Pilots continue an approach only when they can still make a safe landing under the aircraft’s flight manual, operating procedures and the conditions actually present. If the approach is not stabilized at the applicable gate, the runway is unavailable or unsafe, or the crew is no longer confident that a safe landing is achievable, the correct choice is a go-around. A go-around is a normal safety maneuver, not a failed landing.
The decision is not based on one instrument indication. Pilots combine flight-path and airspeed control with runway hazards, weather, aircraft and crew condition, runway performance, and any instruction from air traffic control (ATC). The lower the altitude and the larger the deviation from the planned approach, the stronger the case for discontinuing the landing.
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The question pilots are really answering
“Should I land?” is shorthand for a more precise question: Can this aircraft, in this configuration, on this runway, in these conditions, complete a safe landing within the procedures that apply? A runway in sight does not by itself answer that question. Nor does a momentary return to the correct glidepath guarantee that the approach is safe to continue.
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The Federal Aviation Administration (FAA) describes a go-around as “a safe, routine maneuver performed at the discretion of a pilot or at the request of an air traffic controller.” A pilot may initiate one whenever judgment says the landing should not continue. In some situations, ATC will instruct the aircraft to go around, but the pilot remains responsible for flying the aircraft and following the applicable missed-approach, traffic-pattern or tower instructions.
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Stabilized-approach criteria are decision aids. They help a pilot identify when the aircraft is no longer in a condition from which a predictable landing is likely. They do not replace the aircraft flight manual (AFM), the operator’s standard operating procedures (SOPs), a published instrument procedure or pilot judgment.
What “stabilized” means
For a typical piston airplane, the FAA’s Airplane Flying Handbook describes a stabilized approach as one in which the airplane is on the intended glidepath, tracks the runway with only minor corrections and maintains an appropriate airspeed. A constant path of about three degrees is typical when terrain and obstacles permit, but the actual path can differ because of the runway, procedure or aircraft.
Typical piston-aircraft indicators
- Glidepath: The airplane is on the intended vertical path rather than materially high or low. The handbook notes that if an approach is too high or too low, establishing a stabilized approach may no longer be possible and a go-around should be flown.
- Runway alignment and tracking: The aircraft is aligned with the runway centerline or the required landing track. Corrections should be small and controlled, not a series of large bank, yaw or heading changes close to the ground.
- Airspeed: Speed is generally within +10 and −5 knots of the recommended landing speed specified in the AFM, 1.3 VSO, or approved placards or markings. The applicable aircraft documentation takes precedence over this general example.
- Configuration: Landing gear, flaps, power and other configuration items are set as required by the aircraft’s checklist and operating procedure.
- Power and descent: The airplane is descending in a controlled manner with enough energy and thrust margin to reach the intended touchdown zone without aggressive last-second corrections.
These are general-aviation examples, not a universal airline rule. Transport-category aircraft and individual operators may use different gates, tolerances and callouts. A pilot should use the limits published for the aircraft and operation being flown.
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Where the decision gates occur
The FAA handbook gives example gates for a typical piston airplane. They are reference points for deciding whether the approach is stable, not blanket requirements for every airplane or operation.
| Situation | Example gate or expectation | How to use it |
|---|---|---|
| Visual meteorological conditions (VMC) | Stabilized by about 500 feet above airport elevation | If the approach is still unstable at the gate, initiate a go-around rather than trying to salvage the landing. |
| Instrument meteorological conditions (IMC) | Stabilized by about 1,000 feet above airport elevation | The higher gate gives the pilot more time to correct or discontinue before reaching minimums and the runway environment. |
| Typical traffic-pattern approach below 300 feet AGL | Immediate go-around if the approach becomes unstabilized | At this height there is little time or altitude for a large correction; avoid forcing the airplane onto the runway. |
“Above airport elevation” and “AGL” are not interchangeable with a fixed height above the ground everywhere. Terrain, runway elevation, procedure design and the aircraft’s operating rules matter. The AFM, approved checklist and operator SOP may specify different altitudes or tolerances.
Factors beyond airspeed and glidepath
An approach can meet a speed and glidepath target yet still be unsafe to continue. FAA safety material and an FAA Aviation Rulemaking Committee recommendation identify a broader safe-landing assessment.
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Runway and surface
- Confirm that the assigned runway is available and suitable. A runway reported out of service or occupied by traffic is a reason to go around.
- Consider runway length, width, slope, surface condition, contamination, braking action and crosswind or tailwind limits applicable to the aircraft.
- Reassess if a vehicle, animal, aircraft, person or other obstruction appears, or if the runway condition report changes.
Weather and environment
- Wind direction, gusts, crosswind, tailwind, turbulence, rain, visibility and ceiling can change during the final segment.
- Low sun, darkness, blowing snow, haze or water on the windshield can make the visual picture unreliable even when instruments show an acceptable path.
- Terrain and obstacles may constrain the path or the climb available after a go-around. The published procedure and aircraft performance must be considered.
Aircraft state and performance
- Account for weight, fuel, flap or gear status, engine indications, braking capability, available thrust and any abnormal or emergency condition.
- A late configuration change, unstable engine response, warning light or uncertain landing-gear indication can remove the margin needed for a safe landing.
- Use the actual aircraft performance data and limitations rather than assuming that a normal landing distance applies to changed conditions.
Crew and human factors
- Fatigue, workload, distraction, unfamiliarity with the airport, communication problems or a pilot who is no longer confident in the approach are legitimate reasons to discontinue.
- In a two-pilot crew, either pilot should be able to call for a go-around. Clear callouts and a shared gate reduce pressure to continue after the approach has deteriorated.
- Time of day, lighting and the crew’s ability to identify the runway environment affect the judgment, even when the aircraft is technically controllable.
The FAA committee recommendation frames the objective as the safe landing, not rigid adherence to a single stabilized parameter. It says the larger the deviation and the lower the altitude at which it occurs, the more strongly a go-around should be considered, and that a go-around must be executed whenever safe-landing capability is in doubt. That document is a policy recommendation, not a universally binding regulation.
Continue landing or go around: a practical comparison
| Question | Continue | Go around |
|---|---|---|
| Approach stability | All applicable gates are met, with only minor corrections. | One or more required parameters is outside limits, especially late or by a large amount. |
| Runway status | Runway is confirmed available, clear and adequate for the aircraft. | Runway is occupied, out of service, contaminated beyond limits or otherwise unsuitable. |
| Aircraft and crew | Configuration, performance, systems and crew workload support a predictable landing. | A system indication, configuration problem, excessive workload or loss of confidence makes safe landing uncertain. |
| Energy and path | Altitude, speed and descent can be maintained without abrupt maneuvering. | The aircraft is high, low, fast, slow, drifting or requiring large corrections close to the ground. |
| Decision authority | No pilot or controller has identified a reason to discontinue. | The pilot elects to discontinue or ATC instructs a go-around. |
When the evidence is mixed, uncertainty itself is important. A pilot does not need to prove that a landing will fail before going around; the safer threshold is whether a safe landing remains reasonably assured under the applicable procedure.
How pilots make the decision in sequence
- Plan before descent. Review the runway, expected wind, approach type, missed-approach or traffic-pattern procedure, terrain, landing distance and the aircraft’s stabilized-approach gates. Decide in advance what conditions will trigger a go-around.
- Configure and brief the approach. Set the required navigation frequencies or flight guidance, review altitudes and headings, and brief abnormal or runway-change possibilities. In a crewed cockpit, agree that either pilot can call “go-around.”
- Monitor continuously. Compare actual altitude, speed, vertical path, lateral track, configuration and power with the AFM, SOP or checklist. Do not wait for a single dramatic failure; a trend that cannot be corrected within the gate is enough.
- Apply the applicable gate. At the published or operator-defined altitude, ask whether the approach is stabilized. For the FAA’s typical piston examples, that means about 500 feet above airport elevation in VMC and 1,000 feet in IMC. Use the aircraft’s own criteria when they differ.
- Reassess after the gate. A stable approach can become unsafe because of a gust, runway incursion, warning indication or loss of visual reference. The decision remains open until touchdown.
- Commit once the go-around starts. Do not alternate between landing and go-around. Follow the aircraft’s go-around procedure, maintain control, configure as directed by the AFM or checklist, and fly the published or ATC-assigned path.
What happens when ATC is involved
A controller may request or instruct a go-around because of traffic, runway occupancy, spacing, wind or another operational issue. FAA air-traffic guidance describes tower instructions that may put the aircraft back into the traffic pattern or provide other routing. The pilot should acknowledge and comply when able, while prioritizing aircraft control and using the applicable published procedure.
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After a go-around, terrain and obstruction responsibilities do not disappear. The pilot must know whether the situation calls for a published missed approach, a visual traffic-pattern maneuver, or specific tower instructions. If an instruction is unclear or unsafe, communicate that promptly and request clarification; do not descend or turn merely to satisfy an ambiguous clearance.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Common reasons pilots continue when they should not
“The runway is already in sight”
Visual contact does not correct excessive speed, a steep or shallow path, poor alignment, runway contamination or inadequate stopping distance. The safe-landing test still applies after the runway becomes visible.
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Trying to fix a high approach with aggressive maneuvering
Large pitch, bank, slip or power changes close to the ground can create a new hazard while attempting to remove the original one. If the airplane cannot be returned to the required path with normal corrections, go around.
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Letting sunk cost influence the decision
Time spent flying the approach, a long trip, waiting traffic or a desire not to inconvenience passengers is not a safety margin. A go-around preserves another opportunity; forcing the landing removes options.
Assuming a go-around is a failure
FAA guidance treats the maneuver as routine. A professional decision to discontinue an unstable or unsafe approach is evidence that the pilot is using the available safety margin, not wasting it.
What pilots should study and practice
- Read the AFM or pilot operating handbook for exact approach-speed, configuration, go-around and landing-performance requirements.
- Know the operator’s stabilized-approach policy and any different gates for visual, instrument, turbine or transport operations.
- Brief the go-around before every approach, including the first heading, altitude, terrain constraints, missed-approach routing and likely ATC instructions.
- Practice the maneuver at a safe altitude and in approved training conditions so that the response is familiar before it is needed.
- After an actual go-around, review the trigger, timing, aircraft state, ATC communication and any runway or weather factor. The purpose is to improve the next decision, not to assign blame.
The bottom line for the cockpit
Continue only when the approach remains stabilized and the aircraft, runway, environment and crew support a safe landing under the applicable procedures. Go around early when the approach is outside its gates, when deviations are growing or occurring at low altitude, when the runway is unavailable or unsafe, or whenever safe-landing capability is in doubt. The exact numbers come from the aircraft and operation; the governing principle is consistent: a safe landing is the objective, and a go-around is the normal way to protect it when that objective is no longer assured.
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