Learn when to reject a landing and go around, using clear stability gates, runway hazards, bounce criteria and post-touchdown limits.
Reject a landing and go around whenever the approach is unstable, the runway is unsafe or unavailable, required visual reference is lost, or the aircraft cannot touch down under control in the intended touchdown zone. In real flying and simulation, uncertainty is a reason to go around rather than salvage the landing.
For Aviation & Real-World Flying, the exact limits come from the aircraft manual, operator procedures and applicable regulations. A go-around is a normal safety manoeuvre, not an admission of failure, and the pilot may initiate one whenever continuing has become the less safe option.
When is a go-around the right decision?
Go around without delay when a condition required for a safe landing is missing or cannot be restored within the applicable limits.
- Unstable approach: the aircraft is too high, low, fast or slow; requires aggressive corrections; has an excessive sink rate; or is not properly configured by the stabilisation gate.
- Unsafe runway: another aircraft, vehicle, animal, debris or an unexpected obstruction is on the runway, or there is doubt that it will be clear.
- Lost visual reference: the required runway environment is not visible at the decision point, or visual reference is lost again before landing.
- Poor alignment or control: centreline tracking, drift, bank or directional control cannot be maintained within the aircraft's limits.
- Insufficient stopping margin: a long float, tailwind, contaminated runway or braking problem makes a safe stop doubtful.
- Unsafe configuration: landing gear is not confirmed down and locked, required flap is not set, or a warning remains unresolved.
- Weather outside limits: wind, crosswind, tailwind, visibility or runway condition exceeds the aircraft or operator limit.
- ATC instruction: air traffic control orders a go-around or cancels the landing clearance, unless compliance would itself create an immediate hazard.
- Critical warning: a windshear, GPWS/TAWS or other alert requires the aircraft's published escape manoeuvre.
Our explanation of visual-approach decision cues and common rejection triggers covers how these problems appear when there is no instrument guidance to follow.
What makes an approach unstable?
An approach is stabilised only when the aircraft is on the intended flight path, at an acceptable speed, correctly configured and controllable using small corrections.
Many airline procedures use a gate of 1,000 feet above aerodrome level in instrument conditions and 500 feet in visual conditions; some require 1,000 feet in all conditions. These are common examples, not universal rules. For light-aircraft simulator practice, a self-imposed 500-foot gate is useful unless the aircraft manual or training syllabus specifies something different.
| Criterion | Reason to reject below the gate |
|---|---|
| Flight path | Not established on the required lateral and vertical path, or large corrections are still needed. |
| Airspeed | Outside the published or operator tolerance, with no prompt and controlled return to target speed. |
| Configuration | Gear, flap, trim or landing checklist is incomplete. |
| Descent and thrust | Sink rate or power is abnormal for the approach. In airline operations, more than about 1,000 feet per minute commonly requires special briefing or a go-around. |
| Control | Excessive bank, repeated oscillation, uncontrolled drift or large pitch and power changes are required. |
| Touchdown prospect | The aircraft is unlikely to touch down within the specified zone with enough runway left to stop. |
A brief deviation well above the gate is not automatically grounds for rejection if it can be corrected smoothly. Below the gate, do not keep chasing the glide path while speed, configuration and workload deteriorate. That chain of corrections is a mistake we see constantly in simulators; proper 737 descent planning and early approach configuration shows why the decision is usually won or lost before final approach.
Should you go around after a balloon, bounce or touchdown?
Go around after a significant balloon, hard or repeated bounce, porpoise, loss of directional control, or any float that removes the required landing-distance margin.
- Small balloon: continuing may be reasonable if speed, alignment and runway remaining are still satisfactory. Do not push the nose down to force contact.
- Significant balloon: go around rather than dropping onto the runway from an increasing height.
- Minor bounce: it may be recoverable if the landing attitude remains correct and ample runway remains, subject to the aircraft's procedure.
- Hard or repeated bounce: reject the landing if a go-around remains available. Trying to pin the aircraft down can start a porpoise or cause a nose-gear strike.
- Excessive float: go around before the remaining runway becomes marginal, even if the aircraft is only a few feet above the surface.
Our guidance on correcting balloons, bounces and excessive float explains which minor errors can be recovered and which should end the landing attempt.
After wheel contact, the answer becomes aircraft-specific. Some aircraft permit a touchdown go-around before reverse thrust is selected, while spoilers or autobrakes may need to be handled according to the approved procedure. In transport aircraft, selecting reverse thrust normally commits the crew to stopping; do not improvise a go-around after reverse selection. Light aircraft may have different procedures, so follow the POH or approved checklist.
Does a landing clearance mean you must continue?
No; a landing clearance permits the landing but does not compel the pilot to continue an unsafe approach.
The pilot in command can go around because of an unstable approach, runway conflict, wind change, loss of visual reference or any other safety concern. Announce the go-around when workload permits and comply with the published missed approach or ATC instructions. If ATC orders a go-around, act promptly unless doing so would create a greater immediate danger.
What should you do once committed to the go-around?
Once the decision is made, commit to the climb and use the aircraft-specific go-around procedure rather than reconsidering the landing halfway through the manoeuvre.
- Set the prescribed go-around power and control pitch so that speed does not decay.
- Confirm a positive climb before retracting the landing gear where applicable.
- Retract flap in stages while respecting minimum speeds and avoiding excessive sink.
- Follow the assigned or published route and communicate with ATC when the aircraft is under control.
- Reassess the next attempt, including weather, runway condition, fuel and the cause of the rejected landing.
The complete sequence is covered in our step-by-step missed-approach and go-around technique. Windshear and terrain escapes are exceptions: use their dedicated guidance rather than substituting a normal go-around profile.