For Pilots
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Explore the ideas, techniques, and human factors that support consistent, confident go-around decisions.
The accident statistics are clear… Too many pilots are attempting to land after flying an unstabilized approach. We all know we should go-around when we’re not stabilized, but knowing that is not enough. We have some human issues that need to be addressed. Specifically, the fact that doing a go-around feels like a failure. And no one likes that feeling.
It’s time to flip the script! Instead of go-arounds feeling like a gut punch, we need to flip it around to a positive experience.
This change in mindset is at the heart of what we need to do to reduce accidents and incidents related to loss of control during landings.
Go-Arounds Are Awesome! is a movement focused on achieving this important goal. This initiative was started by flight instructor and DPE, Jim Pitman. Early in 2026, Jim assembled our team of professionals, and we went to work. We’re committed to moving the needle on getting more pilots to properly perform stabilized approaches and go-arounds, and we want you to be part of it.
A stabilized approach occurs when all required checklists and briefings are complete, the airplane is on the proper flight path—both laterally and vertically—and at the proper airspeed and power setting by a predetermined height above touchdown.
The FAA has outlined seven specific criteria for a stabilized approach in the Airplane Flying Handbook. The seven items can be condensed into the C-FLAPS acronym:
If one or more of the stabilized approach criteria are not achieved by a certain point, the airplane is not stabilized, and a go-around should be initiated. The FAA’s Airplane Flying Handbook states, “For a typical GA piston airplane in a traffic pattern, if the approach becomes unstabilized below 300 feet AGL, the pilot should initiate an immediate go-around.”
Three hundred feet AGL may or may not be the appropriate height based on your experience level, proficiency, the specific airplane, runway, and current conditions, but it is still important to select a minimum height at which you will decide to go-around if not stabilized. This selected height can be different for each landing, but you should always know how far you will take an unstabilized approach before choosing to go-around. This is your Personal Go-Around Decision Height. The height you choose becomes one of your personal minimums.
Keep in mind that a standard 3-degree glidepath will put you at about 300 ft. AGL on a one-mile final, and stabilized approach criteria require that you be aligned with the runway centerline to be stable. If you are usually at 400 ft. AGL on the base leg, it doesn’t make sense to choose 500 ft. (or higher) as your Personal Go-Around Decision Height. You must be on final to be stable.
Specific maneuvers, like a power-off 180 approach, may require lowering your personal go-around decision height on a case-by-case basis. This should be carefully planned and briefed. No matter the circumstance, it is strongly recommended that you never continue an unstabilized approach lower than 100 feet AGL.
If you’re looking for more guidance, talk to your flight instructor or another trusted pilot. If you’re still not sure, we recommend setting your personal go-around decision height at 300 feet AGL. That height can be adjusted as you gain experience. The important thing is that you have chosen a specific height and you are committed to going around if you are unstabilized at or below that height.
These live results include approved pledges and are provided for educational context, not as a recommendation for any particular height.
Total pilots represented: 59
A go-around is a normal procedure that should be practiced on a regular basis. When the opportunity to perform a go-around presents itself, embrace the opportunity with a smile. Because, go-arounds ARE awesome!
The specific mechanics for performing a go-around vary between different airplanes. Be sure to get make- and model-specific training from a qualified flight instructor.
Notice that “Call” is always last. Aviate, navigate, THEN communicate. Whether you choose to go-around yourself or ATC unexpectedly tells you to go-around on short final, the safest response is to execute the go-around promptly and properly. Confirm the plane is safely climbing with sufficient speed and altitude, THEN talk to the controller about what to do next. Some controllers are better at this than others. Even if they are calling you repeatedly during the go-around, never forget that your most important job is to FLY THE PLANE FIRST. Kindly respond to ATC when able and appropriate. Never drop the plane to fly the microphone!
If you ever find yourself on final approach with a passenger emergency, engine trouble, or another significant mechanical problem, going around is probably not the best option. Situations like these require solid pilot decision-making skills to properly handle each unique situation.
Some back-country airstrips are “one way in, one way out” situations. Terrain or other obstacles may make a go-around extremely dangerous—or impossible—beyond a certain point on the approach. It’s always best to receive specialized training before attempting an approach to these airstrips.
Forward slips are a useful tool in your pilot toolbox, and they should be practiced regularly. It’s important to be intentional with your use of slips. Slips should only be used when previously briefed or when performing an abnormal or emergency procedure that makes a go-around less desirable. A forward slip should not be used to fix a poorly planned or executed approach. With rare exceptions, the best thing to do when unstabilized is promptly execute a go-around.
Go-Arounds Are Awesome! is an initiative aimed at changing pilots’ mindset about stabilized approaches and go-arounds. This requires a noticeable shift in culture and training techniques. It starts by recognizing bad examples we may have witnessed during training. There still need to be clear standards for every lesson, including what “stabilized” means for that flight and the height by which a go-around will be initiated if those standards are not met.
Normalization of deviance occurs when individuals or organizations deviate from standard procedures. Because nothing bad happens, they begin to view the deviation as acceptable. In essence, risky behavior becomes normalized through repetition.
Read the cited source on normalization of deviance.
The accident and incident reports are clear: continuing a landing from an unstabilized approach is an unnecessary risk that should be avoided by going around. Just because something hasn’t caused a problem yet doesn’t mean it won’t. You might have just been lucky.
We’re trying to shift pilots’ attitude about go-arounds from negative to positive. Go-arounds should be something you look forward to, not a kick in the gut.
One idea is to gamify it. Whether you’re part of a flying club, flight school, or nothing at all, think of ways you and your pilot friends can “keep score” related to go-arounds. Make it a friendly competition. The important thing is that you celebrate each other’s decision to go around when appropriate.
It may be as simple as setting a personal goal to perform a certain number of go-arounds each month. When the go-around is a surprise, you can smile knowing it counts toward your goal. If all of your approaches are stabilized, do a planned go-around to maintain proficiency and achieve the goal you set for yourself.
One reason many pilots hesitate to go around is the belief that they may inconvenience controllers. It’s true that go-arounds often increase controller workload, especially at busy airports.
At many airports, tower controllers are required to document the reason a pilot elected to go around. When asked for the reason, calmly responding, “Unstabilized approach,” is all that’s needed—after completing your go-around actions in the correct order.
The NTSB record supports a clear safety message: when an approach becomes unstable, trying to “save” the landing—or delaying the go-around—can lead to runway excursions, hard landings, obstacle strikes, stalls, and controlled flight into terrain.
The NTSB’s message is direct: “Never attempt to ‘save’ an unstabilized approach.” If the approach becomes unstabilized, conduct an immediate go-around.
Read NTSB Safety Alert SA-077: Stabilized Approaches Lead to Safe Landings
This is a curated review of relevant completed investigations, not a statistical census of all NTSB aviation accidents.
The airplane was poorly positioned for a circle-to-land maneuver, but neither pilot called for a go-around. The NTSB determined that the captain’s attempt to salvage the unstabilized approach resulted in a low-altitude stall.
About 20 feet above the runway, the pilot recognized that a go-around was appropriate but believed the landing could be salvaged. The airplane landed hard, left the runway, and nosed over.
A student pilot continued a steep, high-descent-rate approach and did not initiate the go-around until the landing flare. The NTSB cited the delayed go-around and loss of control during the maneuver as the accident’s cause.
The lesson is not that go-arounds are dangerous. The lesson is that early go-arounds are safer go-arounds.
Recognize the unstable condition, make the decision promptly, and execute the maneuver while adequate airspeed, altitude, and runway remain.
Research and practical guidance on approach-and-landing accident reduction, stabilized approaches, runway excursions, and go-around decisions.
Anonymous reports from pilots, controllers, and other aviation professionals reveal the pressures and decision traps behind unstable approaches and delayed go-arounds.
The personal decision height you pledge to use is your personal minimum. It can be adjusted as you gain experience or encounter unique scenarios. The important thing is to be clear about your current personal decision height and maintain your commitment to go around when you’re not stable at or below that point.
In addition to making your personal commitment clear, we are building a community of pilots who agree that go-arounds are awesome. Add your name to the Pledge Wall and see the other pilots who have signed so far.
