What is a go-around and when should a pilot decide to execute one?

A go-around is a maneuver used to abort a landing approach and return the aircraft to a climb configuration when continuing to land would be unsafe. According to the FAA Airplane Flying Handbook, situations that warrant a go-around include an unstabilized approach, an obstacle or another aircraft on the runway, excessive speed or poor touchdown positioning, or any condition where the pilot is not fully confident in a safe landing outcome. The FAA emphasizes that the decision to go around should be made early and without hesitation, as delaying the decision reduces the margin of safety available to execute the maneuver successfully.

How do you properly execute a go-around procedure in a single-engine airplane?

The FAA Airplane Flying Handbook outlines the go-around procedure as a sequence of three priorities: apply full throttle to establish climb power, control the pitch attitude to arrest any descent and establish a positive climb, and then retract flaps incrementally to the recommended go-around setting rather than all at once, which could cause a sudden loss of lift. Carburetor heat, if applied, should be turned off before adding full power, since carb heat reduces engine power output by decreasing air density and richening the mixture. Once a positive rate of climb is confirmed, the pilot retracts remaining flaps in stages, establishes Vy or the manufacturer's recommended climb speed, and follows any published traffic pattern instructions to reenter safely.

What's the difference between a go-around and a rejected landing, and does a pilot need to notify ATC?

The terms go-around and rejected landing are often used interchangeably in general aviation to describe aborting a landing and climbing away from the runway environment, though 'rejected landing' sometimes specifically refers to a go-around initiated after touchdown has already occurred, which the FAA Airplane Flying Handbook calls a balked landing. In either case, the pilot should promptly notify ATC of the go-around so controllers can issue new instructions and sequence the aircraft back into the traffic pattern or hold. The AIM reinforces that clear communication with ATC during a go-around is essential for maintaining separation from other traffic and ensuring the controller can provide an updated clearance.

Go-Around: Decision-Making and Execution Procedure

Every landing approach carries the possibility that something will not go according to plan. A gust of wind, an aircraft that lingers on the runway, a sudden loss of visual reference, or simply an unstabilized approach can make continuing to land more dangerous than flying away and trying again. The go-around is the pilot's most important safety valve in the traffic pattern — a deliberate decision to abandon a landing attempt and return the aircraft to a safe climb configuration. Despite being practiced from the first dual lessons, the go-around remains one of the most frequently mishandled maneuvers in accident records. Understanding the decision logic and the step-by-step procedure makes the difference between a routine recovery and a catastrophe.

This article walks through the full picture: why go-arounds are initiated, exactly how to execute one in a piston single, the aerodynamic traps hiding in the procedure, and the FAA knowledge-test details you need to have cold.

When to Decide: Recognizing the Go-Around Trigger

The FAA's Airplane Flying Handbook (FAA-H-8083-3) emphasizes a key principle: the decision to go around should be made as early as possible. Waiting until the aircraft is skipping down the runway or drifting off centerline at 10 feet AGL dramatically compresses the safety margin. The following situations are classic triggers:

Unstabilized approach. Industry standard calls for a stabilized approach by a defined gate — typically 500 feet AGL in visual conditions. If airspeed, glidepath, configuration, and alignment are not all within acceptable limits at that point, go around.
Runway incursion or obstruction. Another aircraft, vehicle, or animal on the runway demands an immediate go-around — no exceptions.
Excessive float or bounce. If the aircraft is floating well past the touchdown zone or if a firm bounce causes the nose to pitch uncomfortably, continuing carries the risk of running off the far end or a second, harder contact.
Crosswind drift not corrected by short final. If you are not aligned and wings-level over the threshold, fly away and re-establish the approach.
Loss of visual reference or sudden weather deterioration. Any time the environment no longer supports a safe landing, a go-around returns the pilot to a controlled state.

The hardest part of the decision is psychological, not technical. Many pilots feel committed once gear is near the ground, and they hesitate because a go-around feels like admitting a mistake. The AFH directly counters this mindset: a go-around is not a failure — it is sound aeronautical decision-making. Set a personal rule before every approach: if I am not stable and aligned by 500 feet AGL, I will go around without debate.

How the Go-Around Works: Step-by-Step Execution

The go-around procedure follows a logical sequence driven by the aircraft's need to transition from a descending, drag-heavy configuration to a climbing, efficient one. The general order is: power, attitude, then configuration — though all three happen in rapid, overlapping succession.

Step 1 — Full Throttle

The instant the go-around decision is made, smoothly but promptly advance the throttle to full (or maximum allowable) power. On carbureted engines, ensure the carburetor heat is OFF before applying full power, because carb heat reduces engine power output by decreasing air density and richening the mixture — exactly when maximum power is needed most. The AFH specifies that power application should be smooth to avoid engine shock-cooling concerns on the way in and torque-induced yaw on the way out.

Step 2 — Establish Climb Attitude

Simultaneously with power application, raise the nose to the appropriate climb attitude. At this point the aircraft may still be very slow — possibly below Vx or Vy — so the pilot must be careful not to over-rotate and approach a stall. Reference the horizon and the pitch attitude associated with a normal climb. A common error is chasing the airspeed indicator rather than flying a target attitude; the correct technique is to set attitude and let airspeed follow.

Step 3 — Reduce Flaps Incrementally

This step is where most go-around accidents originate. With full flaps extended, the aircraft has significant induced drag and a sharply altered lift curve. Retracting all flaps at once while at low airspeed and low altitude can cause a sudden, dramatic loss of lift that drives the aircraft into the ground. The correct technique is to retract flaps in increments — typically to an intermediate setting first (e.g., from 40° to 20°, or from full to the first detent), allow airspeed to build, then continue retracting as climb performance allows. Always follow the procedure in the aircraft's Pilot's Operating Handbook (POH), because flap retraction schedules vary by aircraft design.

Step 4 — Trim and Obstacle Clearance

Full power in a nose-high attitude creates strong pitch-up and left-turning tendencies (in a conventional left-turning American engine). Use right rudder to counteract engine torque and P-factor. As airspeed builds and configuration changes, use the trim to reduce control forces. Confirm positive rate of climb on the altimeter and VSI before retracting any remaining flaps. Once clear of obstacles and at a safe altitude, transition to a normal climb speed — either Vx if obstacles are a concern, or Vy for best rate.

Step 5 — Traffic Pattern Re-Entry

After establishing a normal climb, communicate your intentions on the CTAF or with ATC as appropriate. Rejoin the traffic pattern at the correct altitude and sequence behind other aircraft. Never attempt to squeeze in on a short base; fly a complete pattern for a stabilized second attempt.

Why It Matters: The Aerodynamic and Safety Stakes

The go-around sits at the intersection of several serious accident categories. According to FAA analysis, loss of control on go-around — particularly during balked landings — accounts for a notable share of fatal general aviation accidents. The key aerodynamic hazards are:

Torque and P-factor at full power, low airspeed. A left-turning tendency is strongest when the propeller is at a high angle of attack and power is maximum. Inadequate right rudder can cause a rapid roll and yaw to the left, catastrophic at low altitude.
Balloon on abrupt flap retraction. If the pilot yanks flaps from full to zero and simultaneously rotates aggressively, the aircraft can balloon well above the intended climb path, overshoot the target attitude, and stall.
Settling after partial flap retraction. Conversely, retracting flaps too early while still slow can cause the aircraft to sink before power produces enough thrust to sustain climb. This is why incremental retraction tied to airspeed is critical.
Spatial disorientation during night or IMC go-arounds. The instrument pilot must immediately transition to instruments and fly the missed approach procedure; the private pilot must stay VMC and communicate immediately with ATC.

Key Numbers and Rules

Stabilized approach gate: 500 feet AGL in VMC; if not stable, go around.
Flap retraction: Always incremental; never retract all flaps at once at low airspeed. Refer to POH for specific speeds at each increment.
Carb heat: OFF before full power application on carbureted engines.
Vx vs. Vy: Use Vx (best angle) to clear obstacles; use Vy (best rate) for normal climb once clear. Both airspeeds are published in the POH.
Right rudder: Required from the moment full power is applied; amount varies with airspeed — greatest need when slow and at full throttle.
Positive rate of climb: Confirmed before final flap retraction.
Balked landing authority (14 CFR 91.3): The pilot in command has final authority to go around at any time, regardless of ATC clearance to land.

Memory Aid

A widely taught memory aid for the go-around sequence is "Power, Attitude, Configuration" — sometimes stated as PAC:

P — Power: Full throttle immediately, carb heat off.
A — Attitude: Climb pitch attitude established, right rudder applied.
C — Configuration: Flaps retracted incrementally as airspeed allows.

Running through PAC mentally as you execute the maneuver prevents the common error of retracting flaps before establishing a positive climb attitude and sufficient airspeed.

Common Test Traps

Flap retraction order. FAA test questions often ask what happens if flaps are retracted all at once at low airspeed during a go-around. The answer: the aircraft may sink or lose climb performance before power compensates — potentially driving it into the ground.
Carb heat timing. Students often forget that carb heat must be turned OFF before applying full power. The test may present a scenario where carb heat is left ON; this reduces available power at the most critical moment.
When to decide. Questions testing stabilized approach concepts expect you to know that the go-around decision should be made early — not at the flare or after a bounce.
Vx vs. Vy selection. If there are trees or obstacles at the departure end of the runway, use Vx (best angle of climb), not Vy. The test distinguishes these regularly.
Pilot authority. A common distractor suggests that a pilot must continue to land once cleared by ATC. In fact, under 14 CFR 91.3, the PIC retains full authority to execute a go-around at any point, and ATC must be notified promptly.

The go-around is ultimately a mindset as much as a maneuver. Proficient pilots pre-brief their personal go-around criteria before every approach, commit to those criteria without negotiation, and execute the PAC sequence smoothly when the time comes. Practicing go-arounds from various points — early final, short final, and the actual flare — builds the muscle memory and confidence to act decisively when real conditions demand it.