RNG PULL SCAN PUSH ON BRT PROC CRSR MSG OBS ALT NRST CLR ENT D MENU DTK 285 TK 1.4nm 90 kt APR ARM OBS APT VOR NDB INT USR ACT NAV 1 FPL SET AUX QUADSf MAPYNm 0.01nm :0.3nm VNV Off 285° To 00:42 RNG PULL SCAN PUSH ON BRT PROC CRSR MSG OBS ALT NRST CLR ENT D MENU DTK 285 TK 0.9nm 90 kt APR ARM OBS APT VOR NDB INT USR ACT NAV 1 FPL SET AUX QUADSf MAPYNm 0.01nm :0.3nm VNV Off 285° To 00:27 1.4 nm QUA DSf f MAP YN YNm The aircraft is 1.4 NM short of the missed approach point. Arrow pointing TO 0.9 nm QUA DSf f MAP YN YNm The aircraft is 0.9 NM past the missed approach point. Arrow pointing FROM Figure 3-58. Recognizing the missed approach waypoint. C RING MSG FPL PROC CDI OBS GPS COM  C V PWR VOL/ SQ PUSH VOL/ ID PUSH VLOC 110. 70 117.30 COM 118.400 133. 000 SNS MH 084° m CORYN MA 264° m RANIE  FA 01:00 hold WAYPOINT DTK DIS ACTIVE FLIGHT PLAN KSJC / KMRY  00  FPL _ _ _ m _ _._ n m _ _._ n m APR C RING MSG FPL PROC CDI OBS GPS COM  C V PWR VOL/ SQ PUSH VOL/ ID PUSH VLOC 110. 70 117.30 COM 118.400 133. 000 SNS MH 084° m CORYN MA RANIE  FA 01:00 hold WAYPOINT DTK DIS ACTIVE FLIGHT PLAN KSJC / KMRY  00  FPL _ _ _ m _ _._ n m _ _ _ m _ _._ n m _ _ _ m _ _._ n m TERM After reaching the missed approach point, the missed approach point remains the active waypoint, and the system automatically switches to the nonsequencing mode (SUSP). After executing the climbs and turns, you must switch back to the sequencing mode to proceed to the missed approach hold waypoint. When you reach the missed approach hold waypoint, the system will switch back to the nonsequencing mode and allow you to fly the hold. Figure 3-57. Flying a missed approach procedure. Recognizing the Missed Approach Point Complying With ATC-Issued Missed Approach  Instructions Setting Up Next Procedure in Hold 3-41 with the initial MAP procedures, you can safely proceed  to the missed approach holding waypoint, being mindful  of any altitude requirements. A waypoint for the missed  approach holding point is included as part of the missed  approach procedure. In the example above, you can make  the missed approach holding waypoint the active waypoint,  and re‑engage the sequencing mode upon reaching 6,000  feet. You now have sequencing mode guidance to the missed  approach holding waypoint. The procedure for one FMS/GPS  is illustrated in  Figure 3-57. Since the hold at SNS is part of the published missed  approach procedure, it can be carried out using the same  technique used to perform a holding pattern. Some FMS/GPS  units will automatically switch to the nonsequencing mode  when you reach the hold fix. Other units may advise you to  switch manually to the nonsequencing mode. With any type of navigation equipment, it is important to  be able to determine when you have reached the missed  approach point. The missed approach point indications given  by FMS/GPS units are sometimes subtle. Consider the two  navigation displays shown in  Figure 3-58.  The display in the  top graphic of  Figure 3-58  shows the aircraft approaching  the missed approach point, 1.4 NM away. Now consider the display in the bottom graphic of  Figure 3-58.  The distance from the missed approach point  might suggest that the aircraft is now even closer to the  missed approach point. However, the TO/FROM flag on the  course deviation indicator shows that the aircraft has in fact  passed the missed approach point. It is tempting to monitor  the distance from the missed approach point as it decreases  to 0.0 NM. The problem is that, depending on how accurately  the pilot flies, the distance may never reach 0.0 NM. Rather,  it may simply begin to increase once you have passed abeam  the missed approach point. It is, thus, important to check not  only the distance from the missed approach point, but also the  TO/FROM flag or arrow. In the rush of a missed approach,  this small clue (arrow direction change) can be difficult to  read and very easy to misinterpret. ATC sometimes issues missed approach instructions that  are different from those published on the approach chart. In  this case, use the techniques described earlier to insert new  waypoints into the route, and/or to intercept and track courses  to those waypoints. Once in the missed approach holding pattern, the next task is  deciding where to go next and programming the new flight  plan into the FMS/GPS unit. In this high workload situation, 