Go-Around – Aborted Landing with Climb Initiated (Aviation Operations)

Definition

A go-around is a standard maneuver in aviation in which a pilot discontinues the landing approach and initiates a climb away from the runway, either before touchdown or immediately after. The decision can be made by the flight crew or at the direction of air traffic control (ATC) whenever landing cannot be safely completed. Go-arounds are a cornerstone of aviation safety, closely related to the term missed approach (used for instrument approaches). The maneuver is sometimes called an aborted landing and is never considered an emergency or sign of pilot error—instead, it’s a proactive safety measure.

Go-arounds are deeply embedded in regulatory frameworks such as ICAO Annex 6, FAA Advisory Circulars, and EASA procedures. They are regularly practiced in simulators, required in airline standard operating procedures (SOPs), and supported by air traffic management systems at airports worldwide.

Etymology and Usage

The term go-around comes from early aviation, when traffic patterns (“circuits”) were flown around the airfield. If a landing could not be completed, pilots would “go around” the pattern for another attempt. Today, the phrase is universally standardized in aviation English and ATC phraseology (see ICAO Doc 4444), whether for visual or instrument conditions. In instrument meteorological conditions (IMC), “missed approach” is the precise counterpart.

Naval aviation uses wave-off for the same maneuver, especially on aircraft carriers. Despite changes in airspace and approach procedures, the term “go-around” remains integral to pilot and controller communications worldwide.

Context in Aviation Operations

Go-arounds are a vital part of aviation safety and air traffic management:

• Flight Operations: All flights—commercial, general aviation, military—incorporate go-around plans and fuel contingencies. Airlines and operators include detailed SOPs with go-around criteria and responsibilities.
• Air Traffic Control: ATC integrates go-arounds into runway occupancy, sequencing, and separation planning, especially at busy airports. Advanced technologies (A-SMGCS, RWSL) help minimize go-around triggers due to runway incursions.
• Training and SMS: Go-arounds are trained regularly in simulators and proficiency checks. Safety Management Systems (SMS) use go-around statistics as safety performance indicators.

When and Why Go-Arounds Are Used

Go-arounds are mandated whenever a safe landing cannot be assured. Triggers include:

• Unstabilized Approach: Not meeting stabilized approach criteria by the “gate” (typically 1,000 ft AGL for IFR, 500 ft for VFR) requires a go-around. Criteria: correct speed, descent rate, configuration, alignment.
• Weather: Sudden wind shear, gusts, microbursts, or poor visibility (as per ICAO Annex 3).
• Runway Incursion/Obstruction: Any presence of aircraft, vehicles, persons, or debris on the runway.
• ATC Instruction: Loss of separation, sequencing issues, or unsafe runway conditions.
• Technical/Mechanical Issues: E.g., abnormal gear indications, flap anomalies.
• Pilot Judgment: Even absent explicit triggers, a pilot may go around for any reason related to safety or situational awareness.
• Failure to Meet Landing Criteria: Airlines specify checkpoints in approach briefings; not meeting them requires a go-around.

Regulatory Note: Both FAA and ICAO require go-arounds for any deviation from stabilized approach criteria at specified altitudes.

Frequency and Statistical Context

Go-arounds are rare—about 0.2% to 0.8% of approaches at busy airports (1 in 125–500 approaches). Rates vary by airport complexity, weather, and traffic:

• Airports: Higher rates at airports with intersecting runways, dense traffic, or frequent poor weather (e.g., LHR, DCA, HKG).
• Pilots: A typical short-haul airline pilot may perform one or two go-arounds per year; long-haul pilots, even less frequently.
• Fuel Planning: Regulations require carrying enough fuel for at least one go-around.

Low go-around rates are not always positive: underuse can indicate reluctance to abort unstable approaches, a known accident precursor. Safety programs monitor rates to identify trends and training needs.

The Go-Around Procedure: Step-by-Step

1. Power Up: Apply go-around thrust (TOGA in jets). 2. Pitch Up: Set a safe climb attitude (typically 10–15° nose-up). 3. Gear/Flap Management: Retract gear and flaps in stages as speed and altitude permit. 4. Flight Path: Follow the published missed approach or ATC instructions. 5. Communicate: Notify ATC: “Tower, [Callsign] going around.” 6. Reconfigure & Plan: Prepare for another approach, holding, or diversion.

The sequence is: aviate (control the aircraft), navigate (fly the correct path), communicate (inform ATC).

Example (general aviation): Full power, pitch to climb, retract one stage of flaps, confirm climb before retracting remainder, raise gear, communicate, rejoin pattern or missed approach.

Air Traffic Control and Go-Arounds

ATC may initiate or respond to go-arounds:

• ATC-Initiated: “Go around, I say again, go around.” Immediate compliance required.
• Pilot-Initiated: Pilot announces: “Tower, [Callsign] going around.”
• Sequencing: ATC issues heading, altitude, and vectors to ensure separation.
• Runway Incursion Prevention: Modern systems (A-SMGCS, RWSL) help minimize go-arounds from incursions.

Standard Phraseology:

Safety Context and Misconceptions

Go-arounds are a core safety net—not a sign of error or failure:

• Safety Assurance: Go-arounds prevent accidents from unstable approaches or unexpected circumstances.
• No-Fault Policy: Airlines and authorities promote a safety culture where go-arounds are encouraged.
• Not Rare or Risky: Go-arounds are well-practiced, and risks are low when procedures are followed. The greater danger lies in not going around when required.
• Authority: Any pilot can call for a go-around; ATC can also mandate one.

Accident Prevention: Many accidents could have been prevented by a go-around. Only a small fraction of unstable approaches result in a go-around, highlighting the need for ongoing training and cultural support.

Risks and Best Practices

While go-arounds are fundamentally safe, risks increase if not executed properly:

• Loss of Control: Mishandling pitch, thrust, or configuration changes can cause loss of control or flight path deviation.
• Collision Risk: Failure to follow missed approach procedures or ATC instructions may lead to conflicts with other aircraft.
• Runway Excursion: Attempting to land from an unstable approach rather than going around increases runway overrun risk.

Best Practices:

• SOP Compliance: Rigorously follow checklists and procedures.
• Training: Frequent simulator practice under various scenarios (e.g., single engine, adverse weather).
• Briefing: Approach briefs must always include go-around plans.
• Communication: Timely, clear communication with ATC and flight crew.

Regulatory and Industry Guidance

• ICAO Annex 6, 19 – Mandates inclusion of go-around in SOPs and SMS.
• FAA AC 120-71B – Details stabilized approach and go-around policies.
• EASA and national authorities – Require recurrent training and performance monitoring.
• Flight Safety Foundation – Research and resources on go-around decision-making.

Summary

The go-around is a planned, positive safety maneuver, not an emergency or failure. It is a globally standardized, regulated, and practiced response to any situation where a safe landing is not assured. Adherence to go-around procedures is a defining mark of professional airmanship and a key pillar of aviation safety.

Further Reading

• ICAO Doc 8168: PANS-OPS
• FAA Air Traffic by the Numbers
• Flight Safety Foundation: Go-Around Decision-Making
• EASA Easy Access Rules for Air Operations

See Also

• [Missed Approach]
• [Stabilized Approach]
• [Runway Incursion]
• [Air Traffic Control]

This glossary entry reflects international aviation best practices and the latest regulatory standards as of 2024. For airline- or aircraft-specific procedures, refer to official company manuals and operations documentation.