7.H : Go Around or Rejected Landing

The go-around maneuver is not inherently dangerous. It only becomes dangerous when delayed or poorly executed. Delaying the decision generally stems from two source, the first being landing expectancy and the other being pride. Landing expectancy is the anticipatory belief that conditions are not as bad as they look, and that the approach can be terminated successfully. Pride comes in when it is believed that performing a go-around is an admission of failure. In fact, it is more the case that it is an expression of superior airmanship.

The earlier problems are recognized, and acted upon (by executing a go-around) the safer the go-around/rejected landing operation can be. It is, therefore, important to make a prompt decision, and then to act in a positive, not tentative, manner. So once you make the decision to go around, commit to it and don’t change the decision and try to land. Once a go-around is initiated, complete it.

The improper execution of the go-around procedure stems from a lack of familiarity with the three cardinal principles of the procedure.

Power is the pilot’s FIRST concern. The instant the pilot decides to go-around full or maximum takeoff power should be applied. It should be applied smoothly and without hesitation. Full power must be maintained until flying speed and controllability are restored. Applying partial power is never appropriate.

Recognize that with full power torque effect and turning tendencies will require right rudder inputs. Anticipate this need and bring the rudder pressure in promptly.

It is also important to recognize that a go-around is battling inertia. The aircraft had been on a descending path, and the downward inertia must be slowed, stopped, and then reversed. This takes time, which is another reason to initiate a go-around as early as possible.

The attitude of the aircraft is always critical when near the ground. Two much nose up or nose down can create problems. When adding power it is very important to avoid letting the nose rise prematurely. An attitude must be maintained that will allow the aircraft build speed before any effort is made to gain altitude. The pitch attitude must slow/stop the descent, and airspeed must be build up to well beyond the stall speed.

If the nose is raised too early (a natural tendency) the aircraft may not climb at all until it has reached a safe airspeed. Instead the pilot should pitch for V_y (or V_x if circumstances warrant), and when time permits re-trim the airplane for the climb out. The trim is useful because the transition from low power descent to high power climb can result in fairly high stick forces. Quickly reliving those pressures will ease the go-around workload.

Along with the above concerns, the aircraft needs to be reconfigured for the climb. The first concern are the flaps and then the gear (if retractable). The flaps must be removed in a controlled manner, and not taken out completely all at once. Going directly to a cruise setting will result in an immediate loss of lift and risks the aircraft settling to the ground. Therefore remove flaps in a controlled manner as detailed in the POH/AFM.

After a positive rate of climb has been established (and not before) the landing gear should be retracted. Only retract the gear after the initial/rough trim has been established and when it is certain that the aircraft will remain airborne. Do not retract the gear in a descent. A good rule of thumb is to retract the flaps when the aircraft has reached V_y and when the aircraft is at a safe altitude

The flaps are raised before the gear for two reasons. The first is that the flaps produce more drag than the gear, so removing that drag first gives the most immediate benefit. Finally, in the event that the go-around is botched and the aircraft does touchdown, having the gear out will mitigate damage.

When takeoff power is applied the airplane’s nose will rise suddenly. It will be necessary to hold forward pressure to maintain straight and level flight and to reach a safe climb attitude. It should be remembered that the aircraft has been trimmed for the approach, which is a low power/low airspeed condition and is quite different from the trim needed for a full power climb.

Additionally, the nose will veer to the left. This is due to P-Factor and Torque Effect which will required right rudder to compensate. Trim should be used to relieve adverse control pressures and to assist in maintaining the proper attitude. Achieving an initial rough, imperfect, trim will serve as a good first approximation of the needed trim. Fine tuning the trim can wait.

As the airplane climbs the pilot should maintain a ground track parallel to the extended centerline that allows the pilot to see the runway. Maneuver to the side of the landing/runway area to clear the area and avoid obstructions. This is particularly true in the case where the go-around was initiated due to another (potentially departing) aircraft on the runway. Maintaining visual contact with the obstruction (particularly if it is traffic) is important. Wind correction may be needed, and if necessary climb at V_x instead of V_y to avoid obstructions.

Controlling the aircraft is job #1, but once that is achieved the next priority is to communicate intentions. Let the tower or CTAF know that you are "Going Around". Remember the rule …​.. Aviate, Navigate, then Communicate. Fly first, then deal with the radios.