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In aviation terminology, a 'go-around' is defined as the successful completion of a landing after a brief touch-and-go maneuver.
Answer: False
Explanation: A 'go-around' is defined as an aborted landing maneuver, which can occur during final approach or after touchdown, not the successful completion of a landing following a touch-and-go.
The term 'go-around' originated because pilots would fly around the airport indefinitely until conditions were perfect.
Answer: False
Explanation: The term 'go-around' originates from the practice of flying another circuit within the standard traffic pattern, not from indefinite circling until perfect conditions arise.
A go-around is classified as an emergency maneuver by aviation authorities.
Answer: False
Explanation: A go-around is considered a standard safety procedure, not an emergency maneuver, utilized when landing conditions are not optimal or safe.
A go-around is a standard procedure, not an emergency, used to ensure safety during landing.
Answer: True
Explanation: A go-around is a standard safety procedure, not an emergency maneuver, employed to ensure a safe outcome when landing conditions are compromised.
The term 'go-around' implies flying a full traffic circuit again.
Answer: True
Explanation: Historically, the term 'go-around' referred to flying another circuit in the standard traffic pattern. While modern procedures may vary, the concept of re-sequencing for another approach remains central.
What is the fundamental definition of a 'go-around' in aviation?
Answer: An aborted landing maneuver initiated during final approach or after touchdown.
Explanation: A go-around is fundamentally defined as the aborted landing of an aircraft, which can occur either during the final approach phase or subsequent to touchdown on the runway.
What is the historical origin of the term 'go-around'?
Answer: It stems from the practice of flying another circuit in the standard traffic pattern.
Explanation: The term 'go-around' originates from the traditional aviation practice of flying another circuit within the standard traffic pattern if a landing is not to be made.
Only the pilot flying the aircraft can decide to initiate a go-around.
Answer: False
Explanation: The assertion that only the pilot flying the aircraft can initiate a go-around is incorrect; air traffic control may also request or direct this maneuver, particularly in controlled airspace.
An unstabilized approach is one of the primary reasons an aircraft might perform a go-around.
Answer: True
Explanation: An unstabilized approach, where the aircraft is not configured correctly or is deviating from the intended flight path and parameters, is indeed a common and primary reason for pilots to initiate a go-around to ensure safety.
An air traffic control-requested go-around is typically based on the pilot's assessment of the aircraft's approach stability.
Answer: False
Explanation: An air traffic control-requested go-around is typically based on airport operational requirements or traffic management, not solely on the pilot's assessment of approach stability.
Airline operations manuals provide guidance that may mandate or recommend a go-around if specific landing conditions are not met.
Answer: True
Explanation: Airline and manufacturer operations manuals often specify criteria for safe landings and may mandate or recommend a go-around if these conditions are not satisfied.
In uncontrolled airspace, pilots performing a go-around must still follow instructions from air traffic control.
Answer: False
Explanation: In uncontrolled airspace, pilots are not subject to air traffic control instructions as ATC services are not provided. Communication and adherence to ATC instructions are relevant in controlled airspace.
If a go-around is initiated due to adverse weather, diverting to an alternate airport is not a viable option.
Answer: False
Explanation: If a go-around is necessitated by adverse weather, diverting to an alternate airport is a standard and viable option, alongside circling to wait for conditions to improve.
A pilot might initiate a go-around if they encounter a mechanical issue with the aircraft.
Answer: True
Explanation: Encountering a mechanical issue during the approach or landing phase is a valid reason for a pilot to initiate a go-around to address the problem safely.
In controlled airspace, a pilot performing a go-around does not need to inform air traffic control.
Answer: False
Explanation: In controlled airspace, pilots are required to inform air traffic control when initiating a go-around, and they must follow ATC instructions regarding the subsequent flight path.
Which of the following entities can initiate a go-around maneuver?
Answer: The pilot flying the aircraft or air traffic control.
Explanation: A go-around can be initiated by the pilot in command of the aircraft or requested by air traffic control, particularly in controlled airspace for operational reasons.
According to the provided text, which is a common reason for performing a go-around?
Answer: An obstruction is detected on the runway.
Explanation: Common reasons for initiating a go-around include encountering an obstruction on the runway, an unstabilized approach, mechanical issues, or unsafe flight conditions.
What is the primary reason an ATC-requested go-around is typically issued?
Answer: Airport operational issues, like runway incursions or traffic management.
Explanation: An ATC-requested go-around is typically issued due to airport operational concerns, such as runway incursions, traffic management requirements, or other safety-related issues identified by air traffic control.
What role do operations manuals play in go-around decision-making?
Answer: They provide specific conditions that may mandate or recommend a go-around.
Explanation: Operations manuals provide crucial guidance, outlining specific conditions under which a go-around is mandated or recommended, thereby informing pilot decision-making during approach and landing.
What action should a pilot typically take after initiating a go-around in controlled airspace?
Answer: Follow instructions from the control tower.
Explanation: In controlled airspace, after initiating a go-around, pilots must follow instructions provided by the control tower regarding their subsequent flight path and actions.
If a go-around is initiated due to adverse weather, what might a pilot choose to do?
Answer: Circle the airport waiting for improvement or divert to an alternate.
Explanation: When a go-around is initiated due to adverse weather, pilots may elect to circle the airport to await improved conditions or divert to a suitable alternate airport.
Which of the following is NOT considered a common reason for a go-around, according to the source?
Answer: The pilot feeling slightly bored.
Explanation: Common reasons for a go-around include operational factors like unstabilized approaches, obstructions, or weather changes, not subjective feelings such as boredom.
Modern airliners always follow traditional traffic patterns when performing a go-around.
Answer: False
Explanation: While the term 'go-around' persists, modern airliners often utilize airport-specific procedures rather than strictly adhering to traditional traffic patterns for go-arounds.
During a go-around, pilots reduce engine thrust to idle to conserve fuel.
Answer: False
Explanation: During a go-around, pilots increase engine thrust to TOGA (Takeoff and Go Around) power to ensure a safe climb, rather than reducing it to idle for fuel conservation.
The landing gear is typically retracted immediately after initiating a go-around, regardless of climb performance.
Answer: False
Explanation: The landing gear is typically retracted only after a positive rate of climb has been established during a go-around, to optimize climb performance and reduce drag.
Flaps are usually extended to their maximum setting during a go-around to increase lift.
Answer: False
Explanation: During a go-around, flaps are typically retracted incrementally as airspeed and altitude increase, not extended to maximum settings, to optimize climb performance by reducing drag.
TOGA thrust refers to a reduced power setting used for fuel efficiency during a go-around.
Answer: False
Explanation: TOGA (Takeoff and Go Around) thrust refers to the maximum available engine power setting required for a go-around, not a reduced setting for fuel efficiency.
Autothrottle systems in modern aircraft can automatically set the correct go-around thrust when the maneuver is initiated.
Answer: True
Explanation: Modern autothrottle or autothrust systems are capable of automatically setting the appropriate go-around thrust when the maneuver is initiated, thereby assisting the pilot.
Adopting an appropriate climb attitude and airspeed is secondary to applying thrust during a go-around.
Answer: False
Explanation: Applying thrust, adopting a climb attitude, and establishing appropriate airspeed are all critical and concurrent actions during a go-around; none are considered secondary.
Retracting flaps during a go-around is primarily done to increase drag and slow the aircraft down.
Answer: False
Explanation: Retracting flaps during a go-around is primarily done to reduce drag and optimize the aircraft's configuration for climbing, thereby increasing climb performance, not to increase drag.
Modern autothrust systems simplify go-arounds by automatically managing engine power.
Answer: True
Explanation: Modern autothrust systems can automate engine power management during a go-around, simplifying the pilot's workload and ensuring appropriate thrust application.
A go-around is initiated by applying TOGA thrust, adopting a climb attitude, and retracting flaps.
Answer: True
Explanation: The initiation of a go-around typically involves applying TOGA thrust, establishing a climb attitude, and beginning the process of flap retraction.
Landing gear retraction during a go-around should occur only after a positive climb rate is established.
Answer: True
Explanation: Retracting the landing gear during a go-around is typically performed only after a positive rate of climb is confirmed, ensuring that the aircraft has sufficient performance to gain altitude safely.
How do go-around procedures typically differ for modern airliners compared to the term's origin?
Answer: Modern airliners often use airport-specific procedures instead of traditional patterns.
Explanation: While the term 'go-around' remains, modern airliners frequently employ airport-specific procedures for this maneuver, diverging from the historical practice of strictly following traditional traffic patterns.
What is the immediate pilot action upon deciding to execute a go-around?
Answer: Apply full thrust or TOGA thrust.
Explanation: The immediate pilot action upon deciding to execute a go-around is to apply full engine thrust, typically TOGA (Takeoff and Go Around) power, to initiate a climb.
When is the landing gear typically retracted during a go-around?
Answer: After the aircraft has achieved a positive rate of climb.
Explanation: The landing gear is typically retracted during a go-around only after a positive rate of climb has been established, to optimize aerodynamic performance for ascent.
How are flaps typically adjusted during a go-around maneuver?
Answer: They are retracted incrementally as airspeed and altitude increase.
Explanation: Flaps are typically retracted incrementally during a go-around as the aircraft gains airspeed and altitude, optimizing the aerodynamic configuration for climbing by reducing drag.
What does 'TOGA' thrust signify in the context of a go-around?
Answer: The maximum thrust available for takeoff and go-around maneuvers.
Explanation: TOGA stands for Takeoff and Go Around. TOGA thrust refers to the maximum engine power setting available, utilized for both takeoff and go-around maneuvers to ensure adequate performance.
How do modern autothrottle systems assist pilots during a go-around?
Answer: They can automatically set the required go-around thrust.
Explanation: Modern autothrottle systems can automatically set the appropriate go-around thrust upon initiation of the maneuver, thereby simplifying pilot workload and ensuring correct power application.
What is the primary purpose of adopting a specific climb attitude and airspeed during a go-around?
Answer: To ensure the aircraft transitions safely and efficiently to a climb.
Explanation: Adopting a specific climb attitude and airspeed is crucial for ensuring the aircraft transitions safely and efficiently from a landing configuration to a stable climb during a go-around.
What is the significance of retracting flaps during a go-around?
Answer: It optimizes the aircraft's configuration for climbing by reducing drag.
Explanation: Retracting flaps during a go-around optimizes the aircraft's aerodynamic configuration for climbing by reducing drag, thereby improving climb performance and airspeed management.
The failure to decide to perform a go-around is a major contributing factor to approach and landing accidents.
Answer: True
Explanation: The lack of a timely go-around decision is identified as a primary risk factor in approach and landing accidents and is a significant cause of runway excursions.
An ineffective go-around initiation can potentially lead to a loss of control (LOC) of the aircraft.
Answer: True
Explanation: An ineffective or improperly executed go-around initiation can indeed lead to a loss of control (LOC) of the aircraft, representing a critical safety concern.
Failure to maintain control during a go-around can result in a successful landing at a different runway.
Answer: False
Explanation: Failure to maintain control during a go-around typically results in hazardous outcomes such as loss of control or Controlled Flight Into Terrain (CFIT), not a successful landing at a different runway.
Deviating from the required track during a go-around poses no significant risk if the pilot remains aware of their surroundings.
Answer: False
Explanation: Deviating from the required track during a go-around poses significant risks, including potential Controlled Flight Into Terrain (CFIT) or Mid-Air Collision (MAC), irrespective of pilot awareness of surroundings.
Wake turbulence generated during a go-around only affects the aircraft performing the maneuver.
Answer: False
Explanation: Wake turbulence generated by an aircraft performing a go-around can affect following aircraft, potentially causing a loss of control for them.
Failing to maintain traffic separation during a go-around can lead to a Mid-Air Collision (MAC).
Answer: True
Explanation: Failure to maintain proper traffic separation during a go-around significantly increases the risk of a Mid-Air Collision (MAC) with other aircraft operating in the vicinity.
Controlled Flight Into Terrain (CFIT) is a potential outcome of failing to maintain control during a go-around.
Answer: True
Explanation: Failure to maintain control during a go-around can lead to a loss of control (LOC), which may result in Controlled Flight Into Terrain (CFIT) if the aircraft impacts the ground.
What is a significant risk associated with failing to maintain control during a go-around?
Answer: Loss of Control (LOC) or Controlled Flight Into Terrain (CFIT).
Explanation: Failure to maintain control during a go-around can lead to severe consequences, including loss of control (LOC) or Controlled Flight Into Terrain (CFIT).
Why is deviating from the required track during a go-around dangerous?
Answer: It can lead to CFIT or Mid-Air Collision (MAC).
Explanation: Deviating from the required track during a go-around increases the risk of Controlled Flight Into Terrain (CFIT) if the aircraft strays into hazardous terrain, or a Mid-Air Collision (MAC) if it enters another aircraft's airspace.
What hazard can wake turbulence from a go-around pose?
Answer: It can cause a loss of control for a following aircraft.
Explanation: Wake turbulence generated by an aircraft executing a go-around can pose a significant hazard to following aircraft, potentially leading to a loss of control.
What risk is associated with failing to maintain traffic separation during a go-around?
Answer: Risk of Mid-Air Collision (MAC).
Explanation: Failure to maintain adequate traffic separation during a go-around significantly elevates the risk of a Mid-Air Collision (MAC) with other aircraft operating in the vicinity.
In naval aviation, the term 'go-around' is used when an aircraft aborts a landing on an aircraft carrier.
Answer: False
Explanation: In naval aviation, particularly during carrier landings, the term 'wave-off' is used to signify an aborted landing, distinct from the general aviation term 'go-around'.
A 'wave-off' during carrier landings ensures the aircraft can safely climb away if the tailhook fails to engage an arrestor cable.
Answer: True
Explanation: A 'wave-off' in carrier operations involves applying full thrust to ensure a safe climb if the landing is unsuccessful, such as when the tailhook fails to engage an arrestor cable.
A 'bolter' occurs when an aircraft's tailhook successfully catches an arrestor cable on the first attempt.
Answer: False
Explanation: A 'bolter' in carrier operations signifies that the aircraft's tailhook failed to catch any arrestor cables after touchdown, necessitating a climb away from the deck.
A 'baulked landing' is an official aviation term for a go-around initiated well before the final approach.
Answer: False
Explanation: A 'baulked landing' is an unofficial term typically referring to a very late go-around, initiated near or after touchdown, not one performed early in the approach.
Baulked landings are considered low-risk maneuvers because the aircraft is typically at a high altitude.
Answer: False
Explanation: Baulked landings are considered high-risk maneuvers due to the aircraft's low altitude, low energy state, and deceleration, increasing the potential for Controlled Flight Into Terrain (CFIT).
A 'missed approach' is a procedure specifically used in Instrument Flight Rules (IFR) when a landing cannot be completed.
Answer: True
Explanation: A missed approach is a defined procedure followed in Instrument Flight Rules (IFR) operations when an instrument landing cannot be successfully completed, serving a similar safety function to a go-around.
A touch-and-go landing involves touching the runway briefly before immediately taking off again without stopping.
Answer: True
Explanation: A touch-and-go landing is a maneuver where the aircraft touches the runway surface, continues without stopping, and then takes off again, distinct from an aborted landing like a go-around.
In naval aviation, a 'bolter' requires the pilot to immediately attempt landing again on the next pass.
Answer: False
Explanation: In naval aviation, a 'bolter' signifies the tailhook failing to engage an arrestor cable; it does not mandate an immediate re-attempt but requires the aircraft to climb away and potentially re-enter the landing pattern.
A baulked landing is a high-risk maneuver primarily due to the aircraft's low energy state and altitude.
Answer: True
Explanation: A baulked landing is considered high-risk because the aircraft is typically at a low altitude, decelerating, and in a low energy state, increasing the potential for Controlled Flight Into Terrain (CFIT).
A 'wave-off' is a term used for aborted landings in general aviation.
Answer: False
Explanation: The term 'wave-off' is specific to naval aviation, particularly carrier landings, and is not generally used in general aviation for aborted landings.
The term 'baulked landing' is synonymous with a go-around initiated early in the approach phase.
Answer: False
Explanation: The term 'baulked landing' is generally understood as a very late go-around, initiated near or after touchdown, rather than one performed early in the approach phase.
What is the naval aviation equivalent of a 'go-around' during carrier landings?
Answer: Wave-off
Explanation: In naval aviation, particularly during carrier landings, the term 'wave-off' is used to signify an aborted landing attempt, serving the same safety function as a go-around in other contexts.
Why is a 'wave-off' considered a fail-safe measure on aircraft carriers?
Answer: It involves applying full thrust to ensure a safe climb if the landing fails.
Explanation: A 'wave-off' is a fail-safe measure because it mandates the immediate application of full thrust, ensuring the aircraft can safely climb away if the landing attempt is unsuccessful, such as if the tailhook fails to engage.
What does the term 'bolter' signify in carrier operations?
Answer: The tailhook failing to catch any arrestor cables after touchdown.
Explanation: In carrier operations, a 'bolter' occurs when an aircraft's tailhook fails to engage any of the arrestor cables on the flight deck after touchdown, requiring the aircraft to climb away.
What is a 'baulked landing'?
Answer: A very late go-around, initiated near or after touchdown.
Explanation: A 'baulked landing,' also known as a rejected landing, is an unofficial term typically used to describe a go-around maneuver initiated very late in the landing sequence, near or after touchdown.
Why is a baulked landing considered high-risk?
Answer: The aircraft is often at low altitude, decelerating, and in a low energy state.
Explanation: Baulked landings are high-risk due to the aircraft's low altitude, reduced energy state, and deceleration, which increases the potential for Controlled Flight Into Terrain (CFIT) if not managed precisely.
How does a 'missed approach' relate to a 'go-around'?
Answer: A missed approach is a specific IFR procedure, while go-around is a general term.
Explanation: A missed approach is a defined procedure specifically for Instrument Flight Rules (IFR) operations when landing cannot be completed, whereas 'go-around' is a more general term applicable across various flight conditions.
What is a 'touch-and-go landing'?
Answer: A maneuver where the aircraft touches down and takes off again without stopping.
Explanation: A touch-and-go landing is a specific maneuver where an aircraft touches the runway surface and then immediately takes off again without coming to a complete stop.
A high percentage of unstabilized approaches in commercial aviation result in a go-around.
Answer: False
Explanation: Contrary to the assertion, only a small percentage (approximately 3-5%) of unstabilized approaches in commercial aviation actually result in a go-around.
The Embry-Riddle study found that having the autothrottle deactivated was strongly correlated with stable approaches.
Answer: False
Explanation: The Embry-Riddle study indicated that autothrottle deactivation was strongly correlated with *unstable* approaches, not stable ones.
Go-arounds are a frequent occurrence for pilots, with long-haul pilots performing them multiple times a year.
Answer: False
Explanation: Go-arounds are relatively infrequent events; long-haul pilots typically perform them only once every two to three years, while short-haul pilots might perform one or two annually.
The Embry-Riddle study identified thrust levers at idle as having low correlation with unstable approaches.
Answer: False
Explanation: The Embry-Riddle study identified thrust levers at idle as having a *high* correlation with unstable approaches, not a low one.
The rate of go-arounds in commercial aviation is approximately 10-20 per 1000 approaches.
Answer: False
Explanation: The average rate of go-arounds in commercial aviation is significantly lower, approximately 1 to 3 per 1000 approaches.
A study found that speed brake deployment is a predictor of stable approaches.
Answer: False
Explanation: The Embry-Riddle study identified speed brake deployment as a predictor of *unstable* approaches, not stable ones.
What is the average frequency of go-arounds in commercial aviation?
Answer: About 1-3 per 1000 approaches.
Explanation: Go-arounds occur with an average frequency of approximately 1 to 3 per 1000 approaches in commercial aviation.
Which factor was identified by the Embry-Riddle study as having the highest correlation with unstable approaches at 500 feet AGL?
Answer: Thrust levers at idle
Explanation: The Embry-Riddle Aeronautical University study identified thrust levers at idle as the factor with the highest correlation to unstable approaches at 500 feet AGL.