Narrative:

We were on approach. While after the final approach fix and before the missed approach point; we received a left engine bleed caution message. This message usually occurs when the bleeds are switched after flaps 30 is initiated. I opted to go-around since we were still relatively high (in regards to terrain) on the approach and attempt to fix the issue. While executing the missed; we told tower we went missed. They asked for a reason; but we were occupied in the flight deck controlling the aircraft and following the complicated missed approach that ZZZ requires. We leveled off prior to zzzzz; the turn point on the missed; and began our turn to a heading to intercept the outbound course. My first officer (first officer); as per the procedure; set the heading bug and swapped the number one navigation to the localizer frequency then set my course. While in the turn; we failed to arm the navigation. I asked for the autopilot and we cleaned up the airplane as I saw the course coming in. While still focused on building up the speed; I failed to notice that we had overshot the outbound course. I immediately set the heading but over to re-intercept and then activated the missed approach procedure in the FMS. While in the turn; ATC switched us over to departure. We again were busy getting everything set up and stabilized so we did not immediately check in with departure. Once I was in the turn to correct our deviation from the outbound course; ATC called and asked if we were on frequency. My first officer checked in that we were at 14;200 feet on the missed approach. ATC gave us a low altitude alert and told us to immediately expedite a climb to 15;000 feet. We complied with ATC and then asked for vectors and a possible hold to deal with the bleed issue. We received no terrain separation alerts in the aircraft and the mfd was completely green in regards to terrain separation. There was still a little daylight left; in which we were able to see outside and notice we were above the clouds and no terrain in sight. I estimated we were within a mile of the DME arc off ZZZ1 we had depicted on the mfd; at the furthest point. I gave control of the aircraft to the first officer while I looked through the QRH procedure. Through the missed approach; the caution message cleared. I discussed with my first officer; and we opted to attempt the localizer DME approach again; but not utilize the APU. We felt with the conditions; this would allow for a successful landing in ase. We began the approach from ZZZZZ1 and successfully landed the aircraft with no further issues. Upon landing; ATC informed us that we had a possible pilot deviation for an MVA 'bust;' and gave us the number to the tower. After we shut the aircraft down; I called the tower and they told me that they had several aircraft recently 'busting' the MVA and had to file a report. I answered the controller's questions; and then prepared to depart for the final leg.the cause of the event would be the deviation outside of the back-course localizer course which occurred from failing to arm the nav once established on our outbound heading. Also; having an MVA higher than the missed approach altitude in that sector is a factor as well. In my experience with the missed approach in ZZZ; once you check in with departure; they clear you up to 16;000 feet. However; we did not contact them in a timely manner due to the complex nature of the missed approach; as well as; the first officer having little experience with the ZZZ flying environment. The first officer has many critical tasks in the missed approach procedure and can become task saturated very quickly if still relatively new with ZZZ and/or part 121 operations. The bleed issue was a contributing factor as being another distractor and leading to a degradation of situational awareness. The missed approach in ZZZ requires many tasks coming together. Both pilots must be at their peak with aircraft control and monitoring. It is very easy for the ca (captain) to get focused on speed and control due to the high pitch required while climbing at V2 and following go around procedures. The first officer can get very task saturated by accomplishing the go-around procedures and following the tasks on the complex procedure itself since he/she is essentially controlling the fcp (flight control panel). The slight degradation in situational awareness and delay in ATC communications resulted in the situation. The MVA and map altitude must be addressed as well. If the MVA; which I was told is 14;900 feet in that sector; is higher than the missed approach altitude (14;200 feet); then the missed altitude should be adjusted accordingly. The charts we have in the flight deck do not have overlays for the minimum vectoring altitudes near an airport. To issue a possible pilot deviation for 'busting' and MVA (that we don't know) while flying at the missed approach altitude seems counter intuitive.

Related reports:

Google
 

Original NASA ASRS Text

Title: CRJ-700 Captain reported deviating from the published missed approach procedure placing the aircraft below the Minimum Vectoring Altitude.

Narrative: We were on approach. While after the final approach fix and before the missed approach point; we received a L ENG BLEED caution message. This message usually occurs when the bleeds are switched after flaps 30 is initiated. I opted to go-around since we were still relatively high (in regards to terrain) on the approach and attempt to fix the issue. While executing the missed; we told tower we went missed. They asked for a reason; but we were occupied in the flight deck controlling the aircraft and following the complicated missed approach that ZZZ requires. We leveled off prior to ZZZZZ; the turn point on the missed; and began our turn to a heading to intercept the outbound course. My FO (First Officer); as per the procedure; set the heading bug and swapped the number one NAV to the LOC frequency then set my course. While in the turn; we failed to arm the NAV. I asked for the autopilot and we cleaned up the airplane as I saw the course coming in. While still focused on building up the speed; I failed to notice that we had overshot the outbound course. I immediately set the heading but over to re-intercept and then activated the missed approach procedure in the FMS. While in the turn; ATC switched us over to departure. We again were busy getting everything set up and stabilized so we did not immediately check in with departure. Once I was in the turn to correct our deviation from the outbound course; ATC called and asked if we were on frequency. My FO checked in that we were at 14;200 feet on the missed approach. ATC gave us a low altitude alert and told us to immediately expedite a climb to 15;000 feet. We complied with ATC and then asked for vectors and a possible hold to deal with the bleed issue. We received no terrain separation alerts in the aircraft and the MFD was completely green in regards to terrain separation. There was still a little daylight left; in which we were able to see outside and notice we were above the clouds and no terrain in sight. I estimated we were within a mile of the DME arc off ZZZ1 we had depicted on the MFD; at the furthest point. I gave control of the aircraft to the FO while I looked through the QRH procedure. Through the missed approach; the caution message cleared. I discussed with my FO; and we opted to attempt the LOC DME approach again; but not utilize the APU. We felt with the conditions; this would allow for a successful landing in ASE. We began the approach from ZZZZZ1 and successfully landed the aircraft with no further issues. Upon landing; ATC informed us that we had a possible pilot deviation for an MVA 'bust;' and gave us the number to the tower. After we shut the aircraft down; I called the tower and they told me that they had several aircraft recently 'busting' the MVA and had to file a report. I answered the controller's questions; and then prepared to depart for the final leg.The cause of the event would be the deviation outside of the back-course localizer course which occurred from failing to arm the nav once established on our outbound heading. Also; having an MVA higher than the missed approach altitude in that sector is a factor as well. In my experience with the missed approach in ZZZ; once you check in with departure; they clear you up to 16;000 feet. However; we did not contact them in a timely manner due to the complex nature of the missed approach; as well as; the FO having little experience with the ZZZ flying environment. The FO has many critical tasks in the missed approach procedure and can become task saturated very quickly if still relatively new with ZZZ and/or part 121 operations. The bleed issue was a contributing factor as being another distractor and leading to a degradation of situational awareness. The missed approach in ZZZ requires many tasks coming together. Both pilots must be at their peak with aircraft control and monitoring. It is very easy for the CA (Captain) to get focused on speed and control due to the high pitch required while climbing at V2 and following go around procedures. The FO can get very task saturated by accomplishing the go-around procedures and following the tasks on the complex procedure itself since he/she is essentially controlling the FCP (Flight Control Panel). The slight degradation in situational awareness and delay in ATC communications resulted in the situation. The MVA and MAP altitude must be addressed as well. If the MVA; which I was told is 14;900 feet in that sector; is higher than the missed approach altitude (14;200 feet); then the missed altitude should be adjusted accordingly. The charts we have in the flight deck do not have overlays for the minimum vectoring altitudes near an airport. To issue a possible pilot deviation for 'busting' and MVA (that we don't know) while flying at the missed approach altitude seems counter intuitive.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.