When should a pilot begin the missed approach procedure if the runway is not in sight when cleared for the LGA VOR 4 approach straight in?

Question

BlackTom AI · Accepted Answer

To evaluate when the missed approach should be initiated, we first restate the question and the options so every choice is clearly in view.
Question: When should a pilot begin the missed approach procedure if the runway is not in sight when cleared for the LGA VOR 4 approach straight in?
Options:
- 1.9 DME from LGA
- Upon crossing the LGA VOR
- Upon reaching 560 ft
- 1.1 DME from LGA

Now, analyze each option in turn:
Option 1: 1.9 DME from LGA
This would imply starting the missed approach well before or after passing a defined fix, but the published missed approach point (MAP) for this straight-in approach is tied to a specific DME value from LGA. Using 1.9 DME would place the MAP outside the charted criteria and could lead to an unsafe or non-compliant miss. In short, this is not the published MAP for initiating the missed approach.
Option 2: Upon crossing the LGA VOR
Relying on crossing the LGA VOR as the trigger for the missed approach would be appropriate if the MAP were defined by a radio-navigation crossing, but for this approach the missed approach point is not defined simply by crossing the VOR. The procedure requires a specified DME distance from the LGA VOR/DME to begin the miss, so this option does not align with the published MAP.
Option 3: Upon reaching 560 ft
Starting the missed approach at a given altitude (for example, upon reaching a certain altitude) without reference to the published MAP can lead to ambiguity and deviation from the instrument approach procedure. The correct MAP is based on a DME distance, not an altitude trigger, so this choice is incorrect.
Option 4: 1.1 DME from LGA
This option matches the published missed approach point for the LGA VOR RWY 4 straight-in. The MAP is defined by reaching 1.1 nautical miles DME from the LGA VOR/DME, at which point the missed approach procedure should be initiated if the runway environment is not in sight. This aligns with standard instrument approach design where a precise DME-based MAP ensures timely and safe transition to the missed approach.

In summary, each incorrect option fails to correspond to the charted MAP criteria: 1.9 DME and 1.1 DME are different DME references, crossing the VOR is not the published trigger, and an altitude-based trigger (560 ft) does not reflect the defined MAP. The correct trigger is 1.1 DME from LGA, consistent with the approach plate for LGA VOR RWY 4 straight-in.

FA_221 Lesson 20 Quiz

When should a pilot begin the missed approach procedure if the runway is not in sight when cleared for the LGA VOR 4 approach straight in?

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