, but it won't prevent anyone from busting the altitude. It all depends on many factors. As a rule of thumb, you count 10% of the V/S for a level off. For example, if you are descending at 700ft/m, then you should start the level off maneuver at 70ft above MDA. Using an arbitrary 50ft shouldn't be correct, in my opinion. On the other hand, CDFA is widespread nowadays, and with vertical guidance, it's normal to treat the MDA as a DA.
A wise policy.
@@LTVoyager The additional 50' (or whatever your company procedures uses) is usually only required on a continuous descent final segment. The total value now acts as a pseudo DA.
Yup. MDA means Must Do Addition.
It's remarkable how much better your IFR series is than Sporty's paid Instrument ground school
Totally agree
True
Very true! Getting ready for my CFII in 2 weeks, love your videos!
These Videos are on Payware Level. Keep up the amazing work!
In most cases, you can start a climb when you decide to go missed, even if you haven't reached the MAP. You just can't turn until you reach the MAP, where you then follow the headings/tracks for the procedure. Some approaches do limit climbs during the missed approach. See, for example, the ILS or LOC RWY 14R at KBFI. If you go missed on that approach, you must remain at or below 1500 ft MSL until you cross a fix as you track the LOC course southeast. Climbing too early could create a conflict with traffic at nearby airports, including KSEA and KRNT.
I wondered that too. If I’ve decided to go missed I’m going missed. I’m not staying at MDA waiting
Absolutely correct. You can always climb to the INITIAL missed approach altitude. Only the lateral navigation must start at the MAPT.
Good knowledge to have, thank you!
Thank you for the clear explanation!
N744Z
In our SOP we have to add 30ft to the MDA to ge the Derived Decision Altitude (DDA). This helps not to descent below. Also you can make the decision within +60ft/-0ft from the actual minimums.
I always teach that the DA is a point and the MDA is a line!
Thank You Sir! I am prepping for my IFR check ride very soon and I did a mock check ride and failed because I flew the ILS 09R @ F45 North Palm Beach County and did the missed MDA procedure when I should have done the Missed Procedure at DA! Well done my good sir! It’s sad I had to RUclips this instead of my instructor telling me exactly what I did wrong while being confused. I was so used to shooting the Loc 15 approach into Kpmp I got used to flying to the MDA and holding that altitude until missed or until the 1.3 circle 🤦🏽♂️
Great video. The key word as stated in 91.175 on a precision approach is that you cannot CONTINUE an approach below the DA. Definitely have to touch it.
great stuff! and THANK you for not having annoying background beep bop MUSAK
This channel is absolutely fantastic!
I think you covered it all; well done sir.
The real question with DA is “can you change your mind?”….if I didn’t see the runway at DA but dipped 50 lower while initiating the climb and THEN saw the airport can I decide to land?
Best video on DA vs MDA I’ve seen. Well done.
That’d probably be an unstable descent to land.
@@larrybueno - agreed, but it's where people get into trouble, and why some pilots push below DA in a somewhat intentional manner. Reach DA, look up, don't see runway.....make decision to go missed, (now we're 20 ft below DA).....add power.....(30 ft below DA)....oh, we can see the runway!!! NOW WHAT? You are absolutely correct, that is now an unstable descent situation, but some would still land at this point.
I am a non-pilot with zero experience in aviation, but all of this info is fascinating and bewildering.
That’s why there’s ground school. You must have a healthy interest to watch a video like this. Try it on MS flight simulator and if you like it schedule a discovery flight at your local FBO and airport
Doing my CFII Training and your videos are a big help. Thank you
Glad to hear, thanks!
I am too. Good luck my friend.
Great video.
Very nicely explained
Thank you for all you’re doing, I’m getting my IFR license and you’ve been a very good help
Thanks that Sebastian! How far along are you, have you scheduled a checkride?
@@flightinsight9111 I think I have it in 2 months so now I’m studying from the sheppard air for the written! Any advice ?
I've heard good things about Sheppard Air but never used them myself. I'd suggest getting the knowledge test done as soon as you can, then you can focus on the checkride concepts and the actual flying! Let us know how it's going!
Minor point, but, in the US at least, there is no IFR license, it is a rating added to a license.
Super helpful! Thanks
Really helpful video 👍
You can go missed on NPA whenever you want, you can climb whenever you want, but you should only turn after MAPt from which the missed approach protected area is defined and calculated.
MAPt is the latest point to start going missed in case you don’t have required visual reference though
Another problem for today's instrument students, and even rated pilots, is what constituted the missed approach point. I have been a current and active instrument instructor for the past 46 years and this was never a problem until now. I have shown pilots who are already rated an approach chart and asked them to tell me what the missed approach point is. MOST cannot answer correctly.
Great distinction.
Excellent Video. Thanks
Glad it was helpful!
Excellent
thank you so much for these videos so helpful !
My pleasure, Al, thanks for watching!
so clear, thanks!~
Thank you
Awesome Great Videos
Whether you can go below MDA on 2D approaches with the CDFA technique is a hot topic. EASA seems to have recently changed their stance on that, and from around the end of this year, the rules will explicitly say that MDA can be used as DA without any increments (at least, for non-commercial operations).
Thanks!
I've viewed your videos many time since subscribing. They are very informational and very professionally presented. However, due to an obvious oversight on my part, I've neglected to "like" them. I'll make a conscious effort to do so in the future. Please keep the videos coming!
Thanks for the support and thoughtful comment! More videos are always on the way!
Good video... one point.. you can climb from the mda to your missed approach altitude at anytime.. you just can not execute the turn at anytime.. off your at mda and all IMC no reason to motor down below if your not getting in..
My last airline we didn't have vnav so we would duck down to the MDA as fast as possible, dive and drive.. off we couldn't see anything even if it was before the vdp.. we hit toga started the climb.. but wouldn't start any procedure turns till the missed approach point
In your example for the ILS: After passing DUDDS you would normally descend to 2000' and THEN wait for glideslope intercept which would occur at ORIOL (depicted by the "lightning bolt"), and then continue "on-course, on glideslope" down to the DA for the Missed Approach or landing. Intercepting the glideslope early at DUDDS will work as well, but it would also equate to an approach that is steeper than the 3 degrees as depicted on the chart.
Great job explaining MDAs! I'll definitely be watching more of your videos!
First! Thanks for these even though I’m still behind on my private pilot still :)
Thanks for bringing back the "First!" trend haha. You're not behind on your private you're just cleaning up blind spots in your training most pilots carry with them longer! Have you taken the Knowledge Test yet?
@@flightinsight9111 THURSDAY :) I took it 9 years ago and got a 88% but I heard a lot has changed since then... Its hard to find all the time I want to study with family life compared to the single life back then so your videos are great! Thanks again :)
Is it still common practice in the US to teach flying a non-precision approach with the step-down altitudes (a.k.a. the "dive and drive" method)? In Canada, our regulatory agency (Transport Canada) decided a few years ago that this approach is just too dangerous and the constant descent angle (CDA) approach is now preferred. Our approach plates still indicate the altitudes for the step-downs and it is still "legal" to do that but is highly discouraged. On an instrument flight test, flying an approach using the dive and drive method is an immediate fail. Of course, the minimum altitudes at the intermediate fixes still must be observed on the descent. To help us out, though, our approach plates have a strip just above the minimums section which shows at what altitudes we should be for given distances from the threshold (or whatever fix is being used for distance information) to maintain the prescribed glide slope. We also have a chart on each plate which shows the required descent rate for that approach in FPM at different groundspeeds. Personally, I much prefer the CDA approach. It takes so much less effort to just hold a constant descent rate than it is to level off two, three, four, five times during an approach (especially in IMC). Way too many people have killed themselves by blowing through an intermediate step-down or forgetting to add power and stalling in IMC at a low altitude.
I am just a VFR pilot but just by looking at this video I can understand how hard it would be do just a Localizer approach as compared to an ILS (which I have practiced with my CFI once in VFR weather just for the experience)
They're not exceptionally harder, you just have to maintain an accurate stable descent rate on your own.
The video defines Decision Altitude (DA) as the point at which the decision to continue or go around is made. This isn’t the way the FAA defines it in both the Instrument Flying Handbook and the Instrument Procedures Handbook, which is “a specific altitude in the precision approach at which a missed approach must be initiated if the required visual reference to continue the approach has not been established.” This is an important distinction. Time spent making that decision varies by person and situation, but will never be zero. If a go around is needed you have delayed the initiation of the missed approach which is contrary to what the FAA is telling you. They further clarify this in the Instrument Procedures Handbook by telling you a delay in making this decision puts the aircrew at risk. Part 121 and 135 operations have procedures which govern this, and it’s a pretty solid idea for part 91 pilots do the same. It’s a good idea to verbally announce whenever you have at least one of the required visual references and if you have not done so by the DA immediately initiate the missed. This takes the time spent making the decision out of the equation at the most critical time.
Thank you, though I'm not sure where we differ on this. The IPH paragraph you're quoting talks about the risks coming from a "delay in making a decision to execute a missed." And in fact there is no reason to delay a decision past the Decision Altitude/Height. You seem to indicate a decision must be made prior to the decision altitude, though this is not borne out in any regulation, notwithstanding any 121/135 OpSpecs. On the other hand, a distinction is made in 91.175(c) between an MDA which "an aircraft cannot operate below" and a DA which "an approach cannot be continued past." A further distinction is made in the Instrument ACS which lists a tolerance for an MDA on a non precision approach as -0/+100 feet, and for a precision approach to "immediately initiate the missed" at the DA if required visible references aren't available. This decision by definition cannot take place prior to the DA. In reality, we agree that the climb out and missed procedure should be executed as soon as possible at the DA, and this typically means knowing you'll go missed prior to arriving at DA. These videos are instructional and are designed to illustrate differences between concepts like MDA and DA. One way I have found a lot of success with students in this is to compare the "floor" of the MDA with the "decision point" of the DA.
@@flightinsight9111 There’s all sorts of things not spelled out by regulation, but can still land you in trouble if you deviate from published guidance without a good reason. I see lots of people teaching to make the decision at DA which while not specifically contrary to regulation is still not a great idea which is exactly why many, if not most 121/135 operators don’t do this by procedure. Unfortunately there’s still 142 schools teaching it and I as a result I see pilots in the simulator making their decision sometimes well after the DA or they experience a period of indecision at or past the DA. It’s just not a good idea in any aircraft and less so in a turboprop/jet with a delay between thrust advancement and power. MDA is a different animal which provides other options, but I prefer to use CDFA to the maximum practical extent and fly all my approaches the same way to make it easier on my small brain.
really good material, question the Missed Approach Point for the LOC Approach is when and Where do I find that info. thank you.
Thanks for the video, really rgeat job in your channel.
I have a question, when you are performing the S-Loc 33R and you reach 540 1.5m out, when do you miss the approach at 1.3m (*BAL) and if so, why the miss approach seems to start after *BAL.
great
its better to use CDFA while executing non-precision because level flight before MDA causes high pitch attitude with landing config. and less view of the ground to find the rwy in IMC
This is a great explanation. Timing is perfect for me too. Considering I busted on this with my CFII twice this week. Today will be different. Why is the missed approach point execution after the dotted line symbol on the LOC approach. Is the missed approach point depicted on the IAP. Or is the missed approach point the beginning of the runway.
Here's hoping it goes better today. On the LOC approach, the missed approach point is the runway threshold. You can tell this by looking at the FAF to MAP timing box in the lower left, which says that this distance is 5.8 NM. If you add up the distances between the FAF and the runway on the profile view, you get the same 5.8 miles. It's a bit convoluted and you're right that the MAP is past the dotted lines. The FAA charts don't really show a fixed MAP, which is ok since the missed approach is a straight climb out. If you were to look at the same approach on the Jeppesen charts, it would show the MAP definitely as the runway threshold. In reality, you can execute the missed a bit early (like after the VDP) since a straight out climb will keep you protected.
5:22 What happens if you brief the descend out loud so the instructor knows you know the difference between DA & MDA, but you accidentally drop a few feet below the MDA? Are you 1- still busted at that point or 2- is it at the examiner's discretion?
Regulations do not allow you to go below the MDA. There is no margin , you CAN NOT fly below that altitude. Even though you demonstrated your knowledge to the examiner, you weren’t capable of maintaining that MDA. I’ve seen lots of checkride failures due to this.
I haven't flown GA in many years now. You still teach the dive and drive method for non precision approaches in the GA world, i.e. descend to MDA and drive along until the VDP before continuing to land or executing a missed approach? In the airline world, for non precision approaches, we use a constant rate, angle, or VNAV descent until the Derived Decision Altitude, which is MDA + 50 feet. In most cases, we fly LOC or VOR approaches using VNAV.
The USAF has adopted this as well
That is why are there still to many accidents in GA. Instructors and the FAA not keeping up with the latest techniques. Look at the plate he is using there is not even a DME vs. ALT table on it. Or a Groundspeed vs. Vertical speed table. (But that is easy to calculate in your head.) In the airline world if you follow the instructions as depicted in this video you fail your Profcheck.
In my school, we add 50 ft to the MDA to account for that. Nobody is going to fail you for using 50 ft above.
You can go missed before DA on an ILS right?
When flying a CAT 1 ILS I understand that when you have approach lighting in sight you can descend to 100' above TDZE. Is there anything similar for descent from an MDA? Thx.
Yes, 91.175(c) allows descent below both DA or MDA down to 100 above TDZE if just the approach light system is visible (and other conditions are met).
You can execute the missed approach climb at any point after passing the final approach fix inbound. Do not execute any turns until the missed approach point.
Can you tell me where in FARs you can find the words allowing you to go below DA momentarily? It says you cannot go below at all unless you see the runway environment. Or if you aircraft has Enhanced vision.
It’s built in. DA is where the GA decision is committed. PANS OPS has allowances for how far you can safely go below.
91.175(c) says in part: "Operation below DA/DH or MDA. Except as provided in § 91.176 of this chapter, where a DA/DH or MDA is applicable, no pilot may operate an aircraft, except a military aircraft of the United States, below the authorized MDA or continue an approach below the authorized DA/DH unless -" Note the difference in the wording for MDA vs DA/DH. Summarized, the MDA wording reads as "no pilot may operate an aircraft below the authorized MDA ...", whereas for a DA/DH the wording is "or continue an approach below the authorized DA/DH ...". The reason for the difference is that a decision is made at the DA/DH and if the pilot does not have the specified visual cues, must immediately initiate a missed approach, IOW they may not "continue" with the approach. In the case of a DA/DH, when the decision is made the aircraft is descending and it takes time even if the approach is not continued because of the immediate execution of the missed approach of adding power and pitching up, physics dictates that the aircraft momentum will carry the aircraft below the DA. TERPS accounts for this inevitability including a dip below the DA/DH and beginning a climb from a lower altitude on the missed approach obstacle criteria. It is possible that in the case of a Category II approach, for a large jet, the wheels may even contact the runway during the missed approach. Definitely you don't want to retract the landing gear until you have a positive rate of climb established. At the DA, make the decision. If it is not to continue, then power up, pitch up, positive rate, gear up.
@@johncollins6313 damn… very well interpreted sir. Thanks for the help. I feel like I should wear lawyer’s glasses when reading the FARs 😂
Why can't you decide to execute missed approach before descending to a certain altitude? Would you ever want to?
The question I'm still not sure about, is it acceptable to fly an ILS approach using your autopilot until you reach the DA?
There's nothing stopping you from flying on autopilot down to minimums. Once you decide to continue the approach or go missed, you should disengage the autopilot and hand fly. Depending on your level of comfort with the autopilot you may decide to disengage it once you have runway in sight so you can transition to hand flying for landing. Thanks for watching!
@@flightinsight9111 Yes, I really enjoy watching, amazing content. Thank you very much. It makes a lot of sense. Would this also apply if doing an instrument rating checkride?
Check the AFM Supplement or other documentation for the autopilot in your aircraft. Most APs capable of tracking a glideslope or glidepath are approved to a DA of 200 AGL, but some APs have a higher minimum altitude at which you must turn them off when flying an approach. You can find that information in the limitations section of the AFM Supplement and AP guide. Note that most APs have a minimum altitude (typically 600-800 ft AGL) at which you're allowed to engage the AP after takeoff.
@@Treasureson78RPM I believe that if the aircraft you are taking the check ride in has an AP, you are expected to fly at least one approach (to minimums?) using it. When I took my FAA check ride in an Apache it was not so equipped so I am not 100% certain, but I am fairly sure I read that in some official source.
My autopilot will also fly the missed approach, so no need to disengage if flying the missed procedure if your autopilot is able to.
👍
You didn’t adequately discuss identifying the MAP for the LOC approach based on timing that begins at es, the VDP is probably a good gouge point to begin the G/A, but it’s not the actual MAP ….
You forgot one very important part of the precision approach DA:
“Immediately initiate the missed approach procedure when at the DA/DH, and the required
visual references for the runway are not unmistakably visible and identifiable”
Not complying will also result in a bust
i just add 50ft to the MDA and do a constant decent rate as indicated on the chart. Much easier
Has the term "DH" been dropped? Serious question.
Long ago DH was changed
It’s still used in some contexts for radio decision heights used in Low vis ops.
DH is used in Cat II and III ILS approaches. A lot of older pilot’s still say DH when referring to a standard ILS approach.
Change is a constant in aviation. The short answer is "mostly-yes". The older I get the more difficult it becomes to keep up with the constant change. What are the Covid protocols this week?
Okay, I've been flying for many many years, I've never heard anything about allowance to bust DA, it's always DA-0/+50. You're allowed to go around 50ft above DA but never bust.
Could you send us some official reference for this
It’s right in 91.175c. A distinction is made between the MDA, which you can’t operate below, and the DA/DH, which you can’t “continue an approach below.” The DA is by definition a decision point, so decision and execution will take the aircraft below DA momentarily, other wise the decision to go missed is premature. You’ve quoted the ACS tolerances for the MDA, not the DA, although it’s -0/+100, not +50
Tailwinds, if you’re flying an ILS do you go missed prior to “minimums” call out? If you continue to “minimums” prior to executing a missed approach then you’ll be below it by the time positive rate is established. Curious if your company mandates a level off prior to DA minimums, which would put you above glide right before landing.
@@Awesymoto ...it would also break stabilisation criteria which is reason enough to go around. I think tailwinds is talking about adding 50' to a non precision minima to get a derived decision altitude when flying CDFA as opposed to dive and drive, but conflated that with the DA on a precision approach.
Nobody is advocating "busting minimums". If you are flying an ILS and at DA you see nothing then you must go around. The key is not seeing any of the specific things listed in FAR 91.175 (c) (3) (i-x). Without any of those listed visual references you must go around-period. However, if you are at DA and you see any part of the ILS approach lights system but nothing else, then with any part of the approach lighting system in view (key), you may continue to descend (on the glideslope and tracking the localizer) to not below 100' above the touchdown zone (on most ILS that is another 100' below DA) with no other visual references. You are in fact descending below the DA without having the runway itself in view-perfectly legally but you MUST have the approach light(s) in view to do this. If at 100' above the touchdown zone you do not see any of the listed items in FAR 91.175 (c) (3) (ii-x) then you must go around. This is not new, it's been the case for at least the last 40 years. I do not know what your operations specifications say. I fly for a Part 121 carrier and our carrier mirrors FAR 91.175. By the way this is not just limited to ILS approaches, it is applicable to any Category 1 approach as FAR 91.175 lists this option as being valid for either a DA or MDA. We also fly CAT II and CAT III approaches and they have different visibility requirements. On our CAT III approaches we are going down to as low as 30' above the runway and RVRs as low as 400'. What you have to "see" at that DA is very different than a standard CAT I ILS.
At 1:39 in your video the representative airplane flying an ILS is at "Orial", the representative localizer and glideslope are exactly where they should be. But why is the representative altimeter indicating the altitude that it is indicating? Since this is an "instructional" video it would have been helpful if you had gone over the significance of each of the numbers in the minimum tables. I learned on these government charts but that was a long time ago. At work (Part 121) we use Jeppesen charts that have a different format.
Two comments.
1) The video shows intercepting the glide path at 3000 at DUDDS or BAL 12 DME. The chart shows the GS intercept altitude is 2000 at ORIOL or BAL 5.8 DME. The procedure is designed to cross DUDDS at 3000, then descend to 2000 and intercept the GS. The GS crosses DUDDS at 4154 feet, so if you remain at 3000 feet after crossing DUDDS to intercept the GS, it will nominally occur another 3.6 NM closer to ORIOL. DUDDS is a step down fix and not a GS intercept fix. In some extreme examples (not this procedure) on hot days, following the GS on step down fixes outside the charted GS intercept point may cause the aircraft to cross below the step down fix altitude.
2) The VDP is not necessarily where one makes the decision on a non precision approach with an MDA. In my Bonanza, I can easily and safely make the decision closer to the runway threshold and still make a normal descent to the runway, especially considering how long it is. A jet or an aircraft with higher momentum would be different. So one size does not fit all. At 1.2 NM, the visibility required is is 1.4 SM or significantly greater than the minimum visibility required of RVR 4000 feet, so would likely make it impossible to complete the procedure making the decision at the VDP if the conditions were at minimums. Whenever one decides to miss the approach (no later than at the MAP), a climb may commence. The lateral course must follow the final approach course until reaching the MAP and only then may any turns commence that are required by the MAP procedure.
@UCAHvg_6KCB3MgOY_PvNZCDQ Merry Christmas. The GS can be intercepted at any point as long as it is inside the any step down fix that lies beyond the PFAF. Outside the step down fix has led to issuance of pilot deviations at some airports. That is one reason why the following note was added to advise pilots flying an ILS that if they intercept the GS outside the final approach segment, they are still responsible for ensuring that they do not bust any charted step down minimums. That is also why multiple GS intercepts on some approaches were removed from all US approach procedures. Read this from the AIM 5-4-5 b.4.
b. The method used to depict prescribed altitudes on instrument approach charts differs according to techniques employed by different chart publishers. Prescribed altitudes may be depicted in four different configurations: minimum, maximum, mandatory, and recommended. The U.S. Government distributes charts produced by National Geospatial−Intelligence Agency (NGA) and FAA. Altitudes are depicted on these charts in the profile view with underscore, overscore, both or none to identify them as minimum, maximum, mandatory or recommended.
1. Minimum altitude will be depicted with the altitude value underscored. Aircraft are required to maintain altitude at or above the depicted value, e.g., 3000.
2. Maximum altitude will be depicted with the altitude value overscored. Aircraft are required to maintain altitude at or below the depicted value, e.g., 4000.
3. Mandatory altitude will be depicted with the altitude value both underscored and overscored. Aircraft are required to maintain altitude at the depicted value, e.g., 5000.
NOTE−
1. Pilots are cautioned to adhere to altitudes as prescribed because, in certain instances, they may be used as the basis for vertical separation of aircraft by ATC. When a depicted altitude is specified in the ATC clearance, that altitude becomes mandatory as defined above.
2. The ILS glide slope is intended to be intercepted at the published glide slope intercept altitude. This point marks the PFAF and is depicted by the ”lightning bolt” symbol
on U.S. Government charts. Intercepting the glide slope at this altitude marks the beginning of the final approach segment and ensures required obstacle clearance during descent from the glide slope intercept altitude to the lowest published decision altitude for the approach. Interception and tracking of the glide slope prior to the published glide slope interception altitude does not necessarily ensure that minimum, maximum, and/or mandatory altitudes published for any preceding fixes will be complied with during the descent. If the pilot chooses to track the glide slope prior to the glide slope interception altitude, they remain responsible for complying with published altitudes for any preceding stepdown fixes encountered during the subsequent descent.
@UCAHvg_6KCB3MgOY_PvNZCDQ 2) Of course it is.
Question regarding clarification: If for the non-precision I can "decide to go missed at any time" as well as "must execute at missed approach point", what exactly does that mean? Does that mean I can decide to go missed at say, EXEVE but must continue my approach until passing BAL? Or can I execute the missed approach just after passing EXEVE?
On any approach you can go missed at any time. However, you still must follow the final approach course until the MAP. In other words you can start the climb at any point but cannot turn until the MAP. In general, unless otherwise directed by ATC or stated on the chart.
This indicates a lowering of standards by instructors today vs when I got my instrument rating in 1972. There was never any confusion between a DA and an MDA then. We all knew you descended to MDA, then flew level until reaching the missed approach point. And that a DA, which we called a DH in those days, WAS the missed approach point. Just the lowering of standards all around, especially for the crosswind landing. In the Sixties when I leaned to fly, we mostly flew tailwheel airplanes and learned the correct way to make a crosswind landing and takeoff. You MUST land in a slip on the upwind wheel first. Now, people are taught to approach in a crab, then kick the crab out and try to land before the airplane starts drifting downwind. This is impossible and has led to loss of control accidents. As in every facet of life, standards have been compromised with predicable results.
Where is MAP for LOC approach??? There is no dashed line to indicate a level-off portion of an MDA. Is it standard via regulations that LOC MAP is at rwy threshold??? Also, you mention that a decision to go missed is STILL MADE at MDA VDP, however the actual maneuver is delayed untill crossing MAP. Does this mean that should you have rwy environment in sight after passing VDP you can no longer change your decision to go missed???
You are splitting 2 profile views for 2 approaches. In your example, the LOC MAP is AT VDP, there is no "level off and continue till threshold" part.
I'm starting to think that getting a pilot's license is way too complicated. This honestly looks like an absurd amount of considerations. You might've just talked me out of it.
Lazy
Just kidding.
It's honestly not that bad. Seems like it is until you understand it. And that doesn't take long