• Overshooting or undershooting the turn onto fi nal  approach  • Unstabilized approach • Attempting to maintain altitude or reach the runway  by slowing WSC aircraft below the minimum  manufacturer’s recommended approach airspeed •  Gaining any altitude during the roundout •  Rounding out too fast during landing •  Focusing too close to the aircraft, resulting in an overly  high roundout • Focusing too far from the aircraft, resulting in an overly  low roundout • Touching down prior to attaining proper landing  attitude • Failure to lower the nose after the rear wheels touch  down •  Failure to lower the nose after the front wheel touches  down • Excessive braking after touchdown 1.  Landing expectancy or set—the anticipatory belief  that conditions are not as threatening as they are and  that the approach will surely be terminated with a safe  landing, and  2. Pride—the mistaken belief that the act of going around  is an admission of failure to execute the approach  properly. The improper execution of the go-around  maneuver stems from a lack of familiarity with the  two cardinal principles of the procedure: power and  speed. Whenever landing conditions are not satisfactory, a go-around  is warranted. There are many factors that can contribute  to unsatisfactory landing conditions. Situations such as  ATC requirements, unexpected appearance of hazards on  the runway, overtaking another aircraft, wind shear, wake  turbulence, mechanical failure and/or an unstabilized approach  are all examples of reasons to discontinue a landing approach  and make another approach under more favorable conditions.  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. The go-around is  not strictly an emergency procedure. It is a normal maneuver  that may at times be used in an emergency situation. Like  any other normal maneuver, the go-around must be practiced  and perfected. The flight instructor should emphasize early  in the student pilot’s training that the go-around maneuver is  an alternative to any approach and/or landing. Although the need to discontinue a landing may arise at any  point in the landing process, the most critical go-around is  one started when very close to the ground. Therefore, the  earlier a condition that warrants a go-around is recognized,  the safer 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 one  or both of two sources:  During the initial part of an extremely low go-around, the  aircraft may settle onto the runway and bounce. This situation  is not particularly dangerous if the aircraft is kept straight and  a constant, safe speed is maintained. The aircraft is rapidly  approaching safe flying speed and the advanced power will  cushion any secondary touchdown.  A concern for quickly regaining altitude during a go-around  produces a natural tendency to push the nose up. The pilot  executing a go-around must accept the fact that an aircraft  will not climb until it can fly, and it will not fly below stall  speed. In some circumstances, it may be desirable to lower  the nose briefly to gain airspeed.  [Figure 11-21] Speed is always critical when close to the ground. When  power is added, a deliberate effort on the part of the pilot  is required to keep the nose from pitching up prematurely.  The aircraft executing a go-around must be maintained well  beyond the stall point before any effort is made to gain  altitude or to execute a turn. Raising the nose too early may  produce a stall from which the aircraft could not recover if the  go-around is performed at a low altitude. The manufacturer’s  recommended climb speed should be established and  maintained during the initial phase of the go around. Power is the pilot’s first concern. The instant the 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 unless the  WSC aircraft is at an unusually high pitch angle. The pilot  must be aware of the degree of inertia that must be overcome  before an aircraft that is settling toward the ground can regain  sufficient airspeed to become fully controllable and capable  of turning safely or climbing. The application of power  should be smooth as well as positive. Abrupt movements of  the throttle in some aircrafts causes the engine to falter.   Power  Go-Around ( Rejected Landings)  Speed 11-13