How Pilots Make Go-Around Decisions

The Safety Choice Behind Every Unstable Approach

Description:

Learn how pilots make go-around decisions, what triggers them, and why a go-around is one of aviation’s most important safety tools.

Introduction: Why Continuing the Landing Is Not Always the Safest Choice

What happens when an aircraft is seconds from touchdown, the runway is in sight, the landing clearance has been issued—but something does not look right?

For passengers, a go-around may feel surprising. The engines accelerate, the aircraft pitches up, the runway disappears below, and the airplane climbs away for another approach. To pilots, however, a go-around is not a failure. It is a planned, trained, and safety-driven maneuver.

In modern aviation, the decision to go around is one of the most important judgments a flight crew can make during the approach and landing phase. It may be triggered by an unstable approach, excessive speed, poor alignment, tailwind, wind shear, runway conflict, aircraft configuration issue, late landing clearance, or simply the feeling that the aircraft is no longer in a safe position to land.

The FAA describes a stabilized approach as one in which the pilot maintains a constant-angle glidepath toward the runway touchdown area, with proper airspeed and configuration. This concept is central to avoiding loss of control and runway excursions during landing. (faa.gov⁠)

Understanding go-around decision-making matters for airline pilots, student pilots, instructors, engineers, dispatchers, safety managers, and aviation enthusiasts because it shows how aviation safety depends not only on technology—but also on disciplined judgment, crew coordination, and respect for operational limits.

1. Overview: What Is a Go-Around Decision?

Definition

A go-around decision is the flight crew’s decision to discontinue an approach or landing and climb away for another approach, holding pattern, diversion, or further instructions.

A go-around may be initiated by:

• The pilot flying
• The pilot monitoring
• Air traffic control
• Company standard operating procedures
• Aircraft warning systems
• Runway or traffic conditions
• Weather or wind changes
• Unstable approach criteria

A go-around is closely related to a missed approach, but the terms are not always identical. A missed approach is usually associated with an instrument approach procedure and published navigation instructions. A go-around is the broader operational maneuver of discontinuing the landing and climbing away.

Purpose

The purpose of a go-around is simple: preserve safety margins.

A landing requires the aircraft to arrive over the runway at the correct height, speed, descent rate, alignment, configuration, and energy state. If those conditions are not met, landing may increase the risk of:

• Runway overrun
• Hard landing
• Tail strike
• Loss of control
• Long touchdown
• Unstable flare
• Runway excursion
• Controlled flight into terrain
• Wake turbulence encounter
• Conflict with another aircraft or vehicle

Flight Safety Foundation’s Approach and Landing Accident Reduction material emphasizes that an approach that becomes unstable below the applicable stabilization height should result in an immediate go-around. (Flight Safety Foundation⁠)

Historical Background

In earlier generations of aviation, go-arounds were sometimes viewed as unusual or undesirable. Pilots might have felt pressure to “make the landing work,” especially in busy airline operations, training environments, or challenging weather.

Modern aviation has changed that philosophy. Today, a go-around is treated as a normal safety maneuver, not an embarrassment. Airlines train pilots to brief it, expect it, call it, and execute it without hesitation.

The industry’s focus on stabilized approaches grew from decades of approach-and-landing accident analysis. Flight Safety Foundation’s ALAR work, FAA safety material, NASA ASRS reports, and manufacturer safety publications all reinforce one central message: if the approach is not safe, discontinue it.

NASA ASRS has highlighted that go-arounds are often decision-making events involving checklist priorities, abnormal situations, crew coordination, and workload management. (ASRS⁠)

Evolution of Go-Around Decision-Making

Go-around decisions have evolved from pilot judgment alone into a structured process supported by:

• Stabilized approach gates
• Standard callouts
• Flight director guidance
• Autothrottle or autothrust modes
• Ground proximity warning systems
• Windshear detection
• Runway awareness systems
• Crew resource management
• Flight data monitoring
• Safety management systems

Modern go-around philosophy is not based on “saving the landing.” It is based on asking a professional question:

Is the aircraft still in a safe, stable, and predictable condition to land?

If the answer is no, the correct decision is to go around.

2. Components and Architecture: What Supports the Go-Around Decision?

A go-around decision is made by humans, but it is supported by aircraft systems, cockpit displays, procedures, and environmental information.

Human Components

The most important “components” are the flight crew.

Pilot Flying

The pilot flying controls the aircraft or manages the automation. During approach, this pilot monitors flight path, speed, thrust, configuration, and landing geometry.

Pilot Monitoring

The pilot monitoring cross-checks the aircraft state, calls deviations, monitors instruments, communicates with ATC, and challenges unsafe conditions.

In a well-functioning cockpit, either pilot can call for a go-around. This is a key part of crew resource management.

Air Traffic Control

ATC may instruct a go-around due to:

• Runway occupied
• Loss of separation
• Traffic conflict
• Vehicle on runway
• Wake turbulence spacing
• Weather or wind shear reports
• Unstable runway operation

A controller-initiated go-around is not a failure by the crew. It is part of runway safety management.

Procedural Components

Stabilized Approach Criteria

Most commercial operators define stabilized approach criteria. While exact values vary by operator and aircraft type, common criteria include:

• Aircraft on correct lateral and vertical flight path
• Landing configuration complete
• Correct landing speed target
• Stable thrust setting
• Acceptable sink rate
• Checklist complete
• Only small corrections required
• Proper runway alignment
• Briefing completed
• No unresolved warnings or unsafe conditions

Flight Safety Foundation’s go-around decision-making study describes typical stabilized approach guidance requiring aircraft to be stabilized by 1,000 feet above airport elevation in IMC and 500 feet in VMC. (Flight Safety Foundation⁠)

Callouts

Callouts are short, standardized cockpit messages. Examples include:

• “Stable”
• “Unstable”
• “Speed”
• “Sink rate”
• “Glide slope”
• “Localizer”
• “Go around”
• “Flaps”
• “Positive climb”
• “Gear up”

These callouts reduce ambiguity and help both pilots share the same mental picture.

Standard Operating Procedures

SOPs convert safety philosophy into action. A good SOP tells the crew:

• When to go around
• Who may call it
• What words to use
• What aircraft mode to select
• What pitch and thrust to use
• When to retract flaps and gear
• How to communicate with ATC
• How to manage the missed approach path

Aircraft System Components

Flight Management System

The FMS may contain the missed approach routing, altitude constraints, navigation waypoints, and runway approach data.

Flight Director

During a go-around, the flight director usually provides pitch and roll guidance for the climb-out path, depending on aircraft type and selected modes.

Autopilot

On many modern aircraft, the autopilot may remain engaged during a go-around if aircraft limitations and procedures permit. In other cases, the pilot may hand-fly the maneuver.

Autothrottle or Autothrust

Autothrottle or autothrust systems may command go-around thrust when the proper mode is selected. However, pilots must always verify that thrust actually increases as expected.

The NTSB’s Asiana Airlines Flight 214 report is a major reminder that automation mode awareness, airspeed monitoring, and timely go-around execution are critical during visual and instrument approaches. (ntsb.gov⁠)

Warning and Alerting Systems

Aircraft systems that may influence a go-around decision include:

• Enhanced Ground Proximity Warning System
• Traffic Collision Avoidance System
• Windshear alerting
• Runway awareness systems
• Flight mode annunciations
• Master caution or warning systems
• Airspeed and altitude alerts

These systems do not replace pilot judgment. They support it.

Environmental Inputs

Pilots also consider:

• Wind direction and speed
• Tailwind component
• Crosswind component
• Gusts
• Wind shear
• Visibility
• Ceiling
• Runway condition
• Runway length
• Traffic spacing
• Wake turbulence
• Terrain
• Approach lighting
• Runway visual range
• NOTAMs and airport restrictions

A go-around is often the result of multiple small factors combining—not one dramatic event.

3. How It Works: The Go-Around Decision Step by Step

Step 1: Build the Approach Plan

Go-around decision-making begins before descent.

During the approach briefing, pilots review:

• Runway
• Approach type
• Minimum altitude
• Missed approach procedure
• Go-around altitude
• Terrain threats
• Weather
• Runway condition
• Autopilot and autothrottle strategy
• Expected landing configuration
• Stabilized approach criteria
• Special airport threats

A professional crew does not brief only the landing. They also brief what they will do if the landing cannot be safely completed.

Step 2: Monitor Aircraft Energy

Aircraft energy is one of the most important concepts in landing safety.

An aircraft may be:

• Too high
• Too low
• Too fast
• Too slow
• Descending too quickly
• Misaligned
• Late configuring
• Carrying excessive thrust changes
• Not tracking the intended path

A safe landing requires the aircraft’s energy to be managed before the flare. If the aircraft is too fast or too high near the runway, the crew may not have enough distance to correct without increasing risk.

Airbus safety guidance emphasizes that crews should be ready to discontinue the approach if it is not possible to reach or maintain a stabilized flight path. (Safety First⁠)

Step 3: Apply Stabilization Gates

A stabilization gate is a decision point.

Common airline practice uses:

• 1,000 feet above airport elevation in instrument conditions
• 500 feet above airport elevation in visual conditions

At these gates, the aircraft should already be in a safe landing state. If not, the crew should go around unless the operator’s approved procedure permits only minor corrections.

The gate prevents pilots from trying to fix major errors too close to the runway.

Step 4: Recognize Triggers

A go-around may be triggered by several conditions.

Unstable Speed

If speed is too high, the aircraft may float or land long. If speed is too low, stall margin and controllability may become concerns.

Excessive Descent Rate

A high sink rate near the runway may lead to hard landing, unstable flare, or terrain risk.

Poor Runway Alignment

If the aircraft is not aligned with the runway centerline, especially in crosswind, the landing may become unsafe.

Late Configuration

If landing gear or flaps are not properly set by the stabilization gate, the approach is not ready for landing.

Runway Not Clear

A runway incursion, slow departing aircraft, vehicle, or animal may require a go-around.

Weather Change

Wind shear, microburst, gusts, sudden tailwind, or rapidly changing visibility can make a previously safe approach unsafe.

Automation Confusion

If the crew is unsure what the automation is doing, a go-around may be the safest way to regain time, altitude, and control.

NASA ASRS describes go-arounds as dynamic events requiring decision-making, situational awareness, CRM, precise flying skills, and procedural execution. (ASRS⁠)

Step 5: Make the Call

The call must be clear and immediate.

A typical command is:

“Go around.”

There should be no debate below the stabilization gate. Once called, the crew executes the maneuver.

This is important because hesitation can consume altitude quickly. At typical final approach speeds, an airliner covers significant distance every second.

Step 6: Execute the Maneuver

Although exact procedures vary by aircraft type, a typical go-around sequence includes:

• Set go-around thrust
• Establish go-around pitch attitude
• Follow flight director guidance
• Verify positive rate of climb
• Retract landing gear
• Adjust flap setting according to procedure
• Follow missedw approach path or ATC instructions
• Communicate with ATC
• Complete after-takeoff or go-around flow/checklist
• Reassess fuel, weather, and next plan

The first priority is always aircraft control: aviate, navigate, communicate.

This means the trrri Right re Re

4. Functions and Applications: Why Go-Arounds Protect Commercial Aviation

Safety Function

The go-around gives pilots a way to reject an unsafe landing attempt before it becomes an accident.

It protects against:

• Runway excursions
• Approach-and-landing accidents
• Controlled flight into terrain
• Traffic conflicts
• Wake turbulence
• Unstable flare
• Excessive touchdown speed
• Long landing
• Loss of separation

EASA’s approach-and-landing safety material connects safe approach management and go-around readiness with loss-of-control prevention. (EASA⁠)

Operational Function

Go-arounds also support efficient traffic flow. In busy airspace, controllers may need aircraft to go around because spacing has changed or a previous aircraft did not vacate the runway in time.

This is normal. A go-around may be inconvenient, but it is part of a safe airport system.

Training Function

Go-arounds are trained repeatedly in simulators and aircraft because they combine:

• Manual flying
• Automation management
• Power changes
• Configuration changes
• Crew coordination
• ATC communication
• Navigation
• Workload management

For student pilots, the go-around is often taught early. For airline pilots, it remains a recurring simulator event.

Commercial Aviation Examples

In airline operations, go-arounds may occur because:

• The aircraft is not stabilized by 1,000 or 500 feet
• The preceding aircraft is slow to exit the runway
• The tower cancels landing clearance
• Wind shear is reported
• The runway condition changes
• The aircraft receives a terrain or windshear warning
• The approach becomes too high or fast
• The crew loses required visual references
• A required checklist is incomplete
• Automation mode confusion increases workload

The important point is that go-arounds are not rare because they are dangerous. They are uncommon because approaches are usually well managed. When needed, however, they are one of the safest choices available.

Advantages

A go-around provides:

• More time
• More altitude
• More distance
• More options
• Better workload control
• A chance to rebrief
• Protection from rushed decision-making

Limitations

A go-around is not risk-free. It must be flown correctly.

Risks include:

• High workload
• Mode confusion
• Incorrect pitch
• Incorrect thrust setting
• Failure to retract gear or flaps properly
• Loss of separation
• Terrain or obstacle concerns
• Miscommunication with ATC
• Startle effect
• Fuel management issues

This is why go-around training is essential. A good decision must be followed by correct execution.

5. Advanced Technology and Lesser-Known Operational Insights

Automation Does Not Make the Decision Alone

Modern aircraft can provide go-around modes, flight director cues, thrust commands, navigation guidance, and warnings. But the decision remains a pilot responsibility.

Automation supports the crew, but it cannot fully understand every operational factor in context. For example, automation may not know that the runway is occupied, that the crew is uncomfortable with the visual picture, or that workload has exceeded safe limits.

TO/GA Is a Mode, Not Magic

Many aircraft use a TO/GA switch or thrust lever mode for takeoff/go-around. Pressing it may command go-around thrust and flight director guidance depending on aircraft type, phase of flight, system status, and automation engagement.

But pilots must verify:

• Correct thrust
• Correct pitch
• Correct flight mode annunciation
• Positive climb
• Correct navigation path
• Proper configuration changes

A common training lesson is simple: select, verify, monitor.

The Hardest Go-Around Is Often the Late Go-Around

A go-around from a stable point on final approach is usually straightforward. A go-around very close to the runway, during flare, after touchdown, or during a bounced landing can be much more demanding.

Late go-arounds may involve:

• Rapid thrust changes
• Pitch attitude management
• Ground effect
• Configuration transitions
• Spoiler logic
• Autothrottle response
• Tail-strike risk
• Runway remaining awareness

This is why stabilized approach gates are so important. They encourage early decisions.

The most common 

The “Secret” Is Cultural, Not Technical

One lesser-known operational insight is that go-around safety depends heavily on cockpit culture.

A strong safety culture teaches pilots that:l

• A go-around is normal
• Either pilot may call it
• No one should be criticized for a conservative go-around
• Continuing an unstable approach is unacceptable
• The safest decision is the professional decision

In other words, the best go-around system is a crew that is trained, empowered, and expected to use it.

Artificial Intelligence and Future Decision Support

Future aviation systems may use data analytics and machine learning to support approach-risk prediction. Research has explored real-time go-around prediction using operational data such as spacing, runway operation, and aircraft state. (arXiv⁠)

However, such tools must be treated carefully. In safety-critical aviation, AI cannot simply “recommend” actions without certification, explainability, validation, and human oversight. The future is likely to involve decision-support systems that highlight risk factors, not systems that replace pilot command judgment.

Redundancy and Resilience

Go-around decision-making is resilient because it does not rely on one signal.

Pilots combine:

• Visual cues
• Instrument indications
• Flight path trend
• Airspeed trend
• Thrust setting
• Configuration status
• ATC communication
• Crew callouts
• Weather reports
• Company procedures

This layered approach is a core aviation safety principle.

Key Takeaways

• Article explaining how pilots decide to go around, including stabilized approach criteria, cockpit cues, crew resource management, automation, weather, runway, and safety. A go-around is a normal safety maneuver, not a failed landing.
• Pilots go around when the aircraft is not in a safe condition to land.
• Stabilized approach criteria are central to go-around decision-making.
• Common triggers include unstable speed, excessive descent rate, poor alignment, runway conflict, wind shear, and incomplete configuration.
• Either pilot should be able to call for a go-around.
• Automation supports the maneuver but does not replace pilot judgment.
• The safest go-around is usually the one initiated early.
• Good crew resource management reduces hesitation and improves execution.
• Flight data monitoring helps airlines identify unstable approach trends.
• Future decision-support tools may help predict go-around risk, but human command responsibility remains essential.

Quick Facts

Topic: Go-around decision-making

• Manufacturer: Not a manufacturer-specific system. Go-around logic and guidance are implemented differently by aircraft manufacturers such as Boeing, Airbus, Embraer, Bombardier, Gulfstream, Dassault, and others.
• Typical Aircraft: Boeing 737, 747, 757, 767, 777, 787; Airbus A220, A320 family, A330, A350, A380; Embraer E-Jets; regional jets; business jets; turboprops; general aviation aircraft.
• Introduction Year: Go-arounds have existed since early powered flight. Modern stabilized approach and airline go-around policies became strongly emphasized through late 20th-century and early 21st-century approach-and-landing safety programs.
• Main Purpose: Discontinue an unsafe approach or landing and climb away to preserve safety margins.
• Major Components: Flight crew judgment, stabilized approach criteria, SOPs, flight director, autothrottle/autothrust, FMS, missed approach procedure, ATC instructions, cockpit callouts, warning systems, and flight path monitoring.
• Primary Safety Benefit: Prevents unsafe landings, runway excursions, hard landings, loss of control, and approach-and-landing accidents.

Terminology 

Go-Around: A maneuver where the aircraft discontinues the approach or landing and climbs away.

Missed Approach: A published instrument procedure flown when an approach cannot be completed to landing.

Stabilized Approach: An approach in which the aircraft is on the correct path, speed, configuration, and descent profile with only small corrections required.

TO/GA: Takeoff/Go-Around mode or switch used in many aircraft to command go-around thrust and guidance.

Pilot Flying: The pilot responsible for controlling the aircraft or managing the automation.

Pilot Monitoring: The pilot responsible for monitoring flight path, systems, callouts, communication, and procedural compliance.

Decision Altitude: The altitude on a precision approach where the pilot must decide whether to continue landing or go around if required visual references are not established.

Minimum Descent Altitude: The lowest altitude authorized on certain non-precision approaches unless required visual references are available.

Runway Excursion: An event where an aircraft leaves the runway surface during takeoff or landing.

Energy State: The aircraft’s combination of speed, altitude, descent rate, thrust, and configuration.

CRM: Crew Resource Management, the use of communication, leadership, workload management, and teamwork to improve safety.

Frequently Asked Questions

1. Is a go-around dangerous?

No. A go-around is a trained and normal safety maneuver. Like any maneuver, it must be executed correctly, but it is designed to reduce risk when landing conditions are not safe.

2. Who can call for a go-around?

In professional flight operations, either pilot should be able to call for a go-around if safety criteria are not met. ATC may also instruct a go-around.

3. Why do pilots go around even when the runway is visible?

Seeing the runway is not enough. The aircraft must also be stable, properly configured, correctly aligned, and within safe speed and descent limits.

4. What is the most common reason for a go-around?

Common reasons include unstable approach, runway conflict, spacing issues, wind changes, traffic, and loss of required visual reference.

5. Do passengers need to worry during a go-around?

Usually, no. Passengers may notice increased engine power and climb attitude, but the maneuver is a standard safety action.

6. What happens after a go-around?

The crew follows the missed approach or ATC instructions, climbs to a safe altitude, reconfigures the aircraft, communicates with ATC, and prepares for another approach or alternate plan.

7. Can automation fly a go-around?

In many modern aircraft, automation can support or fly parts of the go-around if properly engaged and monitored. Pilots remain responsible for verifying aircraft performance and flight path.

8. Why are stabilized approaches so important?

They ensure the aircraft reaches the runway in a predictable condition. If the aircraft is unstable close to the ground, there may not be enough time or distance to correct safely.

9. Can a go-around happen after touchdown?

Some aircraft procedures allow a rejected landing or balked landing under specific conditions. However, this is more complex than a normal go-around and depends on aircraft type, configuration, and operating procedures.

10. Is a go-around considered a pilot mistake?

No. A go-around is usually considered good judgment. Continuing an unsafe approach is the real concern.

Conclusion: The Professional Courage to Climb Away

The go-around decision is one of the clearest examples of aviation safety culture in action. It combines technical knowledge, cockpit discipline, aircraft performance, crew coordination, and operational judgment.

A good pilot does not measure success by forcing every approach into a landing. A good pilot measures success by maintaining safety margins until the aircraft is parked at the gate.

Modern aircraft provide powerful tools: flight directors, autothrust, FMS guidance, alerting systems, and advanced navigation. But the go-around decision still depends on trained human judgment. Pilots must recognize when the approach is no longer safe, communicate clearly, and execute the maneuver without hesitation.

The future may bring better predictive tools, advanced data analytics, and AI-supported approach monitoring. Yet the core principle will remain unchanged:

A safe landing begins with the willingness to go around.

Discussion Questions

1. Have you operated, trained, or studied go-around procedures?
2. Which aircraft do you think provides the clearest go-around guidance?
3. What future improvements would you like to see in approach monitoring and go-around decision support?
4. Have you experienced a go-around as a pilot, controller, engineer, instructor, or passenger?
5. Share your experience or questions below.