Missed Approaches

Question:  I'd like to know some of the possible reasons that a pilot might descend & appear to approach for landing, but then pull up, circle around, and do it all again multiple times.  I was on a flight recently arriving in Albuquerque, NM, in which the pilot seemed to attempt three landings before actually bringing the plane down to the ground.  Is this because of dangerous conditions such as cross winds?  My boyfriend thinks it's so the plane can do a 'fly-by' for the   control tower to inspect the exterior of the plane, but this was near midnight.  Just curious as it was a bit unnerving not knowing what was going on or whether to be alarmed (the flight crew made no announcements).  Perhaps you could shed some light on other reasons the pilot may have done this.

Thanks for your perspective!
Stefanie Bryant , Albuquerque, NM

Answer:  What you've described is called a "go-around" or "missed approach."  In the Navy, it's called a "wave-off" and in the airlines it's known as "co-pilot error" (okay, that last one's an old joke).

All the reasons you've mentioned are valid, but having a crosswind is the least likely.  If winds are strong, the control tower will designate the runway most closely aligned with the wind.  There are times when a direct crosswind is unavoidable, but pilots are trained to deal with crosswinds so unless the winds are really violent, it's unlikely a crosswind would cause a pilot to go around.  It certainly could and does happen on occasion, however, especially when "wind shear" is present (sudden changes in wind direction).

In the case of uncertainty whether the gear is in fact down and locked, a "fly-by" might be warranted.  Say the pilots lower the gear, but instead of three green lights (one for the nose gear and each main gear) only two light up.  The pilots may not be able to tell whether it's the light that has failed or the gear itself.  There are other ways to tell if the gear is down, depending upon the airplane, but there are times when a visual inspection is warranted.  Even at night, depending upon the lighting, the pilots might request the tower look to see if they can visually confirm that the gear appears to be down and locked.

Al The Web Guy and I flew together as a crew when I checked out as copilot on the DC-10.  On our approach into Seattle for my first landing with passengers on board, we got only two "gear down and locked" indications and did one of these fly-bys at about 200 feet or so above the ground.  I was flying and Cap'n Al (a DC-10 flight check manager at the time and now my husband) allowed me to perform the maneuver.  Nothing to it and, between the visual observation by the tower and our own procedures, our gear was determined to be down and locked.

Another reason pilots might execute a go-around is if there is something on the runway.  Maybe the airplane that just landed isn't quite clear of the runway yet, or one taking off is delayed for some reason, or somehow an airport vehicle winds up where it shouldn't be.  Sometimes wildlife gets onto runways, too.  I've gone around for a coyote (Denver), moose (Anchorage), goat (Rhoda, Spain) and horse (Salt Lake City and Sacramento).  When pilots are on final, waiting for a runway to be cleared of some obstruction, the non-flying pilot might announce "your runway" to the flying pilot indicating the runway is now clear.

Once, when I was landing at San Francisco, we spotted a B-747 being towed across our runway and it was obvious to us it wasn't going to clear in time.  The tower somehow didn't observe this, but of course we went around our own and reported to the tower why.  Even though the tower should have seen this, it's still up to the pilots to observe their runway is clear. 

Another time, on final to San Diego's Lindbergh field, a Southwest airplane was in position ready for takeoff.  Although the tower cleared them for takeoff repeatedly, somehow their volume got turned off and they didn't hear the clearance.  We were forced to go around and the tower later passed an apology to us from the Southwest pilots (hey, it happens).

In the case you've described, without knowing more about it I can't determine the reason for your missed approaches.  I do know one thing, though, and that is the crew absolutely should have filled the passengers in on what was happening.  Sometimes they just don't realize how frightening it is being in the back as passenger or crewmember and not knowing what's going on.  My guess is they were very busy, and just didn't consider it.  During my own career, even if we were too busy at the time to make an announcement, we certainly did so after the fact as soon as we could to allay any fears or concerns.

Much more information is available in my E-book and audio course "Flying Fearless - Ground School for Passengers" available at www.flyingfearless.com.

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