Narrative:

Aircraft X requested the RNAV GPS runway 1 approach into gle. An approach clearance was issued into gle; and the aircraft was cleared to advisory frequency. Also at this time; the frisco-shelf was active 4;000 ft - 12;000 ft as requested by D10. The missed approach procedure does not require coordination with dfw approach (D10) even with the frisco shelf active; however I called and asked them to block 4;000 and below for the missed approach. The aircraft checked back onto the frequency; stating he was executing the missed approach due to low visibility. I first asked the aircraft to state his intentions after the missed approach; looking to see if he was asking for a clearance back into gle or elsewhere. He then stated that he wanted to proceed to his alternate airport. I noticed he was on a southern course past the albew intersection which is the first fix on the missed approach. After albew; the aircraft should turn northeast toward the becmy intersection. The aircraft was climbing to 3;000 ft; and I asked the pilot if he was executing the missed approach procedure. He stated he was; however he never made the turn toward becmy. I then instructed him to precede direct becmy. After noticing he never made the correct adjustments; the d-side on position was then coordinating with D10 about the aircraft at 3;000 who would be climbing to 4;000; and I was coordinating with sector 75 (bowie) for a point out. The aircraft made a west turn; toward an area with a minimum safe altitude of 4;000 ft. I mistakenly instructed the aircraft to maintain VFR. As I noticed the aircraft's proximity to the MSA; I told the pilot the minimum safe altitude is 4;000; maintain 4;000. The pilot then made a turn northbound; climbing to 4;000 ft. The aircraft briefly went into the protected airspace below 4;000 ft; I would estimate approximately 0.5 mile. Once clear of obstructions and at a safe altitude; the aircraft was then cleared to his requested alternate airport. Recommendation; the pilot was not executing the approach as published. As a radar controller; there are many things I would do differently if this were to happen again. This situation was unique in that the pilot was on an IFR approach without the necessary information in case a missed approach was necessary. Due to towers both east and west of the albew intersection; I would suggest the missed approach be changed to an altitude of 3;700 for obstructions to the southeast of becky or 4;000 for the obstructions to the southwest of albew.

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Original NASA ASRS Text

Title: ZFW Controller described a pilot initiated wrong turn missed approach procedure during an RNAV GPS Runway 17 approach into GLE that resulted in a likely Minimum Safe Altitude (MSA) infraction.

Narrative: Aircraft X requested the RNAV GPS Runway 1 approach into GLE. An approach clearance was issued into GLE; and the aircraft was cleared to Advisory Frequency. Also at this time; the Frisco-Shelf was active 4;000 FT - 12;000 FT as requested by D10. The missed approach procedure does not require coordination with DFW Approach (D10) even with the Frisco Shelf active; however I called and asked them to block 4;000 and below for the missed approach. The aircraft checked back onto the frequency; stating he was executing the missed approach due to low visibility. I first asked the aircraft to state his intentions after the missed approach; looking to see if he was asking for a clearance back into GLE or elsewhere. He then stated that he wanted to proceed to his Alternate Airport. I noticed he was on a southern course past the ALBEW Intersection which is the first fix on the missed approach. After ALBEW; the aircraft should turn northeast toward the BECMY Intersection. The aircraft was climbing to 3;000 FT; and I asked the pilot if he was executing the missed approach procedure. He stated he was; however he never made the turn toward BECMY. I then instructed him to precede direct BECMY. After noticing he never made the correct adjustments; the D-Side on position was then coordinating with D10 about the aircraft at 3;000 who would be climbing to 4;000; and I was coordinating with Sector 75 (BOWIE) for a point out. The aircraft made a west turn; toward an area with a minimum safe altitude of 4;000 FT. I mistakenly instructed the aircraft to maintain VFR. As I noticed the aircraft's proximity to the MSA; I told the pilot the Minimum Safe Altitude is 4;000; maintain 4;000. The pilot then made a turn northbound; climbing to 4;000 FT. The aircraft briefly went into the protected airspace below 4;000 FT; I would estimate approximately 0.5 mile. Once clear of obstructions and at a safe altitude; the aircraft was then cleared to his requested alternate airport. Recommendation; the pilot was not executing the approach as published. As a RADAR Controller; there are many things I would do differently if this were to happen again. This situation was unique in that the pilot was on an IFR approach without the necessary information in case a missed approach was necessary. Due to towers both east and west of the ALBEW Intersection; I would suggest the missed approach be changed to an altitude of 3;700 for Obstructions to the southeast of BECKY or 4;000 for the Obstructions to the southwest of ALBEW.

Data retrieved from NASA's ASRS site as of April 2012 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.