Go-Around Procedures

Updated at: 2025-12-06 08:40
procedures
Go-around procedures describe the standardized actions a pilot takes to discontinue an approach or rejected landing and climb away for another circuit or approach. They are a normal, safety-focused maneuver used whenever a safe landing is in doubt, not a sign of failure or poor piloting.

1. Definition of a go-around

In aviation, a go-around is a maneuver in which a pilot discontinues the final approach or landing and transitions the aircraft back to a climb, normally to fly another circuit in the traffic pattern or to rejoin an instrument approach. In airline and operations manuals this may also be called a rejected landing or missed approach, depending on the phase of flight and the applicable procedures.
For student pilots, a go-around is a routine, trained procedure used whenever the approach, landing, runway, or aircraft configuration is not safe or stable. The maneuver combines power application, pitch control, configuration changes (flaps and gear), and radio calls in a defined sequence to avoid loss of control or runway overrun.
On instrument approaches, the term missed approach is used when the aircraft reaches the decision altitude/height (DA/DH) or minimum descent altitude (MDA) and the required visual references are not acquired, or when another safety issue prevents a landing. Although the words differ, the basic idea is the same: stop descending, climb, and follow a published or briefed procedure.

2. Purpose of go-around procedures

The primary purpose of a go-around is to maintain safety margins by avoiding a landing that is unstable, unsafe, or non-compliant with operating limits. It gives the pilot time and altitude to correct problems instead of trying to "salvage" a poor approach close to the ground, where options are limited and reaction time is short.
Standardized go-around procedures ensure that power, pitch, and configuration changes are applied in a controlled, predictable way. This reduces the risk of aerodynamic stall, runway excursion, tail strike, or collision with obstacles and traffic. It also supports air traffic control (ATC) in predicting the aircrafts path and managing other traffic in the circuit or on instrument approaches.
Training organizations emphasize that a go-around is always an acceptable and often the safest decision. Having a clear, practiced procedure helps student pilots overcome hesitation, pride, or "get-there" pressure that can otherwise lead to pressing on with an unstable or unsafe landing attempt.

3. Use of go-arounds in aviation

3.1 Common reasons to go around

Pilots may initiate a go-around at any point during the approach or landing if safety is in doubt. Typical reasons include:
  • Unstable approach: Excessive airspeed, high or low glide path, or large corrections close to the ground.
  • Runway not clear: Traffic, vehicles, animals, or debris on the runway.
  • Traffic conflict: Aircraft not vacating, line-up and wait still on the runway, or spacing issues.
  • Wind and turbulence: Sudden crosswind, wind shear, or loss of airspeed on short final.
  • Configuration issues: Flaps, landing gear, or other systems not correctly set.
  • Touchdown too far along the runway: Risk of runway overrun.
  • ATC instruction: Controller directs a go-around for traffic or separation reasons.
In all cases, the pilot in command is responsible for the decision to go around. Even if air traffic control has cleared the aircraft to land, the pilot may and should initiate a go-around whenever the approach or landing no longer meets safety criteria.

3.2 Visual flight rules (VFR) go-arounds

Under visual flight rules (VFR), go-arounds are most common in the circuit pattern during student pilot training and everyday operations at aerodromes. The maneuver is usually flown from final approach or after a bounced or unstable touchdown, but it can be initiated from base leg or even earlier if needed.
At uncontrolled aerodromes, the pilot announces the go-around on the traffic frequency and re-enters the circuit according to local procedures. At controlled aerodromes, the pilot follows ATC instructions regarding climb-out direction, altitude, and pattern re-entry, while still flying the standard aircraft go-around procedure for power and configuration.

3.3 Instrument flight rules (IFR) missed approaches

Under instrument flight rules (IFR), a go-around is usually referred to as a missed approach. The missed approach procedure is published on the instrument approach chart and defines the required track, altitude, and navigation aids to be used after a go-around from decision altitude or minimum descent altitude.
Instrument missed approaches are flown when the required visual references are not obtained at or before the decision altitude/height (DA/DH) or minimum descent altitude (MDA), when the runway environment cannot be positively identified, or when other safety concerns arise (such as an occupied runway or unstable approach). The aircraft transitions from approach configuration to climb while the pilot navigates along the published missed approach track unless ATC assigns an alternative clearance.

4. Operational considerations for go-around procedures

4.1 General sequence of actions

Although exact procedures vary between aircraft types and flight schools, most go-around checklists follow the same basic sequence. The following steps describe a typical light training aeroplane procedure; always follow the aircraft flight manual (AFM) or pilots operating handbook (POH) and local procedures:
  1. Apply full power: Smoothly advance the throttle to take-off power while maintaining directional control with rudder.
  2. Set climb attitude: Raise the nose to the recommended go-around pitch attitude to arrest descent and begin a positive climb.
  3. Check positive rate: Confirm a positive rate of climb on the vertical speed indicator (VSI) and increasing altitude.
  4. Initial configuration change: Retract one stage of flap (if extended) to reduce drag, but avoid full flap retraction until a safe climb is established.
  5. Maintain runway centreline: Use coordinated rudder and aileron to stay aligned with the runway and avoid drift, especially in crosswind.
  6. Retract remaining flaps in stages: As airspeed increases through the recommended flap retraction speeds, retract remaining flaps in steps to avoid sink.
  7. Climb to a safe altitude: Continue the climb at the recommended go-around or best rate-of-climb speed (for example, Vy) to circuit altitude or as directed by ATC
  8. Trim the aircraft: Adjust pitch trim to relieve control forces once stable in the climb.
  9. Communicate: When workload allows, make the appropriate radio call to ATC or traffic, stating "going around" and your intentions.
  10. Rejoin the circuit or follow missed approach track: Follow local VFR circuit procedures or the published IFR missed approach as briefed.
The key priorities are power, attitude, and configuration, in that order. Communication and navigation adjustments follow once the aircraft is safely climbing and under control.

4.2 Aerodynamic and performance factors

During a go-around, the aircraft is typically in landing configuration, often with high flap settings and possibly low airspeed. Applying full power in this condition changes the aircrafts pitch and yaw characteristics. For example, many single-engine propeller aircraft will tend to yaw left and pitch up when power is applied, requiring timely rudder and pitch inputs to prevent drift and excessive nose-up attitude.
Rapid flap retraction at low airspeed can cause a sudden loss of lift and sink close to the ground. Therefore, flaps are usually retracted in stages, coordinated with increasing airspeed and confirmed positive climb. Similarly, if landing gear is retractable, it is normally retracted only after confirming a positive rate of climb and no risk of runway contact.
Weight, density altitude, and wind conditions affect climb performance. On hot days, at high elevation aerodromes, or with high aircraft weight, the climb gradient after a go-around may be shallow. Student pilots should be familiar with the aircraft’s performance charts and any published obstacle departure or missed approach climb requirements.

4.3 Situational awareness and traffic

A go-around often occurs in busy traffic patterns or controlled aerodromes. While the immediate focus is on flying the aircraft, pilots must also maintain awareness of other traffic, runway occupancy, and ATC instructions. Turning too early or climbing into conflicting traffic can create new hazards.
In VFR circuits, standard practice is usually to continue straight ahead to a safe altitude before turning crosswind, unless local procedures specify otherwise. In IFR operations, pilots follow the published missed approach track or any alternative ATC clearance, which is designed to maintain obstacle clearance and traffic separation.

4.4 Radio phraseology for go-arounds

Standard radio calls help other pilots and controllers understand that the aircraft will not land and will instead climb out. The exact wording can vary by country and procedure, but the key elements are the aircraft callsign, the phrase "going around" or "missed approach", and intentions. Examples include:
  • Uncontrolled aerodrome VFR "Springfield traffic, Cessna G-ABCD, going around, runway two seven, remaining in the circuit, Springfield."
  • Controlled aerodrome VFR: "Tower, Cessna G-ABCD going around, runway two seven."
  • IFR missed approach: "Approach, Cessna G-ABCD, missed approach, climbing to three thousand feet, proceeding to NAVAID as published."
The call is normally made once the aircraft is safely established in the initial climb and pilot workload allows. Safety of flight always takes priority over immediate communication.

4.5 Training and standardization

Flight training organizations include go-around procedures early in the syllabus. Student pilots practice go-arounds from various stages of the approach and after touchdown to build confidence and muscle memory. Instructors emphasize early decision-making, prompt application of power, and strict adherence to the sequence of actions.
Standard operating procedures (SOPs) in commercial and multi-crew operations define detailed go-around callouts, roles, and actions for each pilot. This standardization reduces confusion and ensures both pilots have a shared mental model of the maneuver. Even in single-pilot training, using a consistent script or checklist helps reduce errors under pressure.

5. Examples of go-around scenarios

5.1 Unstable approach in the circuit

A student pilot on short final notices that the aircraft is high and fast, requiring steep pitch and power changes to reach the aiming point. Instead of forcing the landing, the student applies full power, establishes climb attitude, retracts flaps in stages, and announces the go-around to rejoin the circuit for another approach.

5.2 Runway not vacated

On final approach to a controlled aerodrome, the pilot sees that the preceding aircraft has not yet vacated the runway. Air traffic control instructs "G-ABCD, go around, I say again go around". The pilot executes the go-around procedure, climbs straight ahead, and follows further ATC instructions for re-sequencing.

5.3 IFR missed approach at decision altitude

During an instrument landing system (ILS) approach in low visibility, the pilot reaches decision altitude but cannot see the required visual references for the runway. The pilot initiates a missed approach by applying go-around power, setting the go-around pitch, configuring the aircraft for climb, and following the published missed approach track while informing ATC of the missed approach.
For student pilots, viewing the go-around as a normal, well-practiced maneuver is essential. Clear understanding of the purpose, standard procedures, and operational considerations allows timely decisions and safe execution whenever an approach or landing does not meet the required safety standards.