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1Repair Windows errors before they cause bigger problems2Fix the driver behind crashes, sound loss and screen glitches3Clear out junk files and repair common Windows errorsA go-around means the crew stops the current landing approach and climbs away from the runway so the aircraft can prepare for another approach. You may feel the nose rise, hear the engines become more powerful and see the ground stop getting closer. The maneuver is planned, controlled and routinely used when landing conditions are not satisfactory.
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.” It does not, by itself, mean the aircraft nearly crashed, that a collision was imminent or that anyone must evacuate.
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What a go-around looks and feels like from a passenger seat
During a normal approach, the aircraft descends toward the runway with its landing configuration set. In a go-around, that landing sequence is discontinued. The airplane stops descending, increases power and climbs away instead of touching down.
Airservices Australia describes the standard maneuver as applying take-off power, retracting the landing gear and adjusting the flaps as the aircraft climbs into the traffic pattern for another approach. The exact sequence differs by aircraft type, airport procedure and the point at which the decision is made.
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Passengers may notice several changes:
- A change in pitch: The nose may feel as though it rises as the aircraft transitions from descent to climb.
- More engine noise: Increasing thrust can make the engines noticeably louder.
- A change in vertical motion: The descent may stop abruptly, followed by a climb. The sensation can be mild or pronounced, depending on when the maneuver starts.
- Changing outside view: The runway may move out of view as the aircraft climbs and turns away.
- A pause before another approach: The airplane normally remains in a safe altitude and configuration while the crew and controller arrange the next approach.
There is no single sensation that every passenger will experience. Aircraft performance, weather, runway layout and the timing of the decision all affect what you hear and feel. A go-around can therefore feel like a strong climb on one flight and a relatively subtle change on another.
Why an aircraft goes around
The central reason is that continuing the approach is no longer the safest option. The FAA says go-arounds commonly occur when the pilot or controller is not satisfied that the approach is stabilized and that a safe landing can be made. Maintaining safe separation from other aircraft is another common reason.
The approach is not stabilized
A stabilized approach requires the aircraft to be in the expected position, direction and configuration for landing. If the approach is too high, too fast, misaligned or otherwise outside the criteria the crew is using, the safest decision is to discontinue it rather than force the landing. The maneuver is a safety barrier, not evidence that the crew has lost control.
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Strong winds and other adverse weather can make a previously acceptable approach unsuitable. Conditions may change between the start of the descent and the runway threshold. A go-around gives the crew time and space to reassess conditions and make another approach when appropriate.
The runway is occupied or obstructed
Airservices Australia lists runway debris, another aircraft or a vehicle that has not cleared the runway, and an aircraft that has been slow to take off as possible triggers. A controller can ask an arriving aircraft to go around to preserve separation, even when the arriving aircraft itself is flying normally.
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The exact reason may not be announced
The maneuver alone cannot identify what happened on a particular flight. Passengers may hear a brief announcement, receive no detailed explanation or be told only that the aircraft will make another approach. Without information from the crew or air traffic service, it is not possible to determine whether weather, approach criteria, runway traffic or another factor prompted the decision.
Who decides to go around?
Either the pilot or air traffic control may initiate the maneuver. The pilot has responsibility for the aircraft and may go around whenever the approach no longer meets the crew’s safety criteria. Air traffic control may issue a go-around instruction to maintain separation or because the runway or approach path is not available.
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A controller’s request does not mean the pilot has done anything wrong. Conversely, a pilot can go around without waiting for a controller’s instruction. The shared objective is to discontinue an approach that should not continue and establish the aircraft safely for the next clearance.
| Situation | What prompts it | What passengers may notice |
|---|---|---|
| Pilot-initiated go-around | The crew determines that the approach or landing conditions are not satisfactory. | Power increases and the aircraft climbs, often before any detailed announcement. |
| Controller-requested go-around | Runway occupancy, traffic separation or another air-traffic consideration. | The same basic climb-away maneuver; the reason may not be explained immediately. |
| Emergency response | A separate event requiring emergency procedures or special assistance. | Cannot be inferred merely from a go-around; follow any explicit crew instructions. |
What passengers should do during the maneuver
- Keep your seat belt fastened while seated. The U.S. Department of Transportation advises passengers to keep belts fastened whenever they are seated because unexpected turbulence can injure an unbelted person. See its passenger-safety guidance at transportation.gov/airconsumer/fly-rights.
- Remain in your seat unless the crew tells you otherwise. A go-around is not an evacuation command and does not require passengers to leave the cabin.
- Follow cabin-crew instructions. Crew members may delay service, ask passengers to remain seated or provide an announcement once the aircraft is established for another approach.
- Keep aisles and exits clear. Do not stand to retrieve luggage or move around the cabin while the aircraft is climbing or turning.
- Wait for confirmed information. A sudden climb can be startling, but guessing at the reason or treating the maneuver as an emergency can create unnecessary confusion.
Passengers who are already standing when a go-around begins should return to a seat as soon as it is safe to do so and fasten the belt. If the seat-belt sign is illuminated, remain seated until it is switched off and the crew permits movement.
Is a go-around dangerous?
A go-around by itself is not an emergency. The FAA calls it safe and routine, and Airservices Australia says the standard maneuver is not itself an emergency or a threat to safety. Its purpose is to avoid an unsafe landing by creating a controlled opportunity to try again.
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That does not mean every flight continues exactly as planned. The crew may need to make another approach, hold while traffic is organized or take another operational action. Those decisions depend on the aircraft, weather, fuel, runway availability and instructions from air traffic control; the fact that a go-around occurred does not reveal which option will follow.
Do not interpret the climb as proof that the airplane was about to crash. A go-around is specifically designed to prevent an approach from continuing when the required conditions are not present.
Does a go-around mean the pilots made a mistake?
No. The FAA’s Airplane Flying Handbook, Chapter 9, states: “The assumption that an aborted landing is invariably the consequence of a poor approach, which in turn is due to insufficient experience or skill, is a fallacy.”
An approach can become unsuitable because of a gust, a changing runway situation, an aircraft that has not vacated the runway or a controller’s separation instruction. Choosing to go around demonstrates that the crew is applying its procedures and judgment rather than accepting an unfavorable landing.
What happens after the aircraft climbs away?
The airplane returns to an altitude and configuration from which another approach can be made. Airservices Australia describes the aircraft climbing into the traffic pattern. The crew communicates with air traffic control, completes the required cockpit actions and receives instructions for the next approach.
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From the cabin, this may look like a normal climb followed by a turn and a period of level flight. The next approach can use the same runway or a different runway, depending on weather, traffic and airport operations. Passengers may receive an explanation once the workload associated with the maneuver has reduced, but there is no universal announcement or timing that applies to every airline and aircraft.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.Go-around versus aborted takeoff
These terms describe different phases of flight:
| Procedure | When it occurs | Basic purpose |
|---|---|---|
| Go-around | During an approach to land, before the aircraft completes the landing. | Discontinue the approach, climb away and prepare for another approach. |
| Aborted takeoff | During the takeoff roll or takeoff phase, before the aircraft is safely committed to flight. | Stop or reject the takeoff when continuing is not appropriate. |
A go-around is therefore not a failed takeoff and should not be described as one. The aircraft has already been flying and is leaving an approach path to re-establish a safe sequence for landing.
How often should passengers expect one?
No go-around-specific frequency or probability is established here, so a passenger should not use a general flight-traffic statistic to estimate the chance on a particular trip. The FAA reports that the U.S. system handles more than 45,000 flights and 2.9 million airline passengers per day, based on its 2025 page update. Those figures describe overall air-traffic activity, not the number or rate of go-arounds.
Weather, runway configuration, traffic volume and the criteria used by the crew all vary from flight to flight. A busy airport may issue more go-around instructions simply because more aircraft are sharing runways, while a weather system can change the situation within minutes.
Common passenger questions
Will the plane land immediately after a go-around?
Not necessarily. The aircraft must first climb, complete the required configuration changes and receive or confirm its next clearance. It may then make another approach when conditions permit.
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Will the cabin crew explain what happened?
They may, but there is no universal announcement or required wording for every go-around. Crew members prioritize the aircraft’s immediate operation and passenger safety; a concise explanation may come after the aircraft is established for the next phase.
Should I call someone or prepare to evacuate?
No action beyond following the crew’s instructions is required because of a go-around alone. Remain seated and belted while seated, keep the aisle clear and wait for explicit instructions. Evacuation applies only when the crew or emergency authorities direct it.
Could the aircraft go around because of another plane?
Yes. The FAA identifies maintaining aircraft separation as a common reason, and Airservices Australia lists another aircraft or vehicle that has not cleared the runway as possible triggers.
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No. It proves only that continuing that approach was not selected. The cause could involve approach stability, weather, traffic separation or an obstruction, and passengers generally cannot identify which one from the cabin experience.
The practical takeaway
When a plane goes around, the crew is discontinuing one landing attempt and climbing to set up a safer opportunity for another. Extra engine power, a nose-up sensation and a climb are expected parts of the maneuver. Stay seated with your belt fastened, follow the cabin crew and wait for verified information. A go-around is a normal safety procedure—not, by itself, an emergency, an evacuation or proof of pilot error.
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