How do I fly a missed approach or go-around in a simulator?

To fly a missed approach or go-around in a flight simulator, apply go-around power, set the correct pitch, follow the flight director or published procedure, confirm a positive climb, retract the landing gear, and reduce flap in stages. Keep flying the aircraft; reprogramme navigation only after the climb is stable.

What is the difference between a go-around and a missed approach?

In our Aviation & Real-World Flying coverage, we use the real-world distinction: a go-around is the manoeuvre used to abandon a landing, while a missed approach is the published instrument procedure flown after an approach cannot continue.

The first few actions are much the same. The crucial difference is where the aircraft must fly after it starts climbing.

How do I fly a go-around step by step?

A safe simulator go-around follows the sequence power, pitch, configuration, positive climb and navigation. Exact thrust settings, flap positions, pitch targets and speeds are aircraft-specific, so use the model's checklist or operating handbook rather than copying numbers from another type.

1. Make the decision: call “go around” and act immediately. Do not continue trying to rescue an unstable landing while waiting for the perfect moment.
2. Set go-around power: select TOGA in a jet if fitted, then verify that thrust actually increases. In a piston aircraft, apply power and set carburettor heat, propeller and mixture controls as its checklist requires. Control yaw as power comes in.
3. Set the correct pitch: follow valid go-around flight-director guidance or establish the published attitude manually. Avoid hauling the nose up; excess pitch can trade the remaining airspeed for a stall close to the ground.
4. Select go-around flap: retract only to the first specified setting. Removing all flap at once can cause a sharp loss of lift and climb performance.
5. Confirm a positive climb: check the altimeter trend and vertical indication, then retract the landing gear if the aircraft is retractable. Do not raise it while the aircraft is still settling.
6. Fly the required track: maintain runway heading, follow the flight director, comply with ATC vectors or fly the published missed approach as applicable. Navigation changes must not distract from pitch and airspeed.
7. Accelerate and clean up: at the aircraft's acceleration altitude, retract flap in stages while respecting flap speeds. Set climb thrust and observe any procedure speed restriction.
8. Complete the after-take-off actions: stabilise the climb, communicate with ATC, finish the checklist and decide whether to attempt another approach, enter the hold or divert.

How do I follow a published missed approach?

A published missed approach must be briefed before descending, not decoded while the aircraft is climbing away. Identify these items on the approach chart:

• the decision altitude, minimum descent altitude or missed approach point;
• the initial course, heading or track;
• the missed-approach altitude;
• the required climb gradient and any speed restriction;
• the holding fix, entry and navigation source.

If you go around before the missed approach point, do not assume that you may begin the published turn early. Many procedures require you to remain on the approach track until the missed approach point because an early turn may leave protected airspace. The chart and ATC clearance govern.

GPS and FMS behaviour varies between simulator aircraft. Some units suspend waypoint sequencing at the missed approach point and display SUSP; others require the missed leg to be activated or the approach to have been inserted correctly beforehand. Review the route legs during the briefing and confirm the active waypoint once the climb is under control.

Our explanation of setting up and briefing an ILS approach covers the approach work that should already be complete before reaching minimums.

When should I go around?

Go around whenever the approach or landing is no longer safely stabilised, even if the aircraft has passed the usual decision gate. Typical triggers include:

• the required visual references are absent at decision altitude or the missed approach point;
• airspeed, sink rate, glide path or runway alignment is outside acceptable limits;
• the aircraft is not in the correct landing configuration;
• the runway is occupied or landing clearance is unavailable where one is required;
• ATC instructs a go-around;
• a severe bounce, traffic conflict or unsafe runway condition develops.

A useful simulator discipline is to require a stable approach by about 1,000 feet above touchdown in instrument conditions or 500 feet in visual conditions. Those are common training gates rather than universal legal limits; an operator or aircraft procedure may specify something different. Our visual-approach stability guidance explains the alignment, speed and descent cues to monitor.

At a decision altitude, initiate the missed approach promptly if the required visual reference is unavailable; it is not a level-off altitude. On a traditional non-precision approach using an MDA, do not descend below the MDA and begin the missed approach no later than the missed approach point.

A reactive windshear escape is not an ordinary go-around. Follow the aircraft's windshear guidance, which may require maximum thrust and prohibit configuration changes until the aircraft is clear.

Can I use the autopilot during a go-around?

You may use the autopilot only when the simulated aircraft permits it and the commanded modes are correct. Pressing a TOGA switch can disconnect the autopilot in one aircraft, leave it engaged in another or merely move the thrust levers in a simplified simulation.

• Read the FMA: verify the active thrust, lateral and vertical modes rather than assuming the button worked.
• Check selected altitude: the missed-approach altitude must be set at the stage required by that aircraft's procedure.
• Monitor navigation: confirm the FMS sequences to the missed approach rather than returning to the runway or freezing at the final waypoint.
• Take over if necessary: if automation commands the wrong pitch or track, disconnect it and fly manually.

Airbus logic has its own mode annunciations and configuration schedule; our type-specific A320 go-around sequence covers those details without treating them as universal.

Common go-around mistakes in flight simulators

Most simulator go-around failures come from rushing the configuration or trusting automation without checking it.

• Retracting all flap immediately: use the published go-around setting, then retract in stages as speed increases.
• Pitching too steeply: establish the target attitude and watch airspeed, especially with high thrust and nose-up trim.
• Turning before the protected point: remain on the required track until the chart or ATC authorises the turn.
• Forgetting the landing gear: confirm a positive climb, select gear up and verify its indication.
• Chasing menus or the FMS: fly first. Simulator ATC prompts and route editing can wait until the aircraft is stable.
• Ignoring the mode annunciator: verify what the aircraft is doing after every automation selection.

Visual go-arounds and rejected landings

After a visual go-around, climb along the instructed path and re-enter the circuit only when spacing and traffic permit. Our circuit re-entry and traffic-pattern guide explains how to regain sensible downwind spacing for another attempt.

If the wheels have touched, a rejected landing may still be possible if the aircraft procedure allows it. Do not retract all flap, and do not improvise after selecting reverse thrust; transport-aircraft procedures generally require the aircraft to stop once reverse has been deployed.

Practising the manoeuvre effectively

The best practice session separates basic aircraft control from navigation and automation.

1. Start with a visual go-around from short final and hold runway track manually.
2. Repeat from decision altitude on an instrument approach, flying the published route.
3. Practise an early go-around before the missed approach point so the timing of the first turn is clear.
4. Repeat with the autopilot and flight director, checking every FMA change rather than watching only the outside view.

Save a scenario before the final approach if the simulator supports it. Repetition makes the power, pitch and configuration sequence automatic, leaving more attention for navigation and ATC.