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Most pilots learn to fly a go-around early in training, usually in calm conditions with a CFI ready to coach them through the steps: cram it (power up), climb it (pitch up), clean it (flaps, gear), call it (communicate). It’s one of the standard maneuvers on the checkride, and it’s often treated like just that—a maneuver.

But in the real world, go-arounds are rarely that clean, rarely that calm, and rarely expected. They’re typically flown at low altitude, in high workload conditions, with the airplane trimmed for final approach and the pilot mentally committed to landing. That’s not a great combination.

The result? Many pilots simply aren’t trigger-ready. And that’s a problem.

Two Go-Arounds, Two Reminders

I’ve had two go-arounds in recent months while flying professionally—both of them stark reminders that the decision to go around isn’t just a checkbox; it’s a mindset.

The first was on final approach to a busy runway in Orlando. Tower cleared us to land while a Falcon jet was still taxiing at high speed down the runway. From where we sat, the spacing just didn’t feel right. As pilot in command, I made the decision that there wasn’t enough room to safely continue, and I initiated a go-around.

From the cockpit, it was the right call. But from the cabin, it felt sudden and probably a little scary. I could hear the surprise from passengers as the engines spooled up and the nose came up. Now I had two jobs: fly the airplane and explain, calmly and clearly, that everything was fine. Even with two pilots up front, this is a lot. It was a textbook example of how quickly things can change—and how important it is to be mentally prepared to act without hesitation.

The second go-around came while on short final to the Northeast Florida Regional Airport. Tower had cleared us to land, but still opted to depart a Skyhawk in front of us. This time, the controller saw the spacing was too tight and called for the go-around. We had to sidestep left to avoid the departing airplane and set up for a VFR pattern back around to the runway. And after the dust settled, make the same explanation to the passengers.

It was a good reminder that even at towered fields, you’re not immune from traffic surprises—and that sometimes you’ll be forced into a go-around with very little warning.

We Don’t Practice This Enough

Suddenly adding full power and climbing requires quick and aggressive control input and re-trimming.

Those two situations had something in common: the go-around wasn’t planned. That’s usually how it goes. But unlike a touch-and-go or an ILS to minimums, we don’t typically train to go around in the middle of a normal flight. It’s almost always introduced in ideal conditions and practiced by rote.

That’s not good enough.

We teach that every approach should be a stabilized approach—and that’s true—but we should also teach that every approach should be a potential go-around. Not as a pessimistic outlook, but as a readiness state. If your finger is already hovering over the go-around button—literally or mentally—you’re much more likely to respond decisively when it matters.

The Anatomy of a Surprise Go-Around

What makes the go-around so challenging, especially when it’s unplanned? A few key factors:

• Configuration Shock: You’re trimmed for final, probably with full flaps and gear. Suddenly adding full power and climbing requires quick and aggressive control input and re-trimming.

• Low Energy State: You’re often flying slow, near the ground, and in close proximity to obstacles. There’s very little margin for error.

• High Workload: In an instant, your mental model shifts from “land” to “go.” You’re now flying a new flight path, making radio calls, reconfiguring the airplane, and maybe calming passengers—all at once.

• Infrequency: Unless you fly in the airlines or in training scenarios where go-arounds are part of standard procedure, you probably haven’t flown one recently.

This all adds up to a maneuver that demands proficiency—but rarely gets practiced.

What Pilots and Instructors Can Do

Every approach is a missed approach until it’s a landing.

To build real-world go-around readiness, we need to rethink how we approach it in training:

• Normalize the Go-Around: Take away the stigma. A go-around isn’t a failure—it’s a smart, safe, and often heroic choice.

• Practice Them Randomly: In training flights or reviews, call for a go-around at different points in the approach—even when everything seems fine.

• Brief It, Always: Make the go-around part of every approach briefing, even in the pattern. “If we go around, we’ll add takeoff/go-around power, pitch to takeoff attitude, and clean up the airplane…”

• Involve the Passenger Brief: Let your passengers know it’s a normal procedure. A simple line—“If we go around, it’s just a precaution to ensure spacing and safety”—can go a long way toward reducing their anxiety.

• Emphasize Immediate Action: Like a rejected takeoff, the go-around should be instinctive and immediate. Hesitation is what causes trouble.

Final Approach

A wise instructor once told me: “Every approach is a missed approach until it’s a landing.” That mindset has stuck with me—and it’s helped me stay alert and ready to act, even when things seem routine.

The two go-arounds I’ve had to fly recently weren’t dramatic emergencies. But they were clear examples of why we need to be mentally and physically prepared to act without delay. There’s no shame in going around—but there can be real risk in hesitating to do so.

Be trigger-ready. Every time.