Reference: Airplane Flying Handbook FAA-H-8083-3B Page 8-12

Learning Objective (Index)

• Learning Objective (Index)
• Key Points
• What
• Why
• How
• Identify the Situation
• Delayed Execution of a Go-Around
• Power
• Attitude
• Configuration
• Common Errors
• ACS Standards
• Private ACS
• Commercial ACS

Key Points

• Power
• Attitude
• Configuration

What

• A go-around is the discontinuance of a landing approach in order to make another attempt to land under more favorable conditions (it is an alternative to any approach or landing).
• The go-around is a normal maneuver that may at times be used in an emergency situation.
• It is warranted whenever landing conditions are not satisfactory and the landing should be abandoned or re-setup.

Why

• The need to discontinue a landing may arise at any point in the landing process and the ability to safely discontinue the landing is essential, especially due to the close proximity of the ground.

How

Identify the Situation

• ATC Requirement
• Low approach on request
• When told to execute a go-around due to traffic, obstruction, etc. on the runway
• Unexpected appearance of hazards on the runway
• Animals, Debris, etc.
• Wind Shear
• Wake Turbulence
• Mechanical Failure
• Landing Gear problems, etc.
• Unstable Approach
• Too low or too high
• Unable to get established (on glide slope or on centerline)
• Airspeed control
• Rate of descent
• Anytime safety dictates making a go-around
• These examples are just some of the reasons to discontinue a landing and make another approach under more favorable conditions

Delayed Execution of a Go-Around

• A Go-Around is not a failure, is a safe maneuver which prevent accidents
• Some airline pilots can make 2 or 3 Go-Around procedures in order to ensure a safe approach and landing
• If there is any hazard on the approach or short final, Going Around is your best friend

Power

1. We are close to the ground, at slow airspeed, trying to going around, the first thing we need to do is FULL POWER!!
2. Keep in mind the Left Turn Tendencies increase in slow flight and high power settings
3. Remember because of inertia, as soon as you put full power, doesn’t mean the airplane will have a positive rate of climb immediately

Attitude

• Because you were approaching with a landing configuration, you have TRIM set for Landing, Full Flaps and Landing Gear Down (if applicable)

1. Forward Pressure
2. Flaps 20º
3. Trim the airplane
4. Pitch for Vx and when cleared any obstacles Vy

Configuration

• After established a positive rate of climb, Configure the aircraft for a climb
• Its important always raise the flaps first than the gear because:
• In small airplanes, flaps create more drag than the gear
• In case the airplane inadvertently touches down as the go-around is initiated

1. Positive rate of climb
1. Flaps 10º, Flaps Up
2. Gear Up
2. Climb Check list

Common Errors

• Failure to recognize a condition that warrants a rejected landing.
• Indecision.
• Delay in initiating a go-around.
• Failure to apply maximum allowable power in a timely manner.
• Abrupt power application.
• Improper pitch attitude.
• Failure to configure the airplane appropriately.
• Attempting to climb out of ground effect prematurely.
• Failure to adequately compensate for torque/P factor.
• Loss of aircraft control.

ACS Standards

Private ACS

• Complete the appropriate checklist.
• Make radio calls as appropriate.
• Make a timely decision to discontinue the approach to landing.
• Apply takeoff power immediately and transition to climb pitch attitude for VX or VY as appropriate +10/-5 knots.
• Retract the flaps, as appropriate.
• Retract the landing gear after establishing a positive rate of climb.
• Maneuver to the side of the runway/landing area when necessary to clear and avoid conflicting traffic.
• Maintain VY +10/-5 knots to a safe maneuvering altitude.
• Maintain directional control and proper wind-drift correction throughout the climb

Commercial ACS

• Same as Private +
• Apply takeoff power immediately and transition to climb pitch attitude for VX or VY as appropriate +10/-5 knots.
• Maintain VY +/-5 knots to a safe maneuvering altitude.