When and How to Execute a Go-Around

THE GO-AROUND: A SAFETY MANEUVER, NOT A FAILURE

A go-around (also called a missed approach in IFR operations) is the decision to discontinue an approach to landing and climb away for another attempt or a diversion to another airport. Despite being one of the most critical safety maneuvers in aviation, many pilots hesitate to execute a go-around because they perceive it as an admission of error. This mindset is dangerous. A go-around is a proactive safety decision that prevents far more serious consequences.

WHEN TO GO AROUND

A go-around should be initiated whenever continuing the approach would result in an unsafe landing. Common triggers include:

UNSTABILIZED APPROACH

An approach is considered unstabilized when the aircraft is not in a proper configuration, airspeed, or descent rate by a predetermined altitude (typically 500 feet AGL for VFR and 1,000 feet AGL for IFR). Indicators of an unstabilized approach include: • Airspeed more than 10 knots above or 5 knots below the target approach speed • Descent rate exceeding 1,000 feet per minute • Not in the proper landing configuration (gear down, flaps set) • Excessive bank angle on final approach • Significant lateral deviation from the runway centerline

RUNWAY INCURSION OR CONFLICT

If another aircraft, vehicle, or animal is on or crossing the runway, initiate an immediate go-around. ATC may issue a go-around instruction: "Go around, traffic on the runway." This instruction requires immediate compliance.

WIND SHEAR OR SUDDEN GUSTS

Significant airspeed fluctuations or sudden sink rates on short final indicate wind shear. If the aircraft experiences a gain or loss of more than 15 knots of airspeed or an unexpected increase in descent rate, a go-around is the safest course of action.

LOSS OF VISUAL REFERENCE

On a VFR approach, if the runway environment is lost due to fog, rain, or other obscuration, go around immediately. On an IFR approach, if the runway is not in sight at the decision altitude (DA) or minimum descent altitude (MDA), the missed approach must be executed.

OTHER SITUATIONS

• Bounced landing that cannot be safely recovered • Long landing that will not stop within the available runway • Wake turbulence from a preceding aircraft • Pilot discomfort or uncertainty about any aspect of the approach

THE GO-AROUND PROCEDURE

STEP 1: POWER

Apply full power smoothly but promptly. In carbureted engines, push the carburetor heat to the cold (OFF) position to restore full engine power. In fuel-injected engines, ensure the mixture is set appropriately for the altitude.

STEP 2: PITCH

Establish a positive climb attitude. The initial pitch should arrest the descent and transition to a climb. Do not pitch up aggressively, as this can result in a stall, especially at low airspeed with full flaps. Target the best rate of climb speed (Vy) or the speed recommended in the POH for go-around.

STEP 3: FLAPS

Retract flaps incrementally, not all at once. Most POHs recommend retracting flaps to an intermediate setting (e.g., from full to 20 degrees) once a positive rate of climb is established, then retracting fully once at a safe altitude and airspeed. Rapid flap retraction at low speed can cause a sudden loss of lift and sink.

STEP 4: CONFIGURATION

If the landing gear is retractable, retract it once a positive rate of climb is confirmed and there is no remaining possibility of landing on the available runway. Trim the aircraft for climb.

STEP 5: COMMUNICATE

At a towered airport, announce "going around" on the tower frequency. ATC will provide instructions for the traffic pattern re-entry. At a non-towered airport, announce on the CTAF: "[Airport] traffic, [callsign], going around, runway [number], [airport]."

GO-AROUND IN IFR: THE MISSED APPROACH

During an instrument approach, if the runway environment is not visible at the DA (precision approach) or MDA (non-precision approach), the pilot must execute the published missed approach procedure. This procedure is printed on the approach chart and typically involves: • Climbing to a specified altitude • Turning to a specified heading or tracking a specified course • Proceeding to a missed approach holding fix

The pilot must fly the published missed approach unless ATC provides alternative instructions. Upon reaching the holding fix, the pilot can request another approach, divert to an alternate airport, or hold while evaluating options.

COMMON GO-AROUND ERRORS

• Delayed decision: The most common error is waiting too long to initiate the go-around. The decision should be made early, not when the aircraft is 10 feet above the runway with no options left. • Incomplete power application: Some pilots add only partial power, resulting in inadequate climb performance. Use full power unless the POH specifies otherwise. • Failure to manage pitch: Over-rotating to a nose-high attitude can lead to a stall. Under-rotating may result in continued descent. • Retracting all flaps simultaneously: This causes an abrupt loss of lift and can result in the aircraft sinking or stalling. Always retract incrementally. • Forgetting to communicate: ATC needs to know about the go-around to manage other traffic in the pattern. • Fixating on the go-around and forgetting to fly: Maintain aircraft control above all else. Aviate first, then navigate and communicate.

PRACTICE AND PROFICIENCY

Go-arounds should be practiced regularly during training flights and flight reviews. Pilots should brief the go-around procedure before every approach, including the target pitch attitude, flap retraction sequence, and intended flight path. Making the go-around a well-rehearsed reflex removes the hesitation that causes accidents. The best pilots are the ones who go around without hesitation when conditions warrant it.