ACS tolerances

The Private Pilot Airplane ACS (FAA-S-ACS-6C, effective May 31, 2024) anchors go-around tolerances around timely decision, prompt full power, positive climb, and proper configuration management during the climb-out. The climb tolerance after V_Y is the same as the normal takeoff (A).

The tolerances at a glance

Parameter	Target	Tolerance	Reference
Climb airspeed	V_Y	V_Y +10/−5 KIAS	V.H.S4
Climb path	Centerline / cleared path	Visible, deliberate	V.H.S3
Configuration	Per POH / manufacturer's procedure	Correct sequence	V.H.S2

Plus structural requirements:

• Promptly apply takeoff power and establish a positive climb — V.H.S1
• Retract flaps and gear per manufacturer's recommendation — V.H.S2
• Maneuver clear of obstacles, terrain, or aircraft — V.H.S3
• Maintain V_Y +10/−5 and the published procedure — V.H.S4

Promptly apply takeoff power

V.H.S1 requires the power application to be prompt — no hesitation between recognizing the trigger and moving the throttle. The DPE evaluates the time from "go-around recognized" to "throttle forward." A meaningful pause signals decision indecision, which is a bust marker even if the go-around itself goes well.

Power application is smooth, like a normal takeoff (A): three to four seconds from idle to full. Slamming the throttle is a bust; hesitating before it is also a bust.

Retract flaps and gear correctly

V.H.S2 requires the configuration cleanup to follow the manufacturer's recommendation. This is typically:

1. Partial flap retraction (to the takeoff setting) first.
2. Verify positive rate of climb.
3. Gear up (if retractable).
4. Full flap retraction at a safe altitude (often 500 ft AGL).

The order matters because going directly to clean configuration at low altitude can cause a settle-back as lift drops faster than thrust accelerates the airplane.

Maneuver clear of obstacles, terrain, or aircraft on the runway

V.H.S3 requires the go-around to maintain clearance from whatever was on the runway, plus any obstacles or terrain. In the typical training scenario, this means offsetting slightly to the side of the runway centerline if there's traffic on it — the climb-out path should avoid being directly over the aircraft below.

The DPE may simulate runway traffic by saying "aircraft on the runway, go around" — the response is the maneuver plus the lateral offset.

V_Y +10 / −5 KIAS

Same standard as the normal takeoff (A) — asymmetric in favor of flying fast. Anchored to V_Y from the POH.

What the maneuver does not require

• No published decision-altitude threshold in the ACS — the standard is "recognize and act" rather than "go around if not stabilized by N ft AGL." Industry practice uses 500 ft AGL; this lives in PRI.
• No published horizontal offset distance — the standard is "clear of obstacles," not a published number.
• No published flap-retraction altitude — the standard defers to the POH.