8.go-around-procedure. Go-Around (Rejected Landing)
A go-around, also called a rejected landing or balked landing, is the procedure used to abandon an approach or landing attempt and return the airplane to a climbing flight configuration. It is one of the most important and underutilized maneuvers in airplane operation. Pilots routinely press an unstable or unsafe approach to a landing rather than execute a timely go-around — a decision that has filled accident reports for decades. The fundamental rule is simple: if the approach is not stabilized, if the runway is not clear, or if the landing cannot be made safely in the touchdown zone, go around.
When to Go Around
Common triggers for a rejected landing include:
- Unstabilized approach (airspeed, descent rate, glidepath, or alignment outside tolerances inside the final approach segment)
- Runway incursion or obstruction (vehicle, animal, aircraft not clear)
- Wind shear, gusts, or a wind shift exceeding aircraft or pilot capability
- A bounced, ballooned, or porpoised landing that cannot be safely recovered
- Tower instruction to go around
- Excessive float past the intended touchdown point or insufficient remaining runway
- Loss of visual references in deteriorating weather
The go-around decision should be made early. The longer the pilot delays, the lower and slower the airplane becomes, and the fewer options remain.
The Three-Phase Procedure
A go-around in a typical single-engine airplane consists of three coordinated actions performed essentially simultaneously, often summarized as Power – Pitch – Configuration (Flaps/Gear).
- Power. Smoothly but rapidly advance the throttle to maximum allowable power. Apply right rudder to counter the left-turning tendencies (torque, P-factor, slipstream) that accompany high power at low airspeed. In a fixed-pitch propeller airplane, watch for engine over-speed; in a constant-speed propeller airplane, propeller control should already be full forward (high RPM) per the before-landing checklist.
- Pitch. Establish a climb attitude. Initially, pitch only enough to arrest the descent — do not pitch aggressively while still in landing configuration with full flaps, because the airplane will be slow, drag is high, and an over-pitch can result in a stall. Accelerate to VY (best rate of climb) or, if obstacles exist, VX (best angle of climb).
- Configuration. Retract flaps in stages. The first reduction (typically from full flaps to an intermediate setting such as 20°) should be made promptly to reduce drag and improve climb performance, but never so abruptly that the airplane sinks. In retractable-gear airplanes, retract the landing gear after a positive rate of climb is established and once a safe landing on the remaining runway is no longer possible.
A useful memory aid taught in many flight schools: Cram, Climb, Clean — cram the throttle, climb the airplane, then clean it up.
Critical Pitfalls
- Premature flap retraction. Retracting full flaps in one motion at low airspeed causes a sudden loss of lift and a sink that may put the airplane back on the runway or into obstacles. Retract in increments and re-trim as airspeed builds.
- Failure to compensate for trim. With nose-up trim set for the approach, full power produces a strong nose-up pitching moment. The pilot must apply firm forward yoke pressure and re-trim as soon as practical to avoid a stall.
- Failure to apply right rudder. The combination of high power and low airspeed produces pronounced left yaw; without right rudder, the airplane drifts left of centerline and into adverse aerodynamic territory.
- Indecision. Hesitating between landing and going around — adding partial power, then pulling it back — has caused many runway-overrun and stall accidents. Once the decision is made, commit to it.
Path and Pattern
During the go-around, fly slightly to the right of the runway centerline so that traffic on the runway, parallel taxiway, or the runway itself remains visible. At a towered field, advise ATC; at a non-towered field, broadcast the go-around on CTAF and rejoin the traffic pattern by climbing to pattern altitude on crosswind. Do not turn crosswind until reaching pattern altitude and clear of any departing traffic.
Example
On short final at 70 KIAS with full flaps, the pilot sees a deer enter the runway. The pilot:
- Smoothly applies full throttle, simultaneously adding right rudder and forward pressure to control pitch.
- Pitches to a level/slight-climb attitude until a positive rate of climb and accelerating airspeed are confirmed.
- Retracts flaps from 30° to 20°, allows airspeed to build to VY, and continues retracting flaps in stages while re-trimming.
- Offsets to the right of the runway, climbs to pattern altitude on the upwind, and announces intentions on CTAF.
Properly executed, a go-around is a routine, low-risk maneuver. The accidents come from delaying the decision, not from making it.