Narrative:

I was conducting a proficiency flight in low IFR conditions. On and ILS approach straight-in; I requested and received clearance for low approach. After reaching an altitude near the DH; with the runway environment not in sight; I continued ahead for a not insignificant distance before executing the missed approach. The localizer needle was not centered (a fact the tower controller noticed on radar); indicating that I was probably not still over the runway upon commencing the missed approach climb. It was only after the completion of the flight that I fully appreciated the seriousness of the blunder. The published elevation of the touchdown zone is 173 ft MSL. The DH is 373. I stopped the approach descent at 400 ft on the altimeter; rounding up the DH in the direction of safety. A look at charted obstacles shows structures on the airport property up to 345 ft MSL (the control tower). Not much margin in instrument meteorological conditions. In retrospect; I believe the lowest safe altitude in the scenario would have been 600 ft MSL; the MDA for a straight-in localizer approach. (Or the circling MDA: 680.) so why hadn't I stayed at least that high; or why hadn't I executed the 'missed' upon reaching the DH with the runway not in sight? In instrument training; years earlier; I remember being taught to go 'missed' right away in that situation. We probably asked for 'the option' (which includes the option for full-stop landing) on those training flights. In more recent times; on practice instrument flights; I have gotten accustomed to requesting 'low approach' rather than 'the option' when I have no intention of landing. Then; after breaking out; I have gotten accustomed to flying visually over the runway before executing the 'missed.' I think it was that habit that created the mindset that led me to delay the 'missed' in this instance. It had been a long time since I had flown an actual ILS approach without breaking out. Evidently; I forgot what to do. Searching for a moral to this story; I took a look at the 'missed approach' definition: 'a maneuver conducted by a pilot when an instrument approach cannot be completed to a landing.' well; if the instrument approach cannot be completed to a landing; it cannot be completed to a low approach over the runway either. You have to go 'missed' without delay. I'll remember that next time.

Google
 

Original NASA ASRS Text

Title: A M-20 pilot conducting a practice ILS in IMC failed to execute the missed approach at the DH and continued down the runway at a dangerously low altitude without ground contact.

Narrative: I was conducting a proficiency flight in low IFR conditions. On and ILS approach straight-in; I requested and received clearance for low approach. After reaching an altitude near the DH; with the runway environment not in sight; I continued ahead for a not insignificant distance before executing the missed approach. The localizer needle was not centered (a fact the Tower Controller noticed on radar); indicating that I was probably not still over the runway upon commencing the missed approach climb. It was only after the completion of the flight that I fully appreciated the seriousness of the blunder. The published elevation of the touchdown zone is 173 FT MSL. The DH is 373. I stopped the approach descent at 400 FT on the altimeter; rounding up the DH in the direction of safety. A look at charted obstacles shows structures on the airport property up to 345 FT MSL (the Control Tower). Not much margin in instrument meteorological conditions. In retrospect; I believe the lowest safe altitude in the scenario would have been 600 FT MSL; the MDA for a straight-in localizer approach. (Or the circling MDA: 680.) So why hadn't I stayed at least that high; or why hadn't I executed the 'missed' upon reaching the DH with the runway not in sight? In instrument training; years earlier; I remember being taught to go 'missed' right away in that situation. We probably asked for 'the option' (which includes the option for full-stop landing) on those training flights. In more recent times; on practice instrument flights; I have gotten accustomed to requesting 'low approach' rather than 'the option' when I have no intention of landing. Then; after breaking out; I have gotten accustomed to flying visually over the runway before executing the 'missed.' I think it was that habit that created the mindset that led me to delay the 'missed' in this instance. It had been a long time since I had flown an actual ILS approach without breaking out. Evidently; I forgot what to do. Searching for a moral to this story; I took a look at the 'missed approach' definition: 'A maneuver conducted by a pilot when an instrument approach cannot be completed to a landing.' Well; if the instrument approach cannot be completed to a landing; it cannot be completed to a low approach over the runway either. You have to go 'missed' without delay. I'll remember that next time.

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.