[{"data":1,"prerenderedAt":318},["ShallowReactive",2],{"learn-\u002Flearn\u002Fthe-missed-approach-and-go-around":3,"learn-nav-\u002Flearn\u002Fthe-missed-approach-and-go-around":291},{"id":4,"title":5,"body":6,"date":231,"description":232,"draft":233,"extension":234,"faqs":235,"howTo":236,"keyTakeaways":244,"meta":249,"navigation":250,"path":251,"quiz":252,"seo":278,"series":235,"seriesOrder":235,"sources":279,"stem":288,"topic":289,"__hash__":290},"learn\u002Flearn\u002Fthe-missed-approach-and-go-around.md","The missed approach and the go-around",{"type":7,"value":8,"toc":221},"minimark",[9,13,19,24,27,69,85,89,92,118,129,133,150,154,165,190,194,214,218],[10,11,12],"p",{},"Every approach should be flown ready to not land. The go-around is not an admission that something went wrong; it is the planned, practised escape that keeps a marginal approach from becoming a bad landing. Knowing the difference between the go-around manoeuvre and the published missed approach procedure, and when each applies, turns a tense moment into a routine one.",[14,15,16],"blockquote",{},[10,17,18],{},"This is general educational information, not operational, legal, or regulatory advice. Rules differ by authority and change over time. Always verify against current official sources and follow your operator's approved procedures.",[20,21,23],"h2",{"id":22},"two-words-that-are-not-quite-the-same","Two words that are not quite the same",[10,25,26],{},"The terms are often used loosely, but they mean different things:",[28,29,30,55],"ul",{},[31,32,33,34,38,39,42,43,46,47,54],"li",{},"A ",[35,36,37],"strong",{},"go-around"," is the ",[35,40,41],{},"manoeuvre"," of discontinuing an approach and climbing away. It can be started at ",[35,44,45],{},"any point",", on a visual approach, an instrument approach, even in the flare, for any reason: an unstable approach, an obstruction on the runway, ",[48,49,53],"a",{"href":50,"className":51},"\u002Flearn\u002Fglossary#gt-wind-shear",[52],"glossary-link","wind shear",", or a controller's instruction.",[31,56,33,57,38,60,63,64,68],{},[35,58,59],{},"missed approach",[35,61,62],{},"published procedure"," flown on an instrument approach from the decision point or the ",[48,65,67],{"href":66},"\u002Flearn\u002Freading-an-instrument-approach-chart","missed approach point",", with a specific climb, track and altitude designed to keep you clear of terrain.",[10,70,71,72,78,79,84],{},"So every missed approach involves a go-around, but not every go-around is a missed approach. The ",[48,73,77],{"href":74,"rel":75},"https:\u002F\u002Fwww.faa.gov\u002Fregulations_policies\u002Fhandbooks_manuals\u002Faviation\u002Finstrument_procedures_handbook",[76],"nofollow","FAA Instrument Procedures Handbook"," and ",[48,80,83],{"href":81,"rel":82},"https:\u002F\u002Fskybrary.aero\u002Farticles\u002Fgo-around",[76],"SKYbrary"," draw the same line.",[20,86,88],{"id":87},"when-you-must-go-around","When you must go around",[10,90,91],{},"On an instrument approach the decision is built into the procedure:",[28,93,94,105],{},[31,95,96,97,100,101,104],{},"On a ",[35,98,99],{},"precision approach",", at the ",[35,102,103],{},"decision altitude (DA\u002FDH)",", if you do not have the required visual references or the landing is not assured, you go around. You may descend no lower without them.",[31,106,96,107,110,111,114,115,117],{},[35,108,109],{},"non-precision approach",", you may descend to the ",[35,112,113],{},"minimum descent altitude (MDA)"," but no lower, and if you are not visual by the ",[35,116,67],{},", you go around.",[10,119,120,121,124,125,128],{},"Beyond the instrument minima, a go-around is the right call any time the approach is ",[35,122,123],{},"not stable"," or the landing is ",[35,126,127],{},"not safe",", and the earlier that judgement is made, the easier the manoeuvre.",[20,130,132],{"id":131},"the-climb-that-protects-you","The climb that protects you",[10,134,135,136,141,142,145,146,149],{},"A missed approach is not a scramble; it is a designed path. Under ",[48,137,140],{"href":138,"rel":139},"https:\u002F\u002Fstore.icao.int\u002Fen\u002Fprocedures-for-air-navigation-services-pans-aircraft-operations-volume-i-flight-procedures-doc-8168",[76],"ICAO Doc 8168",", the obstacle protection of a missed approach assumes a ",[35,143,144],{},"default climb gradient of 2.5 per cent",", with a ",[35,147,148],{},"steeper"," gradient published where terrain or obstacles demand it. Fly the published track and meet the gradient and you are protected; that is why you follow the procedure rather than improvise a climb.",[20,151,153],{"id":152},"a-worked-example","A worked example",[10,155,156,157,160,161,164],{},"You are flying an ILS to minimums. At the ",[35,158,159],{},"decision altitude",", you look up: the approach lights are not in sight and the runway environment is lost in the murk. There is no decision left to agonise over, because you made it on the ",[48,162,163],{"href":66},"approach chart"," before you started down.",[10,166,167,168,171,172,175,176,179,180,185,186,189],{},"You ",[35,169,170],{},"apply go-around power"," and set the climb attitude. With a ",[35,173,174],{},"positive rate of climb"," confirmed, you clean up in stages, gear and flap as appropriate for your aircraft. You ",[35,177,178],{},"follow the published missed approach",", the ",[48,181,184],{"href":182,"rel":183},"https:\u002F\u002Fwww.faa.gov\u002Fair_traffic\u002Fpublications\u002Fatpubs\u002Faim_html\u002Fchap5_section_4.html",[76],"FAA AIM"," reminds you to fly the charted track and climb, perhaps straight ahead to a stated altitude and then a turn to a holding fix. And you ",[35,187,188],{},"tell ATC",": \"Going around,\" then take the next clearance. Because you briefed it earlier, none of this is improvised.",[20,191,193],{"id":192},"common-pitfalls","Common pitfalls",[28,195,196,202,208],{},[31,197,198,201],{},[35,199,200],{},"Decide early."," A go-around begun from a stable, well-flown approach is simple; one forced from a salvaged, unstable approach is not. Commit at the first sign it is not working.",[31,203,204,207],{},[35,205,206],{},"Power and attitude first, configuration second."," Arrest the descent and climb away before reconfiguring; confirm a positive rate before raising gear or flap.",[31,209,210,213],{},[35,211,212],{},"Fly the published miss."," The 2.5 per cent protection assumes the charted track and gradient; do not invent your own climb out near terrain.",[20,215,217],{"id":216},"in-pilot-efb","In Pilot EFB",[10,219,220],{},"Pilot EFB is a study and planning companion for briefing the approach and its missed approach before you fly, alongside your weather, NOTAMs and the rest of your briefing in one offline-first place. It does not fly the procedure or replace your charts and ATC, so brief and fly the published missed approach from your official source of record. Pilot EFB is not a certified Electronic Flight Bag, so treat it as a study and planning aid and brief from your official source of record.",{"title":222,"searchDepth":223,"depth":223,"links":224},"",2,[225,226,227,228,229,230],{"id":22,"depth":223,"text":23},{"id":87,"depth":223,"text":88},{"id":131,"depth":223,"text":132},{"id":152,"depth":223,"text":153},{"id":192,"depth":223,"text":193},{"id":216,"depth":223,"text":217},"2026-06-22","The difference between a go-around and a published missed approach, when each is flown, the default climb gradient that protects the procedure, and why deciding to go around early is a sign of good judgement rather than failure.",false,"md",null,{"name":237,"steps":238},"How to fly a missed approach",[239,240,241,242,243],"Decide and commit: at the decision altitude on a precision approach, or by the missed approach point on a non-precision approach, if you are not visual or the landing is not assured, go around.","Apply go-around power and set the climb attitude.","Confirm a positive rate of climb, then clean up the configuration in stages, raising gear and flap as appropriate for your aircraft.","Follow the published missed approach track and climb to the published altitude.","Tell ATC you are going around and read back the next clearance.",[245,246,247,248],"A go-around is the manoeuvre of discontinuing an approach and climbing away; a missed approach is the published procedure flown from the decision point or missed approach point.","On a precision approach you decide at the decision altitude; on a non-precision approach you go around by the missed approach point if not visual.","Missed approach procedures are designed around a default 2.5 per cent climb gradient, with steeper published where terrain demands.","Choosing to go around early, before a bad approach forces it, is good judgement, not failure.",{},true,"\u002Flearn\u002Fthe-missed-approach-and-go-around",[253,262,270],{"q":254,"options":255,"answer":260,"explanation":261},"What is the difference between a go-around and a missed approach?",[256,257,258,259],"They are the same thing with two names","A go-around is the manoeuvre of discontinuing the approach; a missed approach is the published procedure flown from the missed approach point","A go-around is only for VFR and a missed approach only for night","A missed approach is flown before the runway and a go-around after landing",1,"A go-around is the act of discontinuing an approach and climbing away, which can be started at any point; a missed approach is the specific published IFR procedure flown from the decision point or missed approach point.",{"q":263,"options":264,"answer":260,"explanation":269},"On a non-precision approach, by what point must you go around if you are not visual?",[265,266,267,268],"The final approach fix","The missed approach point","After touchdown","The initial approach fix","On a non-precision approach you may not descend below the minimum descent altitude, and if you are not visual by the missed approach point you must go around.",{"q":271,"options":272,"answer":260,"explanation":277},"What is the default climb gradient that a missed approach procedure is designed around?",[273,274,275,276],"1 per cent","2.5 per cent","5 per cent","10 per cent","The default missed approach climb gradient used in procedure design is 2.5 per cent, with steeper gradients published where terrain or obstacles require.",{"title":5,"description":232},[280,282,284,286],{"label":281,"url":138},"ICAO Doc 8168: PANS-OPS, Volume I (Flight Procedures)",{"label":283,"url":182},"FAA Aeronautical Information Manual, Chapter 5 Section 4 (Arrival Procedures)",{"label":285,"url":74},"FAA Instrument Procedures Handbook (FAA-H-8083-16B)",{"label":287,"url":81},"SKYbrary: Go-around","learn\u002Fthe-missed-approach-and-go-around","Operations","VeyYvBDPKg3_tuA2HYsWlCZNsstP57mliEsWob8uacY",{"related":292,"newer":309,"older":314,"series":235},[293,300,306],{"path":294,"title":295,"description":296,"date":231,"topic":289,"draft":233,"minutes":297,"series":298,"seriesOrder":299},"\u002Flearn\u002Fairspace-speed-limits","The 250-knot speed limit and other airspace speed rules","Why there is a 250-knot speed limit below 10,000 feet, the slower 200-knot limits near and under busy airspace, and how the FAA and EASA wordings line up and differ, with a worked descent that puts the rules in order.",4,"plan-a-vfr-cross-country",7,{"path":301,"title":302,"description":303,"date":231,"topic":289,"draft":233,"minutes":304,"series":298,"seriesOrder":305},"\u002Flearn\u002Fminimum-safe-altitudes-msa-mora-mea-moca","Minimum safe altitudes: MSA, MORA, MEA, MOCA and MEF","The family of minimum altitudes that keep you clear of terrain and obstacles, what each one guarantees, and the difference between an altitude that also promises navigation signal and a chart figure that only tells you the highest obstacle.",3,6,{"path":66,"title":307,"description":308,"date":231,"topic":289,"draft":233,"minutes":297,"series":235,"seriesOrder":235},"Reading an instrument approach chart","How an instrument approach chart is laid out, what the plan view, profile view, minimums box and missed approach each tell you, and how to read one in order so you brief the approach the way you will fly it.",{"path":310,"title":311,"description":312,"date":231,"topic":313,"draft":233,"minutes":297,"series":235,"seriesOrder":235},"\u002Flearn\u002Ftemperature-inversions-and-stable-air","Temperature inversions and stable air","What a temperature inversion is, how it makes the air stable, and why that one fact explains haze, fog, smooth rides, trapped pollution, low cloud and the wind shear that catches pilots out.","Weather",{"path":315,"title":316,"description":317,"date":231,"topic":313,"draft":233,"minutes":297,"series":235,"seriesOrder":235},"\u002Flearn\u002Fthe-tropopause","The tropopause and where weather lives","What the tropopause is, why it sits higher over the equator than the poles, and why nearly all the weather a pilot deals with happens in the troposphere below it.",1782089963811]