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Go-around

A go-around is a standard aviation maneuver in which an aircrew aborts a landing approach or touchdown and climbs away from the runway to attempt another approach, divert to an alternate airport, or follow air traffic control instructions.^[1] This procedure is considered a normal and safe alternative to continuing an unstable or unsafe landing, applicable to both general aviation and commercial operations.^[2] Go-arounds are typically initiated due to factors such as an unstable approach (e.g., excessive speed, improper alignment, or deviation from stabilized criteria), runway conflicts like incursions by vehicles or aircraft, adverse weather conditions, or air traffic control directives.^[1] In general aviation, common triggers include stalls during landing attempts (accounting for 42.5% of related accidents according to analysis of 2008 data) or loss of directional control (27.5%), often exacerbated by delayed decisions to go around.^[2] For commercial jets, pilots are trained to execute a go-around if the approach is not stabilized by 1,000 feet above airport elevation in instrument meteorological conditions or 500 feet in visual conditions, emphasizing crew resource management to avoid distractions or hesitation.^[3] Safety data underscores the importance of go-arounds, with studies showing that over 90% of unstable approaches proceed to landing despite risks, contributing to approach and landing accidents.^[1] Regular practice, adherence to standard operating procedures, and a mindset of "if it isn’t right, go around" are critical to minimizing hazards like controlled flight into terrain or runway excursions.^[2] While rare in some operations due to pilot reluctance, go-arounds remain a fundamental skill that enhances overall flight safety.^[4]

Fundamentals

Definition

A go-around is a standard aviation maneuver in which an aircraft aborts its landing attempt during the final approach phase and transitions to a climb, allowing it to rejoin the traffic pattern, holding pattern, or prepare for another approach. This procedure occurs after the initial approach and before touchdown, when conditions prevent a safe landing, such as instability in speed, alignment, or configuration. The landing process typically involves a stabilized descent through phases like the initial approach, final approach, and flare for touchdown; a go-around interrupts this sequence to prioritize safety by avoiding potential runway incursions or unstable contacts.^[1]^[5] Key elements of a go-around include a rapid power application to initiate the climb from descent, often executed at low altitudes such as 50 to 200 feet above ground level during visual approaches or at decision altitude in instrument conditions. This maneuver demands precise control to manage the aircraft's energy state, reconfigure flaps and gear as needed, and follow air traffic control instructions for repositioning. It emphasizes pilot decision-making to ensure the approach remains stabilized, as unstabilized approaches below 1,000 feet above airport elevation in instrument meteorological conditions often necessitate a go-around.^[4] The go-around applies primarily to fixed-wing aircraft across commercial, general, and military aviation sectors, serving as a fundamental safety tool in both visual and instrument flight rules environments. In commercial operations, it is integrated into standard operating procedures to mitigate risks during high-density traffic at busy airports.^[6]^[3]

Etymology and History

The term "go-around" in aviation derives from early English-language pilot slang, referring to the practice of aborting a landing attempt and circling back around the airport's traffic pattern to reposition for another approach. This terminology emerged in the 1920s and 1930s as standardized traffic patterns were developed to manage increasing aircraft activity at airports, allowing pilots to "go around" the rectangular flight path rather than land unsafely. The phrase may also draw loose influence from nautical maneuvers like "going about" during tacking, where a vessel changes direction abruptly, though aviation usage is distinctly tied to aerial circuit flying.^[7]^[8] Following World War II, the rapid expansion of commercial air travel necessitated formalized protocols, integrating go-arounds into routine operations to handle unstable approaches amid growing traffic volumes. A pivotal milestone came in the 1970s, when the 1972 crash of Delta Air Lines Flight 9570—a training flight that encountered wake turbulence during a low-altitude approach—prompted revisions to U.S. Federal Aviation Administration (FAA) safety protocols, including stricter minimum altitudes and go-around mandates to mitigate similar risks.^[8]^[9] Terminology varies by regulatory body: "go-around" predominates in FAA documentation for general aborted approaches, while ICAO and European Union Aviation Safety Agency (EASA) contexts favor "baulked landing" for high-risk rejections initiated at or after touchdown, reflecting a emphasis on low-energy recovery challenges. This distinction underscores regional adaptations in phraseology while aligning on the core safety objective.^[1]^[10]

Reasons for Execution

Operational Triggers

Air traffic control (ATC) instructions often prompt go-arounds in situations involving runway conflicts or traffic sequencing issues to maintain safe separation. For instance, if a preceding aircraft has not yet cleared the runway or if an unexpected obstacle, such as emergency vehicles responding to an incident, occupies the active runway, controllers may direct the approaching aircraft to execute a go-around.^[11]^[12] This ensures compliance with separation standards outlined in FAA Order JO 7110.65, where controllers issue go-around directives to prevent incursions during visual or instrument approaches.^[13] Logistical issues on final approach, such as aircraft misalignment, can also trigger a go-around when the deviation exceeds stabilized approach parameters, for example, significant lateral deviation from the centerline or glideslope deviations. These non-critical deviations, often detected via flight path monitoring, lead pilots to abort if they compromise precise alignment without posing immediate safety risks.^[14]^[15] Similarly, minor wind shear alerts that do not meet severe threshold criteria may prompt a precautionary go-around to realign for a subsequent attempt. The concept of an unstable approach, which encompasses such deviations, underscores the need for early intervention in routine operations.^[15] Environmental non-hazards, including tower visibility limitations or light rain that does not affect aircraft stability, can necessitate go-arounds to preserve operational efficiency. When tower controllers experience reduced visibility—such as during marginal weather conditions—they may instruct a go-around to ensure visual confirmation of runway clearance, adhering to low-visibility procedures that prioritize sequencing without invoking full safety alerts.^[16] Light precipitation, if insufficient to trigger stability concerns, might still lead to an abort if it temporarily impairs precise positioning or controller oversight.^[17] In commercial aviation, operational triggers like these are a common reason for go-arounds, based on analyses of flight data from major U.S. airlines spanning 2019-2020, with ATC-related factors comprising a large subset.^[14]^[17] This frequency highlights their role in routine air traffic management, distinct from hazard-driven events.

Safety and Environmental Factors

Unstable approaches represent a primary safety trigger for go-arounds, where deviations from established stabilization criteria during the final descent phase necessitate aborting the landing to avert potential accidents. Standard criteria, as outlined by the International Air Transport Association (IATA), include maintaining the target approach speed (V_APP or V_REF) within a +5 knots to -0 knots tolerance, a sink rate not exceeding 600–700 feet per minute for a typical 3° glide path, and alignment with a stable descent angle of approximately 3°; failure to meet these by the stabilization height—1,000 feet above airfield elevation in instrument meteorological conditions (IMC) or 500 feet in visual meteorological conditions (VMC)—requires an immediate go-around.^[15] The Flight Safety Foundation (FSF) emphasizes that aviation policies mandate go-arounds for all unstable approaches, yet global compliance remains low, with only about 3% resulting in a go-around, highlighting a critical gap in risk mitigation.^[18] Weather-related factors, particularly severe atmospheric disturbances, often prompt go-arounds to protect against sudden hazards during low-altitude flight. Onboard systems, such as predictive wind shear detection, alert crews to conditions like wind shear or microbursts—intense downdrafts from thunderstorms that can produce rapid changes in wind speed and direction exceeding 30 knots, potentially leading to loss of control.^[19] For instance, thunderstorm activity near the runway threshold can generate microbursts, forcing pilots to execute a go-around to avoid the hazardous outflow winds that have historically contributed to approach and landing incidents.^[20] Turbulence, another key environmental trigger, is increasingly detected via weather radar or pilot reports, with go-arounds recommended when severe encounters threaten aircraft stability below 1,000 feet.^[21] Aircraft malfunctions or runway incursions detected on short final also drive safety-initiated go-arounds, prioritizing hazard avoidance over completion of the landing. Bird strikes, which occur when wildlife collides with critical areas like engines or windshields, can cause immediate performance degradation, such as engine power loss or visibility obstruction, necessitating a go-around for assessment and safe reconfiguration.^[22] Similarly, foreign object debris (FOD) on the runway—ranging from loose parts to environmental hazards—poses risks of tire bursts or structural damage upon touchdown, with air traffic control often issuing go-around instructions upon detection.^[23] Mechanical warnings, such as indications of landing gear malfunction during approach, further compel go-arounds to allow time for troubleshooting without compromising runway safety.^[24] Statistical analyses underscore the prevalence of these safety and environmental factors in go-around decisions, accounting for a significant portion of executions and revealing trends tied to external risks. Data from the FSF indicates that unstable approaches alone occur in 3.5–4% of all approaches, with safety-driven go-arounds forming the majority of cases when policies are followed.^[25] Turbulence has emerged as a leading cause of serious injuries in recent years. Post-2020 data further shows an uptick in weather-induced go-arounds due to climate change, with ICAO noting increased frequency and intensity of turbulence, thunderstorms, and strong winds, exacerbating environmental hazards for low-level flight phases; as of 2024, turbulence accounted for around 75% of serious injuries in reported accidents.^[26]^[27]

Execution Procedure

Standard Steps

The standard go-around procedure provides a structured sequence to safely discontinue a landing approach and establish a positive climb, prioritizing aircraft control and obstacle clearance. This universal process is outlined in aviation regulatory handbooks and is executed promptly upon decision, typically by the pilot flying (PF), to minimize risks associated with low-altitude maneuvers.^[28] Initiation begins with the PF issuing a clear verbal callout of "Go-around" to alert the crew and, if applicable, air traffic control (ATC) using standard phraseology such as "[callsign] going around." Immediately following, the PF advances the thrust levers to the takeoff/go-around (TOGA) detent, engaging autothrottle if available or manually setting takeoff power; for jet aircraft, this typically corresponds to 100% N1 fan speed to achieve maximum available thrust.^[28]^[29]^[30] Once power is applied, the PF rotates the aircraft to establish a positive rate of climb, targeting an initial climb rate of at least +500 feet per minute (fpm) while maintaining V2 (takeoff safety speed) or the published missed approach speed. Configuration changes follow sequentially: with a positive climb confirmed, the flaps are retracted one stage (e.g., from full landing to approach setting, such as 15 degrees on many jets), and the landing gear is raised after reaching 200-400 feet above ground level (AGL) to optimize aerodynamics without compromising safety margins.^[31]^[28]^[29] During the climb, the aircraft follows the published missed approach path from the approach chart, such as climbing straight ahead on a heading of 180° to 3,000 feet, while the non-flying pilot (PNF) confirms the altimeter setting and verifies navigation aids or flight management system (FMS) inputs for compliance. Crew coordination is critical, with the PNF monitoring engine parameters, verifying configuration actions, and cross-checking the PF's inputs using standard operating procedures (SOPs) that emphasize clear callouts like "positive climb" and "gear up."^[28]^[1] In modern glass cockpits equipped with electronic flight instrument systems (EFIS) under post-2010 certification standards, selecting TOGA automatically engages flight director cues, providing pitch and lateral guidance (e.g., speed reference to V2 and heading bugs aligned to the missed approach track) to assist the PF in maintaining the procedure without manual computation.^[32]^[29]

Variations by Aircraft Type

In commercial jet aircraft such as the Boeing 737, the go-around procedure adapts the standard steps to account for high-performance engines and complex flap systems, with pilots selecting Takeoff/Go-Around (TOGA) thrust, which becomes asymmetric in the event of an engine failure to maintain directional control and achieve the required climb performance.^[33] Flaps are typically retracted to 15 degrees immediately after establishing a positive rate of climb to optimize drag reduction while ensuring stable flight, as outlined in the aircraft's Quick Reference Handbook (QRH).^[34] The procedure mandates a minimum all-engines climb gradient of 2.4 percent to clear obstacles, verified through performance data in the QRH for safe departure from the missed approach point.^[35] For general aviation aircraft like the Cessna 172, the go-around emphasizes simplicity and immediate power application without a formal QRH, relying instead on the Pilot's Operating Handbook (POH) for guidance; pilots apply full throttle while ensuring carburetor heat is off to maximize engine power output and prevent any induction system restrictions during the climb.^[36] The nose is pitched to maintain the best rate of climb speed (Vy, typically 74 knots for a standard 172S), and flaps are retracted gradually in stages—first to 20 degrees immediately after power application, then fully retracted once a safe climb is confirmed—to avoid inducing a stall from abrupt drag changes.^[37] Military aircraft, particularly fighter jets, feature abbreviated go-around procedures tailored to tactical environments, often initiated by a wave-off signal from the landing signal officer on aircraft carriers, prompting an immediate full-throttle climb and go-around without full configuration changes to prioritize rapid recovery and repositioning.^[38] In helicopters, the procedure diverges significantly due to rotor-based lift, involving an increase in collective pitch for power while applying forward cyclic input to establish a positive climb attitude and accelerate to a safe speed, with no landing gear retraction required in most designs lacking fixed gear.^[39]^[40] Regulatory variations between the Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA) influence flap retraction schedules during go-arounds, with EASA emphasizing enhanced longitudinal controllability and stall margins in transition from approach configurations, potentially requiring different flap settings or acceleration altitudes compared to FAA standards that focus on obstacle clearance gradients of at least 2.5 percent.^[41]^[42] Training for these variations occurs in type-specific simulators to ingrain muscle memory, with commercial jet sessions replicating QRH flows in full-motion devices, general aviation using basic flight training devices for POH adherence, and military/helicopter programs emphasizing quick-response wave-offs or collective inputs in tactical simulators.^[43]^[44]

Safety and Risk Management

Benefits and Effectiveness

Go-arounds play a critical role in preventing aviation accidents, particularly by averting runway excursions and reducing risks of controlled flight into terrain (CFIT). Analysis of flight data from major U.S. airlines indicates that go-arounds are executed effectively in high-risk scenarios, with procedural adherence leading to successful outcomes in the majority of cases, thereby mitigating potential incidents during unstable approaches.^[14] In CFIT prevention specifically, go-arounds serve as a key procedural safeguard, contributing to the global decline in such events through enhanced training and awareness, where pilots climb away from hazardous terrain proximity.^[45] Regulatory frameworks strongly endorse go-arounds as an essential safety measure, with ICAO Annex 6 mandating their inclusion in flight crew training programs to ensure proficiency in missed approach procedures.^[46] This requirement has supported broader safety improvements, evidenced by a 65% decline in fatal accident rates for commercial jet operations over the past two decades, including those during approach and landing phases, which account for a significant portion of incidents.^[47] Post-2000 awareness campaigns and standardized training have further amplified this effectiveness, correlating with more than halved rates of fatal accidents in civil aviation when excluding non-operational factors like terrorism.^[48] Beyond technical outcomes, go-arounds provide psychological benefits by reinforcing core aviation priorities such as "aviate, navigate, communicate" and integrating with crew resource management (CRM) principles.^[49] These maneuvers encourage assertive decision-making among crews, countering hesitation biases and fostering a culture where safety overrides schedule pressures, ultimately enhancing team coordination and mental resilience during high-stress operations.^[17] Recent analyses, including simulations of low-visibility conditions, underscore underreported advantages, with go-arounds achieving near-universal success rates when executed per protocol, thereby addressing gaps in operational visibility challenges.^[14]

Potential Hazards and Mitigation

One of the primary hazards during a go-around is controlled flight into terrain (CFIT), which can occur if the aircraft fails to achieve sufficient climb performance, particularly in low-altitude or instrument meteorological conditions (IMC).^[4] This risk is exacerbated by factors such as unstable approaches or delayed initiation, where pilots may not attain the required positive rate of climb promptly.^[2] Another concern is engine failure during takeoff/go-around (TOGA) power application, which demands immediate reconfiguration and can lead to loss of control if not managed swiftly.^[50] Spatial disorientation in IMC further compounds these issues, as pilots may misjudge attitude or altitude without visual references, increasing the likelihood of deviations from the intended climb path.^[51] Additionally, improper pitch management poses a tail strike risk, especially on aircraft with high angles of attack during flap retraction or power transitions.^[52] Real-world incidents underscore these hazards. In the case of Asiana Airlines Flight 214 in 2013, a delayed go-around decision during an unstabilized approach contributed to the aircraft striking a seawall short of the runway at San Francisco International Airport, resulting in three fatalities; the National Transportation Safety Board (NTSB) report highlighted crew errors in the approach and go-around phases as key factors.^[53] Similarly, during Storm Eunice in February 2022 at London Heathrow Airport, multiple aircraft executed go-arounds amid gusts exceeding 70 knots, with one British Airways flight experiencing a minor altitude excursion due to wind shear, illustrating the challenges of maintaining climb stability in adverse weather.^[54] From 2020 to 2025, CFIT incidents during go-arounds and related approach phases accounted for a notable portion of aviation safety reporting system (ASRS) events, with 354 CFIT reports analyzed from 2021 to 2023 alone, often linked to human factors like approach instability.^[55] To mitigate these risks, comprehensive simulator training is mandated, such as under FAA Part 121 regulations, which require pilots to perform go-around maneuvers, including wind shear scenarios, in approved flight simulators as part of initial, transition, and recurrent training programs. Operators incorporate multiple simulator sessions focused on go-arounds to build proficiency in high-workload scenarios.^[56] Technological aids like Ground Proximity Warning Systems (GPWS) and Terrain Awareness and Warning Systems (TAWS) provide critical alerts, such as "pull-up" warnings, to prevent CFIT by detecting insufficient terrain clearance during the climb.^[57] Post-go-around debriefs are also standard, allowing crews to review performance and address issues like spatial disorientation through standardized procedures.^[18] Human factors, particularly pilot hesitation in initiating a go-around due to workload or expectation bias, contribute significantly to these hazards and are addressed through targeted training on decision-making.^[58] Emerging technologies, including AI-assisted predictors integrated into autopilots, are under evaluation. As of November 2025, the European Union Aviation Safety Agency (EASA) has issued a Notice of Proposed Amendment (NPA 2025-07) providing guidance for AI assurance in aviation domains, with ongoing processes for certification and trials focusing on real-time go-around recommendations to counter hesitation and enhance climb performance monitoring.^[59]^[60]

Baulked Landing

A baulked landing is the ICAO and EASA standard term for a maneuver equivalent to a go-around, defined as a landing approach that is unexpectedly discontinued at any point below the obstacle clearance altitude or height (OCA/H), followed by a climb away from the runway or landing surface.^[61] This definition appears in ICAO Doc 8168 (PANS-OPS, Volume I), which outlines flight procedures for international operations, and is mirrored in EASA certification specifications as a discontinued landing maneuver initiated prior to completing the landing. Unlike a standard go-around, which may occur at higher altitudes during the approach phase, a baulked landing specifically emphasizes the pre-touchdown abort from very low height, often just above the runway threshold, to ensure sufficient climb performance is available immediately.^[10] This distinction highlights its high-risk nature due to limited reaction time and energy margins. The procedure also extends to specialized variants, such as seaplane operations, where it involves aborting contact with the water surface and initiating a climb, as detailed in performance supplements for amphibious aircraft.^[62] The term "baulked landing" is the standard term in ICAO and EASA regulatory frameworks, aligning with international standards for operational documentation and training.^[63] In these regions, execution rates are comparable to go-arounds elsewhere, with European data from 20 major airports showing an average of 3.1 baulked landings per 1,000 approaches in analyses from 2019 to 2023.^[64]

Comparisons to Other Aborts

A go-around, also known as a balked landing, differs fundamentally from a rejected takeoff (RTO), which occurs during the ground roll phase of departure when the aircraft has not yet become airborne. In an RTO, the procedure is initiated at or after V1 (the decision speed), relying on maximum braking, thrust reversers, and spoilers to decelerate on the runway, often at high speeds exceeding 150 knots, to prevent overrun risks. By contrast, a go-around is executed in the air during the final approach segment, typically at low altitudes below 1,000 feet above ground level, involving a power increase and climb to re-enter the traffic pattern, with energy levels managed to avoid terrain or obstacle conflicts. This distinction underscores the go-around's focus on airborne recovery rather than ground deceleration, as outlined in FAA Advisory Circular 120-71B. Aborted approaches outside the final landing phase, such as during circling maneuvers or visual approaches, share some procedural elements with go-arounds but occur at higher altitudes and in more varied configurations. For instance, a missed approach in a circling procedure—often at 1,000 to 2,000 feet above airport elevation—requires a climb to a safe altitude while maintaining visual contact with the runway environment, differing from the standard go-around's low-energy, straight-in descent path. These non-final aborts prioritize obstacle clearance in non-linear flight paths, whereas go-arounds emphasize rapid reconfiguration from landing to climb mode close to the ground. In broader contexts beyond commercial aviation, go-arounds find parallels in spacecraft abort maneuvers, such as NASA's Return to Launch Site (RTLS) procedure for the Space Shuttle, where a booster failure shortly after liftoff prompted a powered turnaround and landing attempt, contrasting the aviation go-around's unpowered descent recovery by involving high-thrust orbital insertion adjustments. Maritime equivalents, like a "go-around" in ship maneuvering during docking, involve reversing thrust to abort a berthing approach due to wind or current shifts, but lack the aerial altitude constraints of aviation, focusing instead on hydrodynamic forces. These analogies highlight procedural adaptations to domain-specific physics, with aviation go-arounds uniquely balancing low-altitude energy dissipation. Key distinctions between go-arounds and other aborts are evident in their frequency and risk profiles: go-arounds occur approximately once per 1,000 landings in commercial operations, driven by factors like unstable approaches, while RTOs are far rarer at about one per 2,000 departures, primarily due to engine failures or configuration issues during takeoff.^[65] This disparity reflects the go-around's role as a routine safety tool versus the RTO's high-stakes, time-critical nature.

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[PDF] IATA Controlled Flight Into Terrain Accident Analysis Report
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[PDF] Annex 6 - Foundation for Aviation Competence (FFAC)
Annex 6 is related to the operation of aircraft, specifically Part I for international commercial air transport, and is an international standard.
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[PDF] Statistical Summary of Commercial Jet Airplane Accidents - Boeing
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Safer air travel through crew resource management
Feb 1, 2014 · Crew resource management has prevented accidents and saved lives in the aviation industry, and may save lives in hospital operating and emergency rooms.
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Missed Approach/Go-Around Gotchas - American Air Flight Training
Common errors include not deciding to go-around when best, not deciding soon enough, and improper procedures, sometimes due to lack of skill or knowledge.Missing: cues | Show results with:cues
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Low Level Go-around - ATC Risk Management - SKYbrary
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Prevent A Crash: Your Guide To Flying Go-Arounds | Boldmethod
Feb 10, 2015 · A normal gust spread of 5 knots isn't anything to worry about, but when the gusts are roughly 10 knots and above, you must consider at what ...
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Jul 6, 2013 · landing, and delayed go-around phases of Asiana flight 214, and these errors involved all three members of the cockpit crew over an extended ...
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Tens of thousands watch live as planes battle to land at ...
Feb 18, 2022 · Hundreds of thousands of people are watching live as planes battle to land at Heathrow Airport as Storm Eunice whips up wild winds of up to 122 mph.
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The Analysis of Controlled Flight Into Terrain Incidents From Flight ...
Feb 28, 2025 · First, this study collected 354 CFIT incident reports in the Aviation Safety Reporting System (ASRS) for the period November 2021 to August 2023 ...
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[PDF] Advisory Circular AC 120-50A - Federal Aviation Administration
in part 121 operations, must receive flight simulator training on windshear techniques and procedures7. (2) Training must ensure that pilots know how to.
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Terrain Avoidance and Warning System (TAWS) - SKYbrary
TAWS is a safety net in which a (Hard) Warning indicates that the aircraft is in a dangerous situation and immediate action is required and an Alert (or soft ...
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EASA Expects Certification of First Artificial Intelligence for Aircraft ...
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[PDF] Aircraft Operations
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[PDF] Collision with terrain involving Cessna 208 Caravan, VH-WTY - ATSB
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[PDF] Go-around Occurrences at Large European Airports
Dec 14, 2023 · On average, the 20 large European airports analysed in this study show a GoA rate of 3.1 per 1,000 landings. Figure 4 contains the observed GoA ...
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https://www.icao.int/publications/Documents/7300_cons.pdf