Originally Posted by
Loren Pechtel
You beat me to it. If the pilots are busy flying the plane they're not going to take time out to talk to ATC.
Their first priority is keeping the plane in the sky.
After that is dealt with then their priority is keeping the plane pointed in the right direction.
Only after that is dealt with do they talk.
I'd challenge your assertion somewhat. In busy airspace like NYC, keeping the airplane "pointed in the right direction" is not as simple an issue as you posit. Communicating is pretty helpful in keeping the airplane pointed in the right direction (away from traffic and terrain).
While there is a published missed approach procedure as part of instrument approaches, often when ATC initiates a go-around, the initial instruction is something other than the published missed approach.
The airspace they need for a go-around is normally clear anyway, they don't need to talk to ATC to avoid a mid-air on a go-around.
Oversimplified, especially at an airport like LGA where normal ops have arrivals and departures on crossing runways.
Originally Posted by
ograff
If I had a dollar for the number of times my flight instructor repeated this phrase...
In addition to learning "aviate navigate communicate" we also learn that if an approach to landing is unacceptable in some way, going around is a safe and smart option. In general, the tower sees when you go around, informing them is a courtesy, and giving a reason is essentially unimportant when you need to get the plane back at a positive rate of climb.
Uh, no, informing the tower is more than "a courtesy." It's a requirement (to be complied with as soon as it can be safely done). You have been cleared for a specific approach to a specific runway. You are expected to comply with that clearance and if you cannot then you should inform ATC as soon as possible. Yes, your primary objective is to fly the airplane. Secondarily, keep it headed away from traffic and terrain. ATC is rather useful in that effort. As mentioned upthread, many times the instruction on a go-around is to fly something other than the published missed approach.
So while I agree that the crew of this AA flight had no particular responsibility to take up valuable radio time by explaining the reason for the go-around to ATC, you both underestimate the importance of communicating with ATC when executing a go around in very complex and congested airspace.