Commercial pilot · ACS CA.IV.N · lesson pack

Go-Around/Rejected Landing

Why this one matters

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.

1 · Know these cold

•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)

2 · The lesson

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))

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

Apply takeoff power immediately and transition to the climb pitch for VX or VY, ±5 knots.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S4)
Maintain VY ±5 knots to a safe maneuvering altitude, with directional control and wind-drift correction.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.N.S7-S8)

What your instructor is watching for

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.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

Remember Recall it
“What are the steps of a go-around?”
Understand Explain why
“Why gear up only after a positive rate of climb?”
Apply Use it on a flight
“You flare and float halfway down a short runway in a retractable. What do you do?”

4 · Common mistakes

Pitching up before adding power.
At low speed it can stall.
Instead: Power first, then attitude.
Gear up before a positive rate.
The airplane can settle onto the runway.
Instead: Positive rate, then gear.
Dumping all the flaps.
Sudden loss of lift and sink.
Instead: Retract in steps after the descent stops.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

1. What is the first action in a go-around?
2. Why might the nose pitch up sharply?
3. When does the gear come up?
4. What are the commercial climb-out tolerances?
Scenario5. High, fast and drifting at 200 feet. Land or go around?

Trained it? Now prove it: practice go-around/rejected landing out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Takeoffs, Landings & Go-Arounds

On a power-off 180, a tailwind on base carries you past the point where you'd normally turn final, and you're high.

How do you fix it, and when is a go-around the right answer? Decide, then see the worked answer

The maneuver: from abeam the touchdown point, power to idle, then glide to the point through the abeam and base key positions, with pitch controlling airspeed. The standard is a touchdown at the proper pitch attitude, on or within 200 feet beyond the point, never short, with no side drift and the longitudinal axis over the centerline. The tailwind on base raised your groundspeed. Now: turn to final earlier with a normal, coordinated bank. If you've already overshot, accept it or go around, but never tighten the turn with bottom rudder or slip in the turn; slip only once you're established on final. To lose height you have a forward slip, flaps and S-turns, all tools the AFH lists for power-off accuracy approaches. A forward slip is deliberately uncoordinated, crossed controls; hold the airspeed with pitch, and before touchdown transition to a sideslip to stay aligned, or straighten out. Extend flaps in steps, and hold off full flaps until a landing at or beyond the point is assured; check the POH for restrictions on slips with flaps extended. Under the ACS this task gets one attempt: a go-around because you weren't going to meet the tolerances is unsatisfactory, and only a go-around forced by safety, such as traffic on the runway, is excused. Even so, if the approach isn't safe, go around.

Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.M and Appendix 3; AFH (FAA-H-8083-3C), Approaches and Landings

Brings together: Power-Off 180° Accuracy Approach and Landing · Go-Around/Rejected Landing

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Aeronautical Information Manual (AIM); AC 91-73; Commercial Pilot ACS (FAA-S-ACS-7B); Your airplane's POH/AFM. Checked against current sources 2026-11-13.