Timely decision to make go-around Apply max power, adjust pitch attitude,  and allow airspeed  to increase Retract remaining flaps 500 feet cruise climb Positive rate of  climb, retract gear,  climb at V$_{Y}$ Assume climb attitude flaps to intermediate Figure 8-14.  Go-around procedure. Attitude is always critical when close to the ground, and when  power is added, a deliberate effort on the part of the pilot  is required to keep the nose from pitching up prematurely.  The airplane executing a go-around must be maintained in  an attitude that permits a buildup of airspeed well beyond  the stall point before any effort is made to gain altitude or  to execute a turn. Raising the nose too early could result in  Unless otherwise specified in the AFM/POH, it is generally  recommended that the flaps be retracted (at least partially)  before retracting the landing gear for two reasons. First, on  most airplanes full flaps produce more drag than the landing  gear; and second, in case the airplane inadvertently touches  down as the go-around is initiated; it is most desirable to  After establishing the proper climb attitude and power  settings, be concerned first with flaps and secondly with the  landing gear (if retractable). When the decision is made to  perform a go-around, takeoff power is applied immediately  and the pitch attitude changed so as to slow or stop the  descent. After the descent has been stopped, the landing  flaps are partially retracted or placed in the takeoff position  as recommended by the manufacturer. Caution must be used  in retracting the flaps. Depending on the airplane’s altitude  and airspeed, it is wise to retract the flaps intermittently in  small increments to allow time for the airplane to accelerate  progressively as they are being raised. A sudden and complete  retraction of the flaps could cause a loss of lift resulting in  the airplane settling into the ground.  [Figure 8-14] Power is the pilot’s first concern. The instant a pilot decides to  go around, full or maximum allowable takeoff power must be  applied smoothly and without hesitation and held until flying  speed and controllability are restored. Applying only partial  power in a go-around is never appropriate. The pilot must be  aware of the degree of inertia that must be overcome before  an airplane that is settling towards the ground can regain  sufficient airspeed to become fully controllable and capable  of climbing or turning safely. The application of power is  smooth, as well as positive. Abrupt movements of the throttle  in some airplanes causes the engine to falter. Carburetor heat  is turned off to obtain maximum power. A concern for quickly regaining altitude during a go-around  produces a natural tendency to pull the nose up. A pilot  executing a go-around must accept the fact that an airplane  cannot climb until it can fly, and it cannot fly below stall  speed. In some circumstances, it is desirable to lower the  nose briefly to gain airspeed. As soon as the appropriate  climb airspeed and pitch attitude are attained, “rough trim”  the airplane to relieve any adverse control pressures. More  precise trim adjustments can be made when flight conditions  have stabilized. a stall from which the airplane could not be recovered if the  go-around is performed at a low altitude. the go-around/rejected landing is. The go-around maneuver  is not inherently dangerous in itself. It becomes dangerous  only when delayed unduly or executed improperly. Delay in  initiating the go-around normally stems from two sources:  1. Landing expectancy or set—the anticipatory belief that  conditions are not as threatening as they are and that  the approach is surely terminated with a safe landing, 2. Pride—the mistaken belief that the act of going  around is an admission of failure—failure to execute  the approach properly. The improper execution of the  go-around maneuver stems from a lack of familiarity  with the three cardinal principles of the procedure:  power, attitude, and configuration. Configuration Power Attitude 8-13