From the first time students practice landings in bulk, a good instructor introduces the concept of the go-around. It’s a maneuver that’s tested during just about every checkride from sport pilot to ATP, and it’s also one that pilots have some of the most trouble with. Why? Because somewhere along the way, the creeping dregs of pilot culture have branded a go-around as a failure.
Instead, it’s far from it. It’s the sign of a pilot who understands that a lot of factors go into setting up a good, safe landing, and sometimes those factors can’t be controlled. Pilots also happen to be human, and err—but should be drilled from the beginning that the best antidote for that error is correction in the form of trying again, rather than trying to salvage a bad setup.
Jim Pitman, a longtime instructor and designated pilot examiner in the Phoenix metro area and a captain for a regional airline, knows we have the capacity to collectively change this. And his mission? Improving safety one go-around at a time. To this end, he’s launched the program “Go-Arounds Are Awesome,” as of September 1.
The premise seems simple on its face: to encourage pilots to commit to a stabilized approach and commit to a go-around instead of trying to save it. In pursuit of this commitment, there’s a pledge wall to sign, and educational materials to support the stabilized approach. One unique tool is setting a personalized go-around decision height. At Pitman’s airline, that’s baked into their ops, but he recognizes that it changes with a pilot’s aircraft, home base, and mission.
“The real new thing that I think is new for GA is this personal go-around decision height,” said Pitman in an interview with AvBrief. “You know, we do that at the airlines—it’s in policy. If we’re not completely stabilized by a thousand feet [on final], we have to go around. Decision’s already made. It’s just a matter of whether we’re going to be obedient or not. And, of course, implied in that is pilots understand what it means to be stabilized.”
The timing of the launch feels especially poignant with the accident involving the Amazon Prime Air Boeing 767 operated by 21 Air earlier this week.
Pitman is not only appealing to pilots and instructors, but also passengers and the aviation community at large to support the effort—and understand how they contribute to the culture. Several partners have joined into the effort, including AvBrief podcast host Max Trescott.
Visit the site for more information. If you so choose, you can craft a personalized pledge certificate to share.
I’m a fan of not letting the student try to land the airplane until they can fly an on speed, on glideslope approach. Until they get there, just teach the go around.
Glideslope approach is for instrument training. Landing on the numbers by practice so the rest of the runway is available to slow down is the commonly accepted method. Go arounds are not taught, or should not be taught to new pilots because they are dangerous. In a small aircraft within 100 feet of the runway, is the time to go around if too long or too far down the runway! Cleaning up any aircraft for a go around is a time consuming process by flying standards; flaps up, which usually requires waiting; full power, airspeed to best climb by adjusting elevator; all the while staying over the center of the runway. Lots to do in 3 to 10 seconds and why go arounds are always last choice!
By go around I mean abandon the approach if speed is wrong, you will land too long or too short or approach unstable. Do it before getting on the runway.
Do I need to tap the sign again?
https://www.youtube.com/watch?v=lr5d3sGxSXQ
I like the idea of a personal minimum for being stabilized. Below it, you go around if not on speed, on slope, and pretty close to on centerline. I’m going to give that a try.
I like the concept, but it all depends on the parameters of stabilized. Other than in a dead calm, or steady headwind, a light GA aircraft is always moving and adjusting to a greater degree than a heavy commercial plane, right to touchdown. Being able to manage those deviations, especially on final, are what students learn through practice. I’d like to see how he sets these up for a PA28 or C172.
I like the concept! If anything doesn’t feel quite right, its an excuse to stay in the air and enjoy flight. As pilots, aren’t we out to enjoy the flying??
In the vast majority of aircraft I fly, a go around is not an option. In a glider, you get one shot only! So You have to plan ahead – much more than you do in an airplane, IMO. We’ve all been at a GA airport on a challenging day and when the airplane hits the wind gradient on very short final you hear the power come in to check the descent rate. In a glider, you have to anticipate that – come in at a higher airspeed and/or a steeper approach. Flying gliders has made me a better airplane pilot. Yes, I’ve gone around when needed but the need is much less frequently now.