instructions of the control tower (at a towered field), and typically climbs into the traffic pattern for another circuit if required. Many modern aircraft, such as the Boeing and Airbus series, have autothrottle/autothrust systems that will set go-around thrust if they are engaged. On other aircraft, the pilot configures manually for a go-around. In a typical small aircraft, such as those found in general aviation, this might involve: Applying go around power (usually full power on normally aspirated engines). Adopting an appropriate climb attitude and airspeed. Retracting one stage of flaps if necessary. Checking for a positive rate of climb, and raising the landing gear if equipped with retractable landing gear. Retracting the flaps fully when the aircraft achieves a certain safe airspeed and altitude. Climbing to cleared altitude, or pattern altitude if at a non-towered airfield. Advising ATC if go around was pilot initiated, or acknowledges ATC instructions if at a controlled airfield. Safety Go-arounds occur with an average rate of 1–3 per 1000 approaches. There is a large variation of go-around rates among different aircraft operators and operational environments. A go-around is not an emergency, and may be necessary for a number of reasons. Some of those include; unstable approach, unable to land in the touchdown zone, not in correct configuration, directed by ATC, obstacle on the runway (aircraft, vehicle, animal), or aircraft controllability issues. Half of commercial jet crashes between 2012 through 2021 occurred during the approach, landing and go-around flight phases. In 2011, 68% (63) of accidents in commercial aviation occurred during these phases of flight. The lack of go-around decision is the leading risk factor in approach and landing accidents, and it is also the primary cause of runway excursions during landing. Yet, only an estimated 3–5% of unstabilised approaches lead to a go-around. One in ten go-around reports record a potentially hazardous go-around outcome, including exceeded aircraft performance limits or fuel endurance. A study by Embry–Riddle Aeronautical University on a particular US air carrier conducted to determine predictors of an unstable approach based on conditions at AGL, has shown that factors with the highest correlation were, in order: Thrust levers at idle, Autothrottle deactivated, Speed brakes (air brakes) deployed, Glideslope deviation, Localizer deviation, Flaps not extended, Rate of descent deviation, and Approach speed (Vref) deviation. A go-around is a relatively rare manoeuvre for most commercial pilots. On average, a short-haul pilot may make a