Jaybird180
Final Approach
Im looking for an interpretation of this scenario and how to deal with this. It is totally fictitious. I thought about this after reading an accident investigation during a missed approach.
Scenario:
Instrument rated pilot decides to get some practice in actual conditions and is carrying 3hrs fuel in the Single Engine round dial airplane. Departure point is CAVU and IMC airport where the approaches will be flown is 1 hour away (headwind included).
After 3 good approaches the pilot decides to get 1 last approach in before heading back, considering fuel reserves.
During the approach, the pilot notices that the GPS derived advisory glide slope needle continues to fall below, the lower he gets on this final non-precision approach. MDA for this hypothetical is 400' AGL at the high DA airport. Last approach, breakout was about 430' and the advisory glide slope he is following will simulate a precision approach by colocating the MAP at 400' AGL.
The pilot is aware of the terrain to the left and right of the runway, that there is little margin for error (about 1.0 miles either side of the runway). The approach is flown at 90kts.
As the airplane descends, the pilot becomes increasingly concerned about continually chasing the GS needle and it seems the weather conditions and winds have changed. Breakout occurs at 410, with the GS needle 1 dot low and the missed procedure is initiated.
Power is increased, but the climb performance is more anemic than the last approach.
As the pilot goes back into the soup, he notices the DG turning to the right. The scan of AI, TC and inclinometer indicate S&L flight. The wet compass agrees with the DG, as it is changing heading by turning to the left.
What's going on here and what action should the pilot take?
Scenario:
Instrument rated pilot decides to get some practice in actual conditions and is carrying 3hrs fuel in the Single Engine round dial airplane. Departure point is CAVU and IMC airport where the approaches will be flown is 1 hour away (headwind included).
After 3 good approaches the pilot decides to get 1 last approach in before heading back, considering fuel reserves.
During the approach, the pilot notices that the GPS derived advisory glide slope needle continues to fall below, the lower he gets on this final non-precision approach. MDA for this hypothetical is 400' AGL at the high DA airport. Last approach, breakout was about 430' and the advisory glide slope he is following will simulate a precision approach by colocating the MAP at 400' AGL.
The pilot is aware of the terrain to the left and right of the runway, that there is little margin for error (about 1.0 miles either side of the runway). The approach is flown at 90kts.
As the airplane descends, the pilot becomes increasingly concerned about continually chasing the GS needle and it seems the weather conditions and winds have changed. Breakout occurs at 410, with the GS needle 1 dot low and the missed procedure is initiated.
Power is increased, but the climb performance is more anemic than the last approach.
As the pilot goes back into the soup, he notices the DG turning to the right. The scan of AI, TC and inclinometer indicate S&L flight. The wet compass agrees with the DG, as it is changing heading by turning to the left.
What's going on here and what action should the pilot take?