G200 Flight Crew is issued verbal missed approach instructions to fly runway heading to 1500 feet then climb to 3000 feet at the departure end of the runway. In IMC at 1500 feet Crew climbs early due to inability to see the end of the runway.
Synopsis
G200 Flight Crew is issued verbal missed approach instructions to fly runway heading to 1500 feet then climb to 3000 feet at the departure end of the runway. In IMC at 1500 feet Crew climbs early due to inability to see the end of the runway.
Narrative
Given a vector for a short ILS approach to Runway 13L; and due to winds of over 50 knots perpendicular to the final approach course; the autopilot began over correcting after capturing the localizer. Initial heading corrections were approximately 30 degrees right of course; followed by 30 degrees left of course. Upon an indication of 1 dot left of course and at 1400 FT MSL; we decided to initiate a missed approach procedure and advised Tower of our intentions. Clearance was runway heading and a climb to 1500 FT until passing the departure end of the runway; then a climb to 3000 FT. In IMC; we climbed to 1500 FT; and unable to visually identify the end of the runway; set 3000 FT in the altitude selector and continued the climb. Only after a Local Controller advised us of our possible deviation and overhead traffic did we realize that we had not; in fact; passed the departure end of the runway. Based on the fact that; at 1500' we were in IMC conditions; visual identification of the runway environment was impossible. We should have advised ATC of our inability to see the environment; and requested that they advise us of the point at which we could continue our climb. A contributing factor was the fact that both the PIC and I were too focused on the autopilot and its excursions from the centerline and were not as prepared for the go around as we could have been. Also; the published missed approach point never mentions overhead traffic and in fact requires a climb to 5000 FT.
Second reporter narrative
After an indication of greater than one dot deflection left of course and at an altitude of 1400 feet indicated; we elected to initiate a missed approach procedure. The alternate missed approach clearance provided by Tower was fly runway heading and maintain 1500 feet until the departure end of the runway; then climb to 3000 feet. While in IMC; we maintained an altitude of 1500 feet. Because we were unable to visually identify the departure end of the runway and being past the missed approach point for the procedure we set 3000 feet in the altitude preselect and continued the climb. Only after a Local Controller advised us of our possible deviation did we realize that we had not physically passed the departure end of the runway. Because we were in IMC conditions at 1500 feet; identification of the runway environment was impossible. While operating a jet aircraft in a high workload regime during a missed approach procedure; I do not think a critical altitude change should occur at a visual reference point but instead a DME distance or a specific fix. Almost always the missed approach point for an instrument approach procedure starts at the approach end of the runway or a DME distance from the end. The missed approach procedure never begins at the departure end of the runway nor does it require a visual reference point for heading and altitude changes. In the future with a similar situation possibly I would question ATC and advise them of our inability to see the runway environment.
Source: NASA Aviation Safety Reporting System (public domain). Reports are voluntary submissions and are not verified by NASA.