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Private pilot · ACS PA.IV.N · lesson pack

Go-Around/Rejected Landing

Why this one matters

Go-arounds themselves can be dangerous: pilots who decide late, add power with full flaps and an untrimmed airplane, or pull flaps up too early have stalled and crashed right after deciding to go around. Practicing an early decision and a smooth sequence makes the go-around a routine, safe choice instead of a last-second scramble.

1 · Know these cold

  • •Decide early: an unstable approach, drift, a long float, or traffic or an obstruction on the runway are reasons to go around. Late decisions cause accidents.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • •Power first: full power immediately and smoothly, with right rudder.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • •Attitude: set only the attitude that stops the descent and lets the airspeed build well above the stall before you climb or turn; with full flaps and power the nose wants to rise sharply, so hold it with forward pressure and trim. Use VX only to clear an obstacle, otherwise VY.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • •Configure in two parts: once the descent has stopped, retract the flaps in small steps to the POH takeoff or approach setting; finish configuring only after a positive rate of climb is verified, or as the manufacturer says.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S5)
  • •Move to the side of the runway when needed to see and avoid traffic below or departing.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S6)
  • •LAHSO: you, the pilot in command, may decline it (and must if safety is in doubt); once accepted you must comply unless it's amended or there's an emergency. If you must go around, keep safe separation from other aircraft and vehicles and tell the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))
  • •Climb at VY +10/-5 knots to a safe maneuvering altitude.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S7)

2 · The lesson

Energy and conditions
  • A go-around trades the approach’s low energy for a climb, so the airplane needs power, a climb attitude and less drag, in that order.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • At high density altitude the engine makes less power and the climb is weaker: decide earlier, and don’t expect normal climb rates.(PHAK (FAA-H-8083-25C), Aircraft Performance)
  • Correct for wind drift on the climb-out as on a takeoff: crab to track the extended centerline, or the side of it you moved to.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Deciding and doing it early
  • The most common go-around problem is waiting too long. Know your gate and your reasons before you start the approach. Stabilized means: a constant glidepath (about 3°) to the touchdown zone, on the centerline with small corrections, airspeed within +10/-5 knots of the recommended speed (or 1.3 VSO), configured and trimmed, descending about 500 to 1,000 fpm, appropriate power, checklists done. Not stabilized by 500 feet above the airport in VMC (1,000 in IMC), or unstable below that: go around.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Other triggers: an ATC instruction, traffic or an obstruction on the runway, and after touchdown a hard bounce, a balloon, porpoising or a long float eating up the runway. Go around at once, don't try to salvage it, and keep directional control with a safe (not steep) climb attitude.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • A go-around near the ground is more difficult and riskier: less height to absorb a mistake or a sink.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Power, pitch and configuration
  • Apply full power smoothly but promptly, with the POH power flow: carburetor heat off, mixture rich, propeller full forward where fitted.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • If the airplane is sinking, resist pulling: lower the nose briefly to accelerate and stay off the back side of the power curve, and don't climb out of ground effect too early.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Full power with full flaps and nose-up trim gives a strong pitch-up: push forward to hold the climb attitude, and re-trim.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Retract the flaps in increments, starting with partial retraction once the descent has stopped, and the rest at a safe airspeed and altitude. Raising all the flaps at once can make the airplane sink. In a retractable, retract the flaps at least partly before the gear (full flaps cause more drag than the gear, and the gear stays down in case you touch the runway again); raise the gear only with a verified positive climb and when you'll stay airborne. Then the after-go-around checklist, once climbing and under control.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S1)
Traffic, the runway and LAHSO
  • Move to the side of the runway, as the traffic or the tower requires, so you can see traffic on or departing the runway.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
  • Tell the tower or traffic you’re going around, and follow any instruction. Stay clear of crossing runways and taxiways.(AIM, Chapter 4 (airport operations))
  • If you accepted a LAHSO clearance and go around, maintain safe separation from the traffic on the intersecting runway and notify the tower promptly.(AIM 4-3-11, Pilot Responsibilities When Conducting Land and Hold Short Operations (LAHSO))
Low and busy
  • Low altitude, high power, full flaps and changing pitch: the setup for a stall, or for a turn too early into obstacles. Climb straight ahead to a safe altitude before turning, unless ATC instructs otherwise or you need to move to the side to avoid conflicting traffic; don't turn early or offset into traffic or obstacles on the side you choose.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S6)
  • A go-around is busy. Fly the airplane first: power, attitude, configuration; leave the radio, the passengers and the re-entry plan until the climb is established.(Risk Management Handbook (FAA-H-8083-2A))
  • Watch for every collision hazard, not just runway traffic: terrain, obstructions, wires, vehicles, vessels, people and wildlife. With an occupied or crossing runway, use the incursion procedures (sidestep as needed) and tell ATC.(AC 90-48, Pilots' Role in Collision Avoidance; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.R5, R8)

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

On the flight

ACS standards

  • Apply takeoff power and pitch for VX or VY, as appropriate, +10/-5 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S4)
  • Climb at VY +10/-5 knots to a safe maneuvering altitude, with directional control and wind correction.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.N.S7-S8)

What your instructor is watching for

Your instructor watches whether you decide promptly, add power before pitching up, control the pitch-up with full flaps, retract flaps in steps after the descent stops, move aside for traffic, and keep the airplane coordinated.

3 · Say it out loud

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

  1. Remember Recall it

    “What are the three steps of a go-around?”

  2. Understand Explain why

    “Why retract the flaps in steps?”

  3. Apply Use it on a flight

    “You flare and float halfway down a short runway. What do you do?”

4 · Common mistakes

  • Deciding late.

    A low, late go-around leaves no margin.

    Instead: Set a stabilized-by point and go around as soon as the approach isn’t right.

  • Pitching up before adding power.

    At low speed, pitching up without power can cause a stall.

    Instead: Power first, then attitude.

  • Dumping all the flaps.

    The sudden loss of lift can make the airplane sink.

    Instead: Retract in steps after the descent stops.

5 · Quick check

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

  1. 1. What is the first action in a go-around?

  2. 2. Why might the nose pitch up sharply on a go-around?

  3. 3. When do you begin retracting flaps?

  4. 4. Why move to the side of the runway on a go-around?

  5. 5. What are the checkride tolerances on the climb-out?

  6. Scenario6. 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

A 2,200-foot grass strip, wet after rain, with trees off the departure end. You land there, then leave an hour later.

Which techniques does each part of the visit call for, and where are your go-around and abort points? Decide, then see the worked answer

Decide before you go. Work both numbers from the POH: the landing distance on wet grass, and the takeoff distance to clear the trees on departure. Compare both with the 2,200 feet, with margin. Many POHs publish only a dry-grass correction, or none at all; where there's no wet-grass figure, add a conservative margin of your own. If the departure won't fit, don't land there. Arriving: fly a stabilized approach and pick a go-around point; if you're not on speed and on spot by then, go around rather than float down a short, soft runway. Land soft-field style: carry a little power through the roundout and touchdown, touch down nose-high at minimum controllable speed with minimum sink, hold the nosewheel off, keep your momentum, and avoid wheel braking. Leaving: this is a soft-field takeoff and climb with an obstacle. Keep moving onto the runway and lift off with soft-field technique; the short-field brake-hold-and-rotate procedure isn't used on wet grass. Accelerate in ground effect, then climb at Vx over the trees. From short-field technique only two things carry over: use all the runway available, and the Vx obstacle climb. Brief a concrete abort point before you roll; a common rule of thumb is about 70% of liftoff speed by the runway midpoint. Wet grass brakes poorly, so allow for a longer stop. If you don't have it by then, abort straight ahead.

AFH (FAA-H-8083-3C), Takeoffs and Departure Climbs, Approaches and Landings; PHAK (FAA-H-8083-25C), Aircraft Performance

Brings together: Soft-Field Takeoff and Climb · Soft-Field 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; Private Pilot ACS (FAA-S-ACS-6C); Your airplane's POH/AFM. Checked against current sources 2026-11-12.