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A go-around is an aborted landing of an aircraft that is on final approach.

Origin of the term[link]

The term arises from the traditional use of traffic patterns at airfields. A landing aircraft will first join the circuit pattern and prepare for landing in an orderly fashion. If for some reason the pilot decides not to land, he can simply fly back up to circuit height, and complete another circuit. The term go-around is still used even for modern airliners, though they may not use traditional circuit patterns for landing. Should the aircraft have already the wheels on ground when the maneuver is initiated, then it would be called a balked landing.

Reasons for going around[link]

Initiation of a go-around procedure may be either ordered by air traffic control (normally the local or 'tower' controller in a controlled field) or decided by the pilot in command of the aircraft.

In a controlled field, the local controller may instruct the pilot to go around if there is an aircraft, vehicle or object on the runway or some other unsafe condition. In both controlled and uncontrolled fields, the pilot in command may decide to go around at any time, for example if the aircraft is not lined up or configured properly for a safe landing; an aircraft, vehicle or other object has not cleared the runway; no landing clearance was received (in a controlled field); the landing gear is not properly extended; a dangerous meteorological condition is experienced on final approach (e.g., poor visibility, excessive cross-winds, windshear, etc.); excessive energy (too high or too fast); or some other unsafe condition is detected. In naval aviation, the term "wave-off" is used instead of go-around. A pilot will always initiate a wave-off by applying full thrust when touching down on an aircraft carrier as a fail-safe measure. That way, if his plane's tailhook fails to catch any of the arrestor cables (known as a (deck) "bolter") the aircraft can climb again. If the tailhook catches a cable the aircraft will stop in short order regardless. Conversely if wave-off was not initiated and the aircraft was not arrested, it would not have enough power and/or runway to take off from the carrier.

A go-around does not in itself constitute any sort of emergency (although it may on rare occasions be in response to an emergency). A properly executed go-around is a routine, safe and well-practiced maneuver.

Many airlines and aircraft operators state a list of conditions that must be satisfied so that a safe landing can be carried out. If one or more of these conditions cannot be satisfied then a go-around should be considered in some cases and must be carried out in others. This list is usually written in the operator's operations manual which has to be approved by the relevant aviation authority (CAA in the UK, FAA in the United States). The operator's list of conditions is not exhaustive; pilots should use their individual judgement outside of this scope.

Flights conducted under instrument flight rules, including all airline traffic, refer to "executing the missed approach" rather than a (VFR) go-around. The maneuver itself is the same, but the pilot instead follows a pre-defined navigational "missed approach" sequence, published on the approach chart, instead of entering a circuit or pattern. Absent further instructions from the controller, a missed approach sequence directs an aircraft around traffic patterns and terrain into a safe place to begin a holding pattern.

The go-around procedure[link]

When the pilot is instructed or decides to go around, the pilot will apply full power to the engine(s), adopt an appropriate climb attitude and airspeed, retract landing gear, retract flaps as necessary, follow the instructions of the air traffic controller (in a controlled field) and typically climb into the traffic pattern for another circuit if required.

Many modern aircraft, such as the Boeing and Airbus series, use fly-by-wire systems with go-around modes that automatically set maximum available power and pitch the aircraft for best performance, using a TO GA button. On other aircraft, the pilot performs the go-around manually. In a typical small aircraft, such as those found in general aviation, this might involve:

• applying full power.
• adopting an appropriate climb attitude and airspeed.
• removing one stage of flap, if necessary.
• checking for a positive rate of climb.
• raising the landing gear, if the aircraft has retractable gear.
• raising the flaps fully, once a positive rate of climb is established and the aircraft is above a certain safe airspeed and altitude.
• removing carburetor heat, if it is on.
• climbing back to pattern altitude.
• advising control tower and/or other traffic about go-around decision by radio.

This is easily remembered by the mnemonic "5Cs"—Cram it, Climb it, Clean it up, Cool it, and Call it!, or sometimes the "5 Ups": Power Up, Nose Up, Gear Up, Flaps Up, Speak Up.

See also[link]

• Missed approach
• Touch-and-go landing

References[link]

• avweb.com article (needs registration)

Simon Lowe is a British actor who, amongst other British titles, has played series regulars in Bodies (Dr. Tim Sibley) and The Grimleys (Shane Titley) both of which were written by Jed Mercurio. He also played Derek Evans in EastEnders. He is also the regular character, Sgt. James Collins in the British series, Doctors. In 2007 he portrayed the survivor of the Hindenburg disaster, "Joseph Spah", in the British Channel 4 Drama, "Hindenburg The Untold Story", directed by Sean Grundy. In the 2010 Channel 4 series, "Bloody Foreigners", he playing the role of Jan Zumbach, of 303 squadron, and and in 2011 he made a single appearance in HBO's Game of Thrones as a wine merchant.

Theatre work includes the portrayal of Dudley Moore in the show, "Pete and Dud; Come Again"^[1] that successfully toured Britain in 2007 with the British actor Gareth Tunley playing Peter Cook.

References[link]

External links[link]

• Simon Lowe at the Internet Movie Database
• Official website

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