Narrative:

During an ILS approach into gnv, I executed a missed approach after not having the runway environment in sight. The published missed approach procedures call for a climb to 600', then climbing left turn to 2000' direct gnv VORTAC and hold. There was another aircraft behind my aircraft which also executed a missed approach. I made a climbing turn to the right for spacing purposes and avoided a possible conflict with the other aircraft. The other aircraft also executed a right turn which caused a potential conflict with my aircraft. I was notified of a second possible pilot deviation during my next approach into gnv, which was the localizer backcourse runway 10. The winds had shifted during my hold at gnv VORTAC during the final approach segment, which calls for 2000' until brans intersection, then a descent to 1700' until hagge intersection, then a descent to MDA of 540'. Hagge intersection is idented by the 356 degree right from the gnv VORTAC while established on the localizer for runway 10. I had the #1 VOR tuned to i-gnv 111.3, the localizer frequency, and the #2 VOR tuned to gnv 116.2, the VOR frequency. I commenced my descent (in IMC) to MDA after passing the hagge intersection (as indicated by VOR #2). I was notified by the tower that I was short of the hagge intersection and to use best rate of climb to miss the tower (1049') located on the final approach. The high tower located on the centerline of the approach makes for a very hazardous approach. I recommend that center stay on frequency until the pilot passes the tower on localizer backcourse runway 10 at gnv. The pilot is extremely busy adjusting frequencys tuning radials and concentrating on flying a backcourse localizer (not a common approach, especially after just flying an ILS approach).

Related reports:

Google
 

Original NASA ASRS Text

Title: GA SMA ON GO AROUND IMC FAILED TO FOLLOW THE GO AROUND PROC CAUSING CLOSE PROX WITH A SECOND GA ACFT THAT ALSO TURNED THE WRONG WAY WHILE MAKING A GO AROUND. REPORTER THEN STARTED DESCENT TO DECISION ALT BEFORE THE FAF. ATCT LCL CTLR INTERVENED GIVING CLIMB INSTRUCTIONS.

Narrative: DURING AN ILS APCH INTO GNV, I EXECUTED A MISSED APCH AFTER NOT HAVING THE RWY ENVIRONMENT IN SIGHT. THE PUBLISHED MISSED APCH PROCS CALL FOR A CLB TO 600', THEN CLBING LEFT TURN TO 2000' DIRECT GNV VORTAC AND HOLD. THERE WAS ANOTHER ACFT BEHIND MY ACFT WHICH ALSO EXECUTED A MISSED APCH. I MADE A CLBING TURN TO THE RIGHT FOR SPACING PURPOSES AND AVOIDED A POSSIBLE CONFLICT WITH THE OTHER ACFT. THE OTHER ACFT ALSO EXECUTED A RIGHT TURN WHICH CAUSED A POTENTIAL CONFLICT WITH MY ACFT. I WAS NOTIFIED OF A SECOND POSSIBLE PLT DEVIATION DURING MY NEXT APCH INTO GNV, WHICH WAS THE LOC BACKCOURSE RWY 10. THE WINDS HAD SHIFTED DURING MY HOLD AT GNV VORTAC DURING THE FINAL APCH SEGMENT, WHICH CALLS FOR 2000' UNTIL BRANS INTXN, THEN A DSNT TO 1700' UNTIL HAGGE INTXN, THEN A DSNT TO MDA OF 540'. HAGGE INTXN IS IDENTED BY THE 356 DEG R FROM THE GNV VORTAC WHILE ESTABLISHED ON THE LOC FOR RWY 10. I HAD THE #1 VOR TUNED TO I-GNV 111.3, THE LOC FREQ, AND THE #2 VOR TUNED TO GNV 116.2, THE VOR FREQ. I COMMENCED MY DSNT (IN IMC) TO MDA AFTER PASSING THE HAGGE INTXN (AS INDICATED BY VOR #2). I WAS NOTIFIED BY THE TWR THAT I WAS SHORT OF THE HAGGE INTXN AND TO USE BEST RATE OF CLB TO MISS THE TWR (1049') LOCATED ON THE FINAL APCH. THE HIGH TWR LOCATED ON THE CENTERLINE OF THE APCH MAKES FOR A VERY HAZARDOUS APCH. I RECOMMEND THAT CENTER STAY ON FREQ UNTIL THE PLT PASSES THE TWR ON LOC BACKCOURSE RWY 10 AT GNV. THE PLT IS EXTREMELY BUSY ADJUSTING FREQS TUNING RADIALS AND CONCENTRATING ON FLYING A BACKCOURSE LOC (NOT A COMMON APCH, ESPECIALLY AFTER JUST FLYING AN ILS APCH).

Data retrieved from NASA's ASRS site as of July 2007 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.