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Commercial pilot · ACS CA.IV.N · Instructor lesson plan

Go-Around/Rejected Landing

Student pack: Train: Go-Around/Rejected Landing · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain go-around/rejected landing in their own words, apply it in a realistic situation, and fly it to the ACS standard for CA.IV.N.

Why it matters for safety: Go-arounds go wrong when they're late, when power comes after pitch, when the nose pitches up untrimmed with full flaps, or when flaps or gear come up at the wrong moment. A complex airplane adds steps. Practicing an early decision and a fixed sequence makes the go-around routine.

2 · Assign before the lesson

Pre-work: the free Train pack, Go-Around/Rejected Landing. Decide early, then power, attitude, configure: positive rate, gear up, flaps in steps, VY ±5 knots.

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Pack: pilotprep.pro/train/cpl/go-around-rejected-landing · Full lesson: pilotprep.pro/prepare/cpl/go-around-rejected-landing

3 · Teach sequence

Key points to land

  • Decide early: not stabilized (on path to the touchdown zone, on centerline, on speed, configured and trimmed, normal descent rate, checklists done) by about 500 feet above the airport in visual conditions, drifting, floating long, or the runway not clear. Late go-arounds cause accidents; once you've touched down and slowed, stopping may be safer.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Power first: takeoff power immediately and smoothly (propeller full forward, mixture as needed), with right rudder.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S4)
  • Attitude: first one that stops the descent and lets speed build well above the stall, holding the power pitch-up with forward pressure (full flaps and nose-up trim make it strong) and re-trimming; then the VX or VY climb attitude.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Configure in two steps: once the descent has stopped, flaps up in increments to the takeoff or intermediate setting; gear up only after a positive rate of climb, rough trim, and you're sure it will stay airborne; then the rest of the flaps at a safe speed and altitude.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S5; Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Move to the side of the runway when needed to see and avoid traffic.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S6)
  • After accepting LAHSO, a go-around is still allowed; you must keep safe separation from other aircraft and vehicles yourself and tell the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))
  • Climb at VY ±5 knots to a safe maneuvering altitude (VX only until an obstacle is cleared).(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S7)

Energy and conditions

  • A go-around turns a low-energy approach into a climb: power, then a climb attitude, then less drag.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • At high density altitude, less power and a weaker climb: decide earlier and expect less.(PHAK (FAA-H-8083-25C), Aircraft Performance)
  • Wind shapes all of it: gusts, shear, crosswind and tailwind affect stability, the decision, the ground track, the climb gradient and obstacle clearance. On the climb-out, aileron into the wind with coordinated rudder as power comes in, then crab to track the extended centerline or the side you moved to.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)

Deciding and doing it early

  • Know your gate and your triggers before starting the approach; the most common mistake is waiting too long.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Climb at VX if there are obstacles ahead, transitioning to VY once clear; otherwise VY.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • A go-around close to the ground is riskier. The airplane may settle or bounce, and it can seem to climb in ground effect but can't climb out of it until speed builds well past the stall: hold the attitude and let the speed come.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)

Power, pitch and configuration

  • Full power promptly and smoothly; carburetor heat off if it was on, per the POH.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Hold the climb attitude against the pitch-up from full power, full flaps and nose-up trim; re-trim.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Flaps in increments after the descent stops, gear up after a positive rate per the POH; all flaps at once can make the airplane sink.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)

Traffic, the runway and LAHSO

  • Move to the side of the runway so you can see traffic on it or departing.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Once the airplane is under control, tell the tower or traffic you're going around and follow instructions; avoid runway incursions and crossing runways. With the climb stabilized, run the checklist and set up to re-enter the pattern.(AIM, Chapter 4 (airport operations); Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S1-S2, S9)
  • After accepting LAHSO, if you must reject the landing, you maintain safe separation from other aircraft and vehicles yourself (don't wait for ATC) and notify the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))

Low and busy

  • Low, high power, full flaps, changing pitch: the setup for a stall or an early turn into obstacles. Climb straight ahead to a safe altitude first.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Fly first: power, attitude, configuration, then the radio.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches for a prompt decision, power before pitch, the pitch-up controlled and trimmed, flaps and gear in the right order after a positive rate, a sidestep when needed, and VY within 5 knots.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

  1. Recall · What are the steps of a go-around?

    A strong answer: Power, attitude, configure: full power, climb pitch, then flaps in steps and gear up after a positive rate.

  2. Understand · Why gear up only after a positive rate of climb?

    A strong answer: Until I'm climbing, the airplane could still touch the runway; raising the gear too early risks a gear-up contact.

  3. Apply · You flare and float halfway down a short runway in a retractable. What do you do?

    A strong answer: Go around now, before the float uses the runway: full power, an attitude that stops the descent and builds speed, flaps to the intermediate setting, then with a positive rate gear up, and VY.

Scenarios to talk through

  • On short final, an airplane taxis onto the runway. What do you do?

    Sound decision: Go around immediately, sidestep so you can see it, and tell the tower or traffic.

  • Full power with full flaps; the nose pitches up sharply. What do you do?

    Sound decision: Forward pressure to hold the climb attitude, right rudder, re-trim, then flaps in steps.

  • You accepted LAHSO and need to go around before the intersection. What do you do?

    Sound decision: Go around, keep yourself separated from other aircraft and vehicles (don't wait for ATC), and tell the tower right away.

5 · Common student errors

  • Pitching up before adding power.

    Why it matters: At low speed it can stall.

    How to correct it: Power first, then attitude.

  • Gear up before a positive rate.

    Why it matters: The airplane can settle onto the runway.

    How to correct it: Positive rate, then gear.

  • Dumping all the flaps.

    Why it matters: Sudden loss of lift and sink.

    How to correct it: Retract in steps after the descent stops.

6 · Completion standard

  • Apply takeoff power immediately and transition to the climb pitch for VX or VY, ±5 knots.
  • Maintain VY ±5 knots to a safe maneuvering altitude, with directional control and wind-drift correction.
  • Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
  • They talk through the scenarios and reach a safe, legal decision, explaining why.
  • They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on CA.IV.N: pilotprep.pro/exam?exam=CPL&focus=CA.IV.N

7 · References

  • Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Approaches and Landings; Transition to Complex Airplanes
  • Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft Performance; Aerodynamics of Flight
  • Aeronautical Information Manual (AIM), 4-3-11 (LAHSO) and Chapter 7 (wake turbulence)
  • AC 91-73, Single Pilot Procedures During Taxi Operations
  • Commercial Pilot ACS (FAA-S-ACS-7B), Area IV
  • Your airplane's POH/AFM, normal procedures, performance charts and speeds
  • Airman Certification Standards, task CA.IV.N

PilotPrep instructor lesson plan, from the Go-Around/Rejected Landing lesson (checked against current FAA sources 2026-11-13). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.