Editing Go-around (section)

==Safety==

Go-arounds occur with an average rate of 1–3 per 1000 approaches.<ref name="FSF_study">{{Cite web |last=Blajev |first=Tzvetomir |last2=Curtis |first2=William |date=March 2017 |title=Go-Around Decision-Making and Execution Project |url=https://flightsafety.org/wp-content/uploads/2017/03/Go-around-study_final.pdf |access-date=February 25, 2018 |website=[[Flight Safety Foundation]]}}</ref>{{Rp|page=36|language=en}} Go-around rates vary between different aircraft operators and operational environments.
A go-around is not an emergency, and may be necessary for a number of reasons.  Some of those include; unstable approach, unable to land in the touchdown zone, not in correct configuration, directed by ATC, obstacle on the runway (aircraft, vehicle, animal), or aircraft controllability issues.

Half of commercial jet crashes between 2012 through 2021 occurred during the approach, landing and go-around flight phases.<ref>{{Cite web |author= |date=August 2022 |title=Statistical Summary of Commercial Jet Airplane Accidents: Worldwide Operations 1959 - 2021 |url=https://www.boeing.com/resources/boeingdotcom/company/about_bca/pdf/statsum.pdf#page=14 |access-date= |website=[[Boeing]] |page=14 |edition=53rd}}</ref> In 2011, 68% (63) of accidents in commercial aviation occurred during these phases of flight.<ref>{{cite web |title=Statistic analysis of airplane accidents |url=http://www.1001crash.com/index-page-statistique-lg-2-numpage-3.html |website=1001 Crash |at=4. When do accidents occur?}}</ref>

The lack of go-around decision is the leading risk factor in approach and landing accidents, and it is also the primary cause of [[Runway excursion|runway excursions]] during landing. Yet, only an estimated 3–5% of unstabilised approaches lead to a go-around.<ref name="FSF_study" />{{Rp|page=7|quote=Unstable approaches occur on 3.5 to 4.0 percent of all approaches, and 95 to 97 percent of flight crews whose airplanes are in this state continue the approach to landing|language=en}} One in ten go-around reports record a potentially hazardous go-around outcome, including exceeded aircraft performance limits or fuel endurance.<ref name="FSF_study" />{{Rp|page=36|language=en}}

A study by [[Embry–Riddle Aeronautical University]] on a particular US air carrier conducted to determine predictors of an unstable approach based on conditions at {{convert|500|ft}} [[Height above ground level|AGL]], has shown that factors with the highest correlation were, in order:<ref>{{Cite web |last=Joslin |first=Robert |last2=Odisho |first2=Edwin |date=28 January 2020 |title=Rethinking unstable approach training |url=https://www.aerosociety.com/news/rethinking-unstable-approach-training/ |access-date= |website=[[Royal Aeronautical Society]]}}</ref>

# [[Thrust lever|Thrust levers]] at idle,
# [[Autothrottle]] deactivated,
# [[Air brake (aeronautics)|Speed brakes]] (air brakes) deployed,
# [[Instrument landing system glide path|Glideslope]] deviation,
# [[Instrument landing system localizer|Localizer]] deviation,
# [[Flap (aeronautics)|Flaps]] not extended,
# [[Rate of climb|Rate of descent]] deviation, and
# Approach speed (V<sub>ref</sub>) deviation.
# Incomplete landing checklist

A go-around is a relatively rare maneuver for most commercial pilots. On average, a short-haul pilot may make a go-around once or twice a year, and a long-haul pilot may make one every 2 to 3 years.

Going around carries risks which include:
* Ineffective initiation of go-around can lead to [[Loss of control (aeronautics)|Loss of Control]] (LOC).
* Failure to maintain control during go-around can lead to LOC, including abnormal contact with the runway, or to [[Controlled flight into terrain|Controlled Flight Into Terrain]] (CFIT).
* Failure to fly required track can lead to CFIT or [[Mid-air collision|Mid-Air Collision]] (MAC).
* Failure to maintain traffic [[Separation (aeronautics)|separation]] can lead to MAC.
* [[Wake turbulence]] generated may create a hazard to another aircraft that can lead to LOC.