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Go-Arounds: The Most Professional “Nope” in Aviation

A go-around isn’t an admission of failure—it’s a decision to keep options. When pilots get in trouble on landing, it’s rarely because they couldn’t go around. It’s because they didn’t, or they waited until the maneuver became messy, rushed, and low-altitude.


A solid go-around is one of the highest-value skills you can practice: it turns a bad approach into a normal climb, resets the situation, and buys you time to think. This post covers why go-arounds happen, how to execute one cleanly, and the safety habits that keep it from becoming its own adventure.


(As always: follow your POH and training guidance—details like flap retraction and power settings vary by aircraft.)



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Why go-arounds happen (and why they’re normal)

Here are common, totally valid reasons to go around:


1) Unstable approach

If any of these are true and you can’t correct them promptly:

  • airspeed is outside your target range,

  • sink rate is excessive,

  • you’re high/low and chasing the glidepath,

  • configuration isn’t complete,

  • you’re not aligned with the runway,

  • you’re making large corrections close to the ground.


A good rule: if it doesn’t feel boring by short final, go around.


2) Runway not clear

  • aircraft still on the runway,

  • vehicles/animals,

  • a late landing aircraft,

  • a runway incursion,

  • wake turbulence concerns behind a larger aircraft.


If you can’t land where you planned, don’t force it.


3) Bad bounce or balloon

A float that eats runway, a balloon from excess speed, or a bounce that feels “wrong” is often best handled with a go-around—especially in nosewheel aircraft where a second touchdown can escalate.


4) Wind shear, gusts, or crosswind not working out

If the airplane is getting shoved around and you’re no longer confident you can touch down in a controlled way, reset and try again—or divert.


5) ATC instruction or traffic conflict

“Go around” from tower isn’t a suggestion. It’s traffic management. Execute promptly, then follow instructions.


6) Mechanical/operational issues

Door popped open, flap indication mismatch, unexpected warning light, anything that creates distraction at low altitude. If it’s eating your attention, climb away and sort it out.


The go-around mindset: decide early, execute positively

Two truths:

  • A go-around gets harder the longer you wait.

  • The airplane doesn’t know you “almost landed.” It only knows pitch, power, and configuration.


A professional go-around is positive and immediate—not a hesitant half-landing.


How to do a go-around (general step-by-step)

1) Power: add it smoothly but decisively

  • Apply go-around power (often full power in many GA airplanes).

  • Expect left-turning tendencies: apply the needed right rudder to stay coordinated and maintain runway track.


Callout habit: “Power.” (Even solo, it keeps your flow consistent.)


2) Pitch: arrest the descent, then establish a climb

  • First, pitch to stop sinking.

  • Then set a climb attitude that gives you your go-around / initial climb speed (often similar to Vy, but follow POH and training).


Big caution: With full power and lots of flap, the airplane may want to climb aggressively—don’t over-rotate and bleed airspeed. A go-around is not a short-field takeoff unless you specifically need obstacle performance and your POH supports it.


3) Configuration: reduce drag in the correct sequence

This is where pilots get behind the airplane. The goal is to:

  • keep lift while reducing drag.


Typical GA sequence (varies by aircraft):

  • Confirm positive climb (VSI/altimeter trend, outside picture).

  • Retract flaps in stages (e.g., from full to a partial setting first), then gradually to up as speed and climb stabilize.

  • For retractable gear: gear up on a positive rate (per SOP).


The most common go-around error: dumping flaps all at once at low speed/low altitude, which can cause a sink or even settle back onto the runway.


4) Track: fly runway heading (or assigned heading) and stay predictable

Unless ATC or local procedure says otherwise:

  • maintain runway heading initially,

  • climb to pattern altitude,

  • re-enter the pattern in a standard way.


At non-towered fields, make a clear call:

  • “Podunk traffic, Cessna 3AB going around runway 27, Podunk.”


5) Communicate: tell someone what you’re doing

  • Towered: “Going around” (then comply with tower instructions).

  • Non-towered: announce position and intention.

  • If IFR: comply with missed approach instructions or ATC clearance as appropriate.


6) Clean up and regroup

Once you’re climbing safely:

  • re-trim (go-around pitch forces can be significant),

  • verify engine instruments,

  • check your spacing,

  • decide whether to try again or divert.


Go-around technique details that help (a lot)

Expect a big pitch/trim change

Many airplanes are trimmed for approach. When you add power:

  • the nose wants to come up,

  • you may need firm forward pressure until re-trimmed.


Don’t fight it for long—trim is workload management.


Be ready for the yaw

Full power at low speed means:

  • more P-factor/torque/spiraling slipstream effects,

  • more rudder required.


Stay coordinated. A sloppy, uncoordinated go-around close to the ground is not where you want to be.


Don’t chase airspeed—set attitude

If you pitch for the correct sight picture and attitude, speed tends to settle where it should. If you stare inside and chase knots, you can end up porpoising the climb.


Know your flap “safe speeds”

If your airplane has flap operating ranges and recommended retraction speeds, respect them. Retracting too early can sink you; retracting too late can leave you wallowing in drag.


When a go-around should be automatic

If any of these happen, the default answer is “go around”:

  • You’re not stabilized by a reasonable gate (commonly 500’ AGL VFR / 1000’ IFR concepts, but apply practical judgment).

  • You float past your planned touchdown point and runway is disappearing.

  • You need aggressive control inputs to stay aligned.

  • You lose sight of the runway environment at a critical moment.

  • Another aircraft/vehicle is where it shouldn’t be.

  • You hear/feel something that makes you say, “That’s not right.”


It’s easier to explain a go-around than to explain an accident.


Common go-around mistakes (and how to avoid them)

1) Hesitating on power

Fix: commit. A go-around without power is just a continued landing with extra confusion.


2) Pitching up too much

Fix: first stop the sink, then climb at a known speed. Don’t trade speed for a dramatic nose-up attitude.


3) Retracting flaps all at once

Fix: step flaps up in stages after a positive rate and stable climb.


4) Forgetting to re-trim

Fix: trim as soon as you’re stable. It’s not optional—it's what keeps you ahead.


5) Not announcing the go-around

Fix: tell tower/traffic early. Everyone else is building a mental picture of you landing.


Practice makes it boring—and boring is the goal

The best go-around is one you can do smoothly, without adrenaline, because you’ve practiced it. Ask an instructor to work them in from:

  • stabilized approach → go-around

  • late go-around close to flare (with proper supervision)

  • bounced landing recovery decision-making

  • crosswind go-arounds


You’re training the muscle memory: power, pitch, configuration, track, talk.


Final thought

A go-around is a normal maneuver used by confident pilots to maintain control of the situation. It’s not “giving up.” It’s choosing to land when the setup is right—because the ground will still be there in two minutes.



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