A missed approach procedure is formulated for each published instrument approach. The missed approach is normally made on a course that most nearly approximates a continuation of the final approach course. A missed approach will be initiated at the point where the aircraft has descended to authorized landing minimums at a specified distance from the facility if visual contact is not established, or if the landing has not been accomplished, or when directed by Air Traffic Control. The procedure is shown on the approach chart in narrative and pictorial form. Since the execution of a missed approach occurs when your cockpit workload is at a maximum, the procedure should be studied and mastered before beginning the approach.

 Applicable landing minimums are listed on the approach chart under CIRCLING or "S" (straight-in). Straight-in minimums apply if landing is to be made on the runway aligned with the final approach course. Circling minimums apply when it is necessary to circle the airport or maneuver for landing, or when no straight-in minimums are specified on the approach chart.
 The following subjects are a partial review of those regulations published in FAR Part 91 which prescribes takeoff and landing minimums under IFR.

 Landing Minimums (91.116 {§ 91.116 recodified to § 91.175}). "Unless otherwise authorized by the Administrator, no person operating an aircraft...may land that aircraft using a standard instrument approach procedure...unless the visibility is at or above the landing minimum prescribed...for the procedure used. If the landing minimum in a standard instrument approach procedure..."

 Descent Below MDA or DH (91.117 {§ 91.117 was deleted when part 91 was recodified}). "No person may operate an aircraft below the prescribed minimum descent altitude or continue an approach below the decision height unless -
  (1) the aircraft is in a position from which a normal approach to the runway of intended landing can be made; and
  (2) the approach threshold of that runway, or approach lights or other markings identifiable with the approach end of that runway, are clearly visible to the pilot.

 If, upon arrival at the missed approach point or decision height, or at any time thereafter, any of the above requirements are not met, the pilot shall immediately execute the appropriate missed approach procedure."

 Inoperative or Unusable Components and Visual Aids (91.117 {§ 91.117 was deleted when part 91 was recodified}). "The basic ground components of an ILS are the localizer, glide slope, outer marker, and middle marker. The approach lights are visual aids normally associated with the ILS. In addition, if an ILS approach procedure...prescribes a visibility minimum of 1,800 feet or 2,000 feet RVR, high intensity runway lights, touchdown zone lights, centerline lighting and marking, and RVR are aids associated with the ILS for those minimums. Compass locator or precision radar may be substituted for the outer or middle marker. Surveillance radar may be substituted for the outer marker. Except...Administrator, if a ground component, visual aid, or RVR is inoperative..., the straight-in minimums are increased in accordance with the following tables.* If the related airborne equipment...is inoperative..., the increased minimums applicable to the related ground component shall be used. If more than one component or aid is inoperative..., each minimum is raised to the highest minimum required by any one of the components or aids which is inoperative,..."

  * (See Inoperative or Unusable Components and Visual Aids Table in FAR 91.117. {§ 91.117 was deleted when part 91 was recodified})

 Missed Approach from ILS Front Course. A missed approach is reported and executed in the following instances:

  1. If, at the Decision Height (DH), the runway approach threshold, approach lights, or other markings identifiable with the approach end of the runway, are not clearly visible to the pilot.
  2. If a safe landing is not possible.
  3. When directed by ATC.
 Missed Approach from Radar Approaches. Prior to starting the final approach of either an ASR or a PAR approach, the pilot will be given missed approach instructions. A missed approach will be reported and executed in the following instances:
  1. If, at the missed approach point or DH, as applicable, the runway approach threshold, approach lights, or other markings identifiable with the approach end of the runway, are not clearly visible to the pilot.
  2. If a safe landing is not possible.
  3. When directed by ATC.
 Missed Approach - Localizer, Localizer Back Course, VOR, and ADF Approaches. For these, the missed approach procedures are related to the location of the final approach fix and are initiated in the following instances:
  1. If, at the missed approach point, the runway approach threshold, approach lights, or other markings identifiable with the approach end of the runway, are not clearly visible to the pilot.
  2. If a safe landing is not possible.
  3. When directed by ATC.

 When the final approach fix is not located on the field, the missed approach procedure specifies the distance from the facility to the missed approach point. The "Aerodrome Data" on the approach chart shows the time from the facility to missed approach at various ground speeds, which you must determine from airspeed, wind, and distance values. At this time, you report and execute a missed approach if you do not have applicable minimums.

Landing

 Controllers are responsible for providing current prevailing visibility/RVV/RVR appropriate to the runway in use; however, they are NOT responsible for determining that landing minimums do or do not exist. You, as a pilot, are responsible for determining that the reported visibility meets the landing requirements indicated on the approach chart.

Canceling IFR Flight Plan

 You may cancel you IFR flight plan any time you are operating in VFR conditions outside positive controlled airspace by stating "CANCEL MY IFR FLIGHT PLAN" to the controller or air/ground station with which you are communicating. Immediately after canceling your IFR flight plan, you should change to the appropriate air/ground frequency, VFR transponder code (1200), and VFR altitude/flight level.

 ATC separation and information services (including radar services, where applicable) are discontinued. If you desire VFR radar advisory service, you must specifically request it. In addition, you must be aware that other procedures may apply if you cancel your IFR flight plan within an area such as a Terminal Radar Service Area or Terminal Control Area.

 If you are operating on an IFR flight plan to an airport with a functioning control tower, your flight plan is canceled automatically upon landing. If you are operating on an IFR flight plan to an airport with no functioning control tower, you must initiate cancellation of the flight plan. This can be done by telephone after landing if there is no functioning flight service station or other means of direct communications with ATC. If there is no flight service station and air/ground communications with ATC are not possible below a certain altitude, you may cancel your IFR flight plan while still airborne and able to communicate with ATC by radio. If you follow this procedure, you must be certain that the remainder of your flight can be conducted under VFR. Regardless of the procedure followed, it is essential that you cancel your IFR flight plan expeditiously. This allows other IFR traffic to utilize the airspace.

Emergencies

 Many inflight emergency procedures are special procedures established to meet situations that have been foreseen and for which an immediate solution is available as a standard procedure. Because of the number of variable factors involved, it is impossible to prescribe ATC procedures covering every possible inflight emergency. You are expected to know thoroughly the emergency procedures formulated to prevent emergencies from developing into accidents.

 The emergency for which a published solution is available is just another procedure if you are properly prepared for it. FAR Part 91 prescribes procedures to follow in the event of communications failure. The section in the AIRMAN'S INFORMATION MANUAL titled "Emergency Procedures" includes radio communications failure and, in addition, a number of other emergency procedures applicable to IFR operations.