The scenario starts out with the airplane on downwind, preparing to land. Everything is as it should be.
While referring to the configuration flow every step of the way, the pilot reduces power abeam the numbers and adds the first bit of flaps. At the 45-degree point, the pilot turns onto the base leg of the pattern. If the conditions require it, another notch of flaps comes in. As the airplane intercepts the extended runway centerline, another medium-bank turn puts it on final approach. The pilot pitches up slightly to maintain the appropriate airspeed and tweaks the trim just a bit to allow for hands-off flight. With a descent rate that has the airplane angling for the touchdown zone, the pilot feels confident of a good landing as he comes in over the fence at 100 feet above ground level. Then it happens. The pilot of an airplane waiting at the hold-short line gets antsy and pulls out onto the runway. There are only two options available. You can land, brake hard, and hope with all your might you don’t hear the sound of crunching aluminum in the next few seconds—or you can perform a go-around.
Deer on the runway! There are plenty of good reasons to initiate a go-around, to wave off a landing, to abort your intended course of action. If you’re too high and find yourself having to dive for the runway; if a deer suddenly runs out onto the runway; if the airplane you thought was going to turn off the runway ahead of you suddenly hesitates—a go-around likely would be your best course of action. All pilots have been introduced to the go-around. It’s a presolo requirement for student pilots. It is included in the practical test standards for sport, private, and commercial pilots. At the airline transport pilot level, the language changes a bit. They call it a rejected landing. But the concept is the same—the pilot is transitioning from a descent to land, to something that very nearly approximates a takeoff and climb.
When should a pilot initiate a go-around? The answer is simple. Any time the pilot in command is not satisfied with every aspect of the approach and imminent landing, a go-around should be considered. While it is not an emergency maneuver, and it should be performed smoothly, the decision to go around should not be delayed, because a late decision to go around can significantly increase pilot workload. If the safety of the flight is in question, go around.
It's simple. The procedure for a go-around is simple. It starts with the decision to go around. Once that decision is made, stick with it. Low and slow on final is not the place to become indecisive. With the decision made, the pilot will add power—full takeoff power, in most cases. Merely bumping the throttle up a few hundred rpm will not be sufficient. When a go-around is required, you have to commit to it.
The next step is to pitch up, not necessarily to a climb attitude at first. We want to arrest the descent, and then climb. It is perfectly acceptable to add power, level off, and then initiate the climb. The last thing you want to do when you’re low and slow is to pitch up abruptly, substantially increasing the angle of attack. That can lead to a stall, and is one reason we practice go-arounds. Once you’re leveled off and the airspeed comes up, you can raise the nose smoothly to a normal climb attitude. A positive rate of climb will result. Then you can begin to clean up the airplane. Retract the flaps in increments when it’s appropriate, retract the gear if it’s a retractable-gear airplane, open the cowl flaps if your aircraft is so equipped. In other words, follow the checklist (by memory). Follow the runway heading until you are beyond the departure end of the runway and within 300 feet of pattern altitude. At that point you can turn onto the crosswind leg of the pattern, then downwind, and continue on in the pattern as normal.
Some pilots argue about whether you should fly the runway centerline, or parallel to the centerline but off to the right side. Both options are correct, but you have to know why you’re making that choice in order to make the right choice. Flying the centerline is fine as long as you know no traffic is going to be taking off and climbing into your flight path. If the go-around was initiated because a truck drove out onto the runway, or because you simply weren’t happy with your approach, tracking the centerline makes sense. However, if the go-around is initiated because an airplane pulled out unexpectedly and initiated its takeoff roll, you should fly parallel to the centerline, but offset to the right. This allows you to keep an eye on the airplane that is taking off and climbing while you gain altitude. Collision avoidance matters, even during a go-around.
Aviate, navigate, communicate. That has been the motto of aviators young and old for many, many years. Go-arounds follow the same rule. First, fly the airplane. Second, keep a close eye on any traffic that might be rising up from the runway. Third, make the appropriate radio call. Whether you’re at a nontowered airport or O’Hare International, don’t let the assumption that a radio call is necessary get in the way of flying the airplane.
That call can be quite short, too. No matter what sort of airport environment you are in, a simple “Cessna One-Two-Three-Four-Five going around” will suffice. You can elaborate on your intentions later. For the moment, you want to gain altitude, get back in the pattern, and get yourself set up to take another shot at making a safe landing.
Practice, and practice some more. Your ability to perform a go-around smoothly, safely, and with confidence will be enhanced if you practice them from time to time. Your instructor will get you started, and he or she will continue to review the procedure with you during your training. After you become a certificated pilot it is a good idea to fly with an instructor now and then, and it’s OK to let that person know that you wouldn’t mind practicing your go-around procedures during that flight. Many years ago I was introduced to the go-around by my primary instructor, a fine young man named Keir Johnson. His instruction turned out to be fortuitous, because on my first solo in the pattern at Hartford-Brainard Airport in Hartford, Connecticut, I found myself ridiculously high on final and having difficulty holding the runway heading in a light crosswind as I dove for the ground. Fortunately, I recognized that what I was doing was neither normal nor safe, so I went around, and came back for a decent landing on my second attempt.
I was surprised by what happened after I landed. The control tower called me as I taxied after touchdown to ask if that was my first solo. “Affirmative,” was my neophyte student reply. The answer floored me. “Good job on the landing. And good decision on the go-around.” If the tower compliments you on your landing and decision making after doing a go-around, chances are you’re doing something right.
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