When instrument approaches go bad, it's often while the pilot is executing the missed approach procedure. Many pilots brief an instrument approach using what Jeppesen calls the Briefing Strip™ and most NACO approach charts have been modified to present a similar format. However you brief an approach, I recommend that you always be mentally prepared to execute the missed approach procedure rather than always assuming a landing will be assured.
Every missed approach procedure I've seen begins with the words Climb, Climbing, Immediate climb, or Immediate climbing, so first things first - climb and, if necessary, turn!
A common mistake pilots make is to climb too slowly instead of at their aircraft's best rate of climb. If you have terrain awareness capability on your aircraft, you best have it turned on. Climb at best rate until you don't see any red or yellow on your left on terrain awareness display, then switch to a less aggressive cruise climb. Depending on the vintage of your G1000, it may be savvy enough to know all about the missed approach procedure, including any required altitudes and heading changes. In any event, always comply with the missed approach procedure printed on the approach chart.
Flying the missed with the G1000 should be fairly simple. As you reach the missed approach point (MAP), a fly-over waypoint, the G1000 will suspend waypoint sequencing and the OBS soft key will change to SUSP. The moving map will display a dotted line representing the extended approach course from the MAP. I see many pilots try to fly the missed approach procedure with the G1000 by pressing the FLP (flight plan) key and scrolling to the next desired waypoint. This requires more head-down time while close to the ground - a particularly dangerous endeavor. It's simpler to just press the SUSP key and keep your eyes on the prize - your aircraft's climb pitch attitude, configuration, power setting, and any required heading changes. If you were flying a non-GPS approach, you will need to press the CDI key a couple of times to reselect the GPS as the navigation source.
In most cases, the GPS can be used to fly the missed approach procedure. Two exceptions that I know of (there may be others) are the Aspen LOC/DME E and VOR/DME or GPS C approaches. These approaches use a separate localizer dedicated solely for the missed approach procedure. Let's consider the Aspen LOC/DME E approach.
I can find no reference to a rule allowing GPS to be substituted for a localizer, so you'll need to be prepared to fly the missed approach using one of the navigation receivers set to the localizer. And while the G1000 will automatically set the VOR or localizer frequency for you in the #1 nav receiver when you load the approach, the second localizer frequency needed for the missed approach is not automatically loaded: You'll have to load the missed approach localizer frequency yourself.
Once you are within a 1.2 times deflection of the localizer course, within 15 miles of the final approach fix, and have a valid localizer frequency loaded, the G1000 will automatically switch the navigation source from the GPS to the localizer in nav 1. Note that the HSI needle changes from magenta (for GPS) to green (for VOR or Localizer).
Before you reach the MAP, I recommend that you have your heading bug synchronized with your current heading and the autopilot (if in use) set to heading mode. Notice all the red and yellow in the terrain display - your piloting skills need to be sharp or you may hit something sharp.
When you decide to execute the missed approach, set the autopilot for a climb and turn the heading bug to command a right turn to heading 300˚.
While George is climbing and turning to the desired heading, activate the localizer frequency for the missed approach. If necessary, adjust the heading bug to intercept the localizer backcourse and then activate the autopilot in nav mode. Even though I believe the GPS cannot legally be substituted for a localizer backcourse, I'd still recommend that you monitor the GPS-derived missed approach course.
If you haven't already purchased Garmin's latest G1000 simulator for your PC, consider doing so. Then sit down and practice this missed approach (or missed approaches at your home airport). Being proficient, especially with the missed approach procedure, is important for an instrument-rated pilot. You never know when you might need to Get Out of Aspen.
