ACS Task IR.VI.C — Missed Approach (Decision and Execution)

What is ACS Task IR.VI.C — Missed Approach?

ACS Task IR.VI.C covers the decision to execute a missed approach and the procedure used to fly it. The FAA Instrument Rating ACS (FAA-S-ACS-8) places this task in Area VI — Instrument Approach Procedures — alongside the nonprecision approach (IR.VI.A), precision approach (IR.VI.B), and circling approach (IR.VI.D) tasks. A missed approach is evaluated on every instrument checkride, and the DPE can call for one at any point during an approach.

The task has one knowledge element (IR.VI.C.K1), five risk management elements (IR.VI.C.R1–R5), and ten skill elements (IR.VI.C.S1–S10). The single knowledge element requires you to explain "elements related to missed approach procedures and limitations associated with standard instrument approaches, including while using an FMS or autopilot, if equipped."

When is a missed approach required under 14 CFR 91.175(e)?

14 CFR 91.175(e) mandates an immediate missed approach in two distinct scenarios. First, when operating below MDA or upon arrival at the DA/DH — including at any point after the DA/DH until touchdown — and the requirements of 91.175(c) are not met. Second, whenever an identifiable part of the airport is not distinctly visible during a circling maneuver at or above MDA, unless the loss of visibility results only from a normal bank angle.

The three requirements of 91.175(c) that must all be met to continue below minimums are:

• The aircraft is continuously in a position from which a descent to a landing on the intended runway can be made at a normal rate of descent using normal maneuvers.
• Flight visibility is not less than the visibility prescribed in the standard instrument approach being used.
• At least one of the ten listed visual references for the intended runway is distinctly visible and identifiable — runway, threshold, markings, lights, approach light system, visual glideslope indicator, or touchdown zone.

If any one of these three conditions is absent — even momentarily — 91.175(e) requires the immediate execution of a missed approach. There is no provision for a brief search or a second attempt before initiating.

How do you identify the missed approach point (MAP)?

The MAP on a non-precision approach is the point at which a missed approach must be initiated if the required visual references are not present. It is defined on the approach plate — never by a minimum altitude. Common MAP definitions include a named fix with associated distance (e.g., 2.8 nm from the FAF), an elapsed time from the FAF at a given groundspeed, or coincidence with a VOR station.

On precision approaches and APV approaches (LPV, LNAV/VNAV), there is no MAP in the traditional sense. Instead, the DA or DH is the decision point. The missed approach is initiated at DA if the required visual references under 91.175(c) are not present. Unlike MDA operations, you do not level off at DA — the aircraft continues descending through DA while the decision is being made, which means the go-around must be initiated at DA, not after it.

What is the standard missed approach execution sequence?

The standard missed approach sequence is commonly taught as a 5-T memory aid, but the physical execution follows a power-pitch-climb sequence that prioritizes altitude gain before configuration changes or navigation turns. The FAA Instrument Procedures Handbook (FAA-H-8083-16) instructs pilots to climb before turning on a missed approach — any turn at low altitude before establishing a positive rate of climb reduces obstacle clearance margins built into the published procedure.

1. 1
   Power — Pitch up. Apply full go-around power simultaneously with pitch to the published missed approach climb attitude (or manufacturer's go-around attitude). This initiates the climb without delay.
2. 2
   Positive rate — Flaps up. Verify a positive rate of climb on the altimeter and VSI before retracting flaps. Flap retraction before a positive rate risks settling back toward the ground.
3. 3
   Gear up (if retractable). Raise the landing gear after a positive rate is confirmed and terrain/obstacle clearance is assured.
4. 4
   Turn to published heading/fix. Only after climb is established, turn to the initial missed approach heading or intercept the first charted fix. Never turn before establishing climb.
5. 5
   Advise ATC. Transmit "Missed approach" on the approach/tower frequency and report intentions — whether you are holding, diverting, or requesting another approach.

What are the ACS performance tolerances for IR.VI.C?

The Instrument Rating ACS sets three measurable performance standards for missed approach execution. These tolerances apply once the go-around is established — not during the initial transition from approach to missed approach power and attitude, when some deviation is unavoidable.

These same tolerances appear across the nonprecision and precision approach tasks (IR.VI.A and IR.VI.B). A failed missed approach on the checkride typically results from late initiation, a prohibited turn before climb establishment, or busting the assigned missed approach altitude.

What does the DPE look for on a missed approach?

The DPE evaluates IR.VI.C across three dimensions: the decision, the execution, and the communication. Each has specific failure modes that end the checkride.

Decision. The missed approach must be initiated at the correct point — DA/DH on a precision approach, or the MAP on a non-precision approach. Continuing past the MAP without required visual references is a failure of airmanship and a violation of 91.175(e). Equally, the DPE evaluates whether you recognized a deteriorating situation and made the call early when warranted — IR.VI.C.R4 specifically lists "factors affecting the decision to execute a missed approach before the designated point" as a risk management element.

Execution. The DPE will confirm you applied power and pitch simultaneously, verified a positive rate before retracting flaps, climbed before turning, and tracked the published missed approach procedure within ACS tolerances. Busting the initial missed approach altitude — typically by climbing past it without ATC authorization — is a common error.

Communication. ATC notification is both an ACS skill element (IR.VI.C.S1) and an operational requirement. The DPE will listen for "missed approach" declared promptly, followed by a statement of intentions.

What is the difference between a published and an assigned missed approach?

The published missed approach is printed on the approach plate and provides obstacle clearance. An assigned missed approach is one issued by ATC — for example, "fly heading 270, climb to 3,000" — which supersedes the published procedure. You must fly the assigned missed approach unless doing so would compromise safety, in which case you advise ATC that you are unable to comply and state your intentions.

If ATC issues an amended clearance before you have completed the initial climb phase, communicate your inability to comply immediately. The ACS skill element IR.VI.C.S5 specifically addresses "communicating your inability to comply with an ATC instruction or clearance" during the missed approach.

What are the most common errors on IR.VI.C?

• Initiating the missed approach late — continuing past the MAP or DA/DH while searching for visual references. 91.175(e) requires immediate action.
• Turning before climbing — initiating the published turn before establishing a positive rate of climb, reducing obstacle clearance.
• Busting the missed approach altitude — climbing past the published or assigned altitude without a further clearance from ATC.
• Failing to reconfigure — leaving flaps extended beyond the approach setting because configuration was overlooked in the workload of the go-around.
• Omitting the ATC call — executing the procedure correctly but failing to notify ATC promptly that a missed approach is in progress.
• Losing situational awareness on the missed approach routing — tracking the wrong course or turning to the wrong heading when autopilot mode selection is incorrect.

Frequently Asked Questions

Q: When must you execute a missed approach under 14 CFR 91.175(e)?

You must immediately execute a missed approach when operating below MDA (or after DA/DH on a precision approach) and the required visual references under 91.175(c) are not met — or at any time during a circling maneuver when an identifiable part of the airport is no longer distinctly visible. The word "immediately" in 91.175(e) means at the MAP or DA/DH, not after a further search.

Q: What is the ACS altitude tolerance during a missed approach?

The Instrument Rating ACS Task IR.VI.C requires ±100 feet of assigned altitude during missed approach execution. This applies once you have established the required climb attitude and configuration — the standard tolerance used across instrument approach tasks in the ACS.

Q: What is the ACS airspeed tolerance during the missed approach climb?

The ACS requires ±10 knots when establishing the appropriate climb speed for the missed approach. Use the published missed approach climb speed from the approach plate or the manufacturer's go-around speed — whichever the plate specifies.

Q: Should you climb or turn first on a missed approach?

Climb first, then turn. The FAA Instrument Procedures Handbook (FAA-H-8083-16) instructs pilots to establish a climb before executing any published turns. A turn at low altitude before achieving a positive rate of climb reduces obstacle clearance margins.

Q: What does "immediately" mean in 14 CFR 91.175(e)?

The word "immediately" in 91.175(e) means at the DA/DH on a precision approach, or at the MAP on a non-precision approach — not after a brief delay to search for visual references. If the required references are not present at those points, the missed approach is initiated without hesitation.

Q: Can you execute the missed approach before reaching the MAP?

Yes. Nothing in 14 CFR 91.175 or the ACS prohibits an early go-around. If conditions deteriorate, obstacle clearance is a concern, or you determine a stabilized landing is not possible, you may — and should — initiate the missed approach before the MAP. The DPE evaluates early decisions favorably when they reflect sound risk management.

Q: What must you tell ATC when executing a missed approach?

Advise ATC immediately that you are executing the missed approach. Report your intentions — whether you plan to hold, divert, or request another approach. ATC needs this information to sequence other traffic and issue amended clearances.

Q: What is the missed approach point (MAP) on a non-precision approach?

The MAP on a non-precision approach is the point at which the missed approach must be initiated if the required visual references under 14 CFR 91.175(c) are not met. It is defined on the approach plate by a fix, a timing reference from the FAF, or a distance from a navaid — not by a minimum altitude.

Sources

• 14 CFR 91.175 — Takeoff and landing under IFR (Cornell LII)
• FAA Instrument Rating ACS (FAA-S-ACS-8)
• FAA Aeronautical Information Manual — Section 5-4-21, Missed Approach
• FAA Instrument Procedures Handbook (FAA-H-8083-16)

This article was researched from FAA primary sources (ACS, FAR/AIM, Instrument Procedures Handbook) and citing current 14 CFR Part 91 — drafted by MockDPE. Last updated: May 2026. If you spot an inaccuracy, email corrections@mockdpe.org.