Go-Arounds: Your Guide to Safe Aborted Landings

Every student pilot remembers the first time an approach didn’t feel right.

The runway is in sight, the aircraft is descending, and everything looks close enough — yet something inside says, this isn’t working. That moment, more than any perfect landing, is where real pilot judgment is built.

A go-around is one of the clearest signs that a pilot is thinking ahead rather than hoping for the best. From PPL training circuits to ATPL-level operations at busy international airports, go-around procedure is a normal, trained, and expected part of flying.

Yet many flight students fear the manoeuvre. Some hesitate. Others try to “salvage” an unstable approach, believing a go-around means they’ve done something wrong. In reality, the opposite is true: pilots who go around early and decisively are the ones flying by the book — and flying safely.

In this guide, we’ll break down what a go-around really is, how it differs from a missed approach, and why instructors and regulators actively encourage pilots to use it whenever safety margins shrink. You’ll learn the most common triggers, the step-by-step technique, frequent student mistakes, and how go-arounds work in both visual and instrument flying — all aligned with EASA and UK CAA training standards.

Because mastering the go-around isn’t about avoiding landings. It’s about knowing when not to force one.

What Is a Go-Around?

A go-around, sometimes casually called an aborted landing, is a standard manoeuvre pilots use when continuing the landing is no longer safe or stable. Instead of touching down, the pilot applies power, climbs away, and sets up for another approach.

Go-arounds can be initiated by the pilot or instructed by ATC. A pilot may begin a go-around anywhere from the final approach segment to touchdown, as long as no deceleration devices have been deployed (brakes, spoilers, thrust reversers).

It’s important to understand: a go-around is not an emergency. For student pilots, this is one of the most significant mindset shifts. There is no penalty, no paperwork, and no embarrassment. Airline training departments encourage pilots to go around whenever an approach is unstable, the weather deteriorates, or the pilot simply feels uncomfortable.

Whether you fly a C172 or an A320, the rule stays the same: “When in doubt — go around.”

Consistently achieve smooth landings and master flap adjustments with our in-depth guide,  Flaps, Lift & Drag: The Secret to Smooth Landings.

Go-Around vs. Missed Approach

These two terms are often mixed up, but they have different meanings — especially for exam purposes. Here are the key-differences.  

Go-Around is a manoeuvre: apply power, climb, and discontinue the landing. It can be initiated anytime the landing becomes unstable, unsafe, or unclear. It also may be carried out on visual or instrument approaches.

Missed Approach is a published IFR procedure on the approach chart, which provides a defined route, altitude, and navigation plan to keep the aircraft clear of terrain and traffic. Missed approach begins after initiating the go-around on an instrument approach. Only applies if you are flying under IFR and following an instrument approach.

In simple terms:  You go-around when you decide not to land. You fly a missed approach when you're on an instrument approach and need a published escape path.

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Why Do Pilots Go Around? (Common Triggers)

Across general aviation and airline operations, pilots are trained to follow clear go-around criteria. If those criteria are not met, the correct action is simple: stop the landing and fly away. Below are the most common triggers you’ll encounter during training — and later in professional flying.

1. Unstable Approach

This is the number one reason for go-arounds worldwide. Most operators — and EASA-based training standards — define a stable approach as one where, by 1,000 ft AGL in IMC (or 500 ft in VMC):

• The aircraft is fully configured for landing

• All checklists are complete

• Airspeed is within limits

• The aircraft is on the correct glide path

• Descent rate is controlled (typically ≤ 1,000 ft/min)

• Engine power is stable and appropriate

If any one of these elements is missing, the approach is considered unstable — and a go-around is mandatory.

For student pilots, this often shows up as being too high, too fast, or chasing the glide path. The important lesson is this: If you can’t make a normal touchdown in the touchdown zone, the landing is already compromised.

2. Runway Not Clear

A runway must be completely clear before landing — no exceptions.

At busy airports, even a small delay by the aircraft ahead can trigger a go-around. As a rule of thumb, three miles of spacing on short final is usually enough. Any less, and pilots start planning for a possible go-around.

If the runway isn’t clear when you’re about to touch down, continuing the landing is no longer an option.

Common runway conflicts include: another aircraft still vacating, vehicles or personnel on the runway, animals or debris, traffic on an intersecting runway.

3. Weather Changes

Weather-related go-arounds are common — and expected. Typical triggers include:

• Wind shear or strong gusts on short final

• Crosswinds exceeding aircraft or pilot limits

• Visibility dropping below approach minima

• Cloud base below decision altitude (DA/MDA)

On an instrument approach, if you reach decision altitude and cannot see the required visual references, regulations require an immediate go-around. There is no discretion here — it’s black and white.

4. Technical Issues

Any abnormal indication on final approach deserves respect.

Typical triggers include: engine or system warnings, flight control abnormalities, unsafe landing gear indications, incorrect flap configuration.

In training aircraft, this might be as simple as an unexpected engine roughness or configuration error. In commercial operations, strict SOPs define which failures require an immediate go-around.

5. ATC Request

ATC may instruct a go-around due to traffic spacing or unforeseen runway operations. Sometimes the decision isn’t yours — and that’s perfectly normal.

ATC may instruct a go-around due to insufficient spacing, wake turbulence concerns, traffic conflicts, sequence adjustments.

Controllers will usually issue a go-around with an altitude and heading, especially in controlled airspace. This happens daily at major airports and is part of normal traffic management.

6. Anytime Safety Is in Question

Sometimes, none of the technical boxes are ticked, yet the approach still feels wrong. Experienced pilots learn to trust that instinct. Aviation history is full of accidents that began with: “We could probably make it work.”

Good judgment means choosing the safer option early, not rescuing a bad situation late. As many instructors put it: “If you’re thinking about going around — you already should.”

How Common Are Rejected Landings in Real Life?

From a pilot’s perspective, go-arounds are normal, not abnormal. They are rarely dramatic and almost never emergencies. In fact, most go-arounds are calm, deliberate decisions made precisely because the crew wants the flight to end safely. There’s a well-known bit of cockpit wisdom: it’s better to fly a perfect second approach than force a bad first landing. As a result, pilots typically feel relief after making the call. 

Statistically, go-arounds are uncommon but far from rare: globally, they occur at an average rate of 1–3 per 1,000 approaches (roughly 0.1–0.3%), with busy or weather-challenged airports sitting at the higher end of that range. At places like London Heathrow, where aircraft land every 45 seconds, or Hong Kong, Mumbai, and Dubai, where weather regularly pushes operational limits, go-arounds are a visible and accepted part of daily operations. 

Even so, many airline pilots will experience fewer than ten real go-arounds in their entire careers, which explains why they can feel surprising when they happen. That’s why training matters: simulator studies consistently show that crews who treat unexpected go-arounds as routine (using clear callouts, checklist discipline, and good crew coordination) handle them best. 

Operationally, airlines plan for this reality: extra fuel is always carried, and a single go-around usually means nothing more than landing a few minutes later. 

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How to Perform a Go-Around: Step by Step

A go-around is a standardised sequence of actions designed to stabilise the aircraft, regain a safe flight path, and give you time and space to reassess. Whether you fly a SEP (a Safety & Emergency Procedures) trainer or prepare for airline SOPs (standard operating procedures), the logic is always the same.

Use the image below as a mental model — a smooth, deliberate transition from landing mindset to climb mindset.

1. Decide Early — Commit Fully

Timely decision to go around. The most important step happens before you touch the controls: the decision itself. Once you recognise that the approach is unstable, the runway isn’t clear, or safety margins are gone, commit immediately. A late go-around is always harder than an early one.

2. Apply Power — Control the Sink

Apply maximum allowable power and adjust pitch. Smoothly but decisively apply go-around power. As thrust increases, anticipate pitch-up tendency, increased torque and P-factor (especially in single-engine aircraft).

Adjust pitch to arrest the descent, not to climb aggressively. The goal at this stage is to stop going down before trying to go up.

3. Reconfigure Drag — Flaps to Intermediate

Flaps: landing → intermediate. Once the descent is arrested and the aircraft is accelerating, reduce flap to the recommended intermediate setting (not fully up). This step reduces drag, maintains lift, and prevents settling back onto the runway. Configuration changes during a go-around should be measured, not rushed.

4. Confirm Performance — Positive Rate

Positive rate of climb — gear up. Only after you confirm a positive rate of climb call or confirm “positive climb”, retract the landing gear. 

This sequence exists for a reason. Raising the gear too early increases workload and risk; raising it too late adds unnecessary drag.

5. Climb Safely — Fly the Correct Speed

Climb at Vy (or published go-around speed). Establish the aircraft in a stable climb: maintain directional control, trim properly, fly the recommended climb speed (Vy or SOP-defined speed).

6. Clean Up Gradually

Retract remaining flaps in stages. As altitude and speed increase, retract the remaining flaps according to your aircraft’s procedures. Avoid configuration changes close to the ground unless performance is clearly established.

500 ft and above — cruise climb mindset. Above approximately 400–500 ft AGL (or as briefed): reduce power as required, re-trim, follow ATC instructions or rejoin the circuit, review what happened and plan the next approach.

A go-around isn’t finished when you leave the runway — it’s finished when the aircraft is stable, configured, and under control.

A calm go-around feels boring — and that’s exactly how it should feel.

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Top Go-Around Mistakes to Avoid

A go-around is a simple manoeuvre in theory, but under pressure, small errors can quickly compound. Most mistakes don’t come from lack of skill, but from late decisions, rushed actions, or cognitive overload. Here are the most common pitfalls student pilots encounter, and how to stay ahead of them.

1. Not Recognising the Need

One of the biggest errors is trying to salvage an unstable approach. Students often believe they can “fix it” with one last correction.

Reality: unstable approaches rarely improve close to the ground. Training rule: if the approach is not stable → go around immediately. Early decisions reduce workload and increase safety margins.

2. Delayed Response

Even when the need for a go-around is recognised, hesitation can creep in. A few seconds of indecision can lead to excessive sink, runway overrun risk, or poor climb performance.

Key point: go-arounds are about decisive action, not perfect timing. Once the decision is made, commit fully and fly the procedure.

3. Incorrect Power Application

Applying power too aggressively (or too slowly) can destabilise the aircraft. Rapid throttle movement may cause yaw and pitch-up tendencies, while timid power increases can lead to continued sink.

Good practice: apply positive, smooth power while managing pitch and rudder together. Anticipate aircraft behaviour rather than reacting to it.

4. Wrong Aircraft Configuration

Configuration errors are common under stress. Retracting flaps too early reduces lift, while leaving full flaps increases drag and limits climb performance.

Golden rule: follow the POH go-around sequence exactly. Configuration changes should support climb—not fight it.

5. Loss of Situational Awareness

During a go-around, workload spikes. Students may fixate on airspeed or pitch and forget about runway heading, obstacles, terrain, or nearby traffic.

Mental shift: a go-around is a new phase of flight, not an extension of the landing. Look up, think ahead, and re-orient yourself in the circuit or missed approach environment.

6. Loss of Control

Over-rotation, aggressive rudder inputs, or chasing airspeed can quickly destabilise the aircraft, especially close to the ground.

Remember: attitude first, speed second. A controlled climb with proper pitch, coordinated inputs, and disciplined scanning keeps the aircraft within safe limits.

Bottom line: most go-around mistakes stem from trying to rush or rescue the landing. The safest pilots aren’t the ones who land every time—they’re the ones who recognise early, act decisively, and fly the procedure calmly.

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Airhead's Takeaway

A go-around isn’t a reset button—it’s a deliberate continuation of the flight. Whether you’re looking outside or flying on instruments, the goal is the same: climb away safely, stay ahead of the aircraft, and set up for the next approach with clarity and control. Mastering this procedure builds confidence, sharpens judgement, and reinforces professional-level standards early in your flying career. Every go-around is a lesson in leadership: choose safety, commit early, and fly the aircraft all the way through the manoeuvre.