If you aborted after rotation (when the nose is rotated up to the initial climb attitude) it would have been extremely unlikely that the airplane would have stopped on the runway. Post-rotation aborts almost always result in a destroyed airframe.

Aborted very close to v1 RNO-ORD in August 1988 or so. UA 727 with outside temp over 100F. Blew both tires on the right side and debris shut down both #1 and #3 engine. I thought for sure we'd go onto Mill Street.

A year or two later, SEL-SFO. Everyone boards, bags don't match so 3 hour procedure to unload all bags and have pax claim them one by one. Then all set to go - get up to 40 kts or so and power back. Try again, this time power back at 20 kts. We needed a new #1 or #2 engine (can't recall which one now), but all pax remained on board during the all-night replacement as Korea would not let anyone back in. Left 18 hours late with a new crew.

Aborted landings in SJC, ZRH and probably a few others I can't recall.

One aborted landing at Agra India due to low level fog. ATC refused permission to land. We circled for 30 minutes and were then diverted to Delhi, sat on runway there waiting for permission to take off back to Agra. When it came the flight crews hours were up so we ended up being bussed from Delhi to Agra.:(

My first and only aborted landing was last month on an AA flight from DFW to DEN. WN plane on the runway according to the pilot.

According to the Flight Aware log for the flight, we got down to 6000 ft before climbing back up. The elevation at DEN is 5318, so we were pretty close (assuming I'm reading the Flight Aware log correctly).

Flight 3065 BWI To Buf 12/07
 

Just happened this past Sunday.

Southwest Flight 3065 BWI to BUF 12/07 9:10 am

Winds were blowing pretty heavy at the BUF airport. It was easy to notice that the right wing of the aircraft was leaning significantly to the right as we were coming in for a landking. We were about 20 ft above the run way and then full throttle back in the air. I had one other missed approach prior to that one, so I was not too frightened but the look on the other passengers faces were quite scared. I always look at the crew to see their reaction and they breathed a sigh of relief.

On the way out one of the passengers asked the captain if SWA was charging entertainment fees? Captain did not think it was too funny.

That's how you prevent a crosswind from pushing the aircraft off the runway centerline when you align the airplane with the runway prior to the flare.

It wasn't full throttle. Full throttle would exceed the engines internal pressure and temperature limits and would only be used if a crash was imminent. Takeoff or go-around thrust is a specific setting that is calculated before each takeoff or landing based on the air temperature and field elevation. The power levers are advanced to that pre-determined thrust setting.

Ok, since this thread is resurrected again, here's my story:

Flying Delta in the Mid 90's I was landing in SLC, saw the runway underneath me and about ready for touchdown. However, the engines roared instantly back to takeoff speed and the plane pulled up quicker than any takeoff I've experienced.

Everyone in the plane was dead silent (well almost thinking they could have been dead). Once we were clear of the airport, the pilot announced that a plane, waiting to take off, pulled in front of us on the runway.

I wonder if there is a website that lists "near misses". I'd probably recognize this flight if it got on a list.

[QUOTE=LarryJ;10890899]That's how you prevent a crosswind from pushing the aircraft off the runway centerline when you align the airplane with the runway prior to the flare.
QUOTE]

Larry, I figure you might have a pilot license based on your response.

So why do you suppose the pilot made a VERY last minute decision to do a go-around? We were probably less than 20 feet from the runway. I did not imagine that he could have safely landed an airplane with the wings on such an obvious dip to the right.

I had an aborted landing a few years ago, landing at SNA in heavy Santa Ana winds, so we approached from the ocean, which is not the usual approach. Winds were heavy, and the 757 was all over the place. The pilot was already past the halfway point on the short runway, she touched a wheel, the powered up and went around. On her 2nd attempt, she slammed us down hard, but we made it after a very bumpy ride.

I had an aborted landing coming into SEA once, the pilot said we were too close to the plane in front of us.
Our approach took us over the city and I heard the gear drop. A few seconds later the gear comes up as the engines spool up, we circle over Elliot Bay and get back in line. My seatmate said something about increasing minimums.

If I ever went through an aborted takeoff I think I would need new pants.

15 years ago, coming into ADK

Yes, I'm an airline pilot.

There are many reasons why they might have done the go-around.

Landing with one wing low is the normal procedure for a crosswind landing. The up-wind main wheel(s) will touch down first followed by the down-wind main wheel(s). The only limit to how much bank can be used is the bank angle at which some part of the wing or engine will touch the ground. Airplanes which are limited in their landing bank angle will have must stronger gear to allow for touching down in a crab (i.e. sideways).

There are a number of situations where a firm touchdown is desired. Gusty conditions is one, contaminated runway (slanding water, snow or slush) is another.

That's the most common reason for a go-around.

When you're being sequenced for the approach the separation is a minimum of 3 miles. Once on the final approach, or when following the preceeding airplane on a visual approach, that distance starts to decrease as the leading airplane slows for landing. The distance will not normally get less one 1 mile by the time the following aircraft reaches the runway threshold. If the preceding airplane is not going to be clear of the runway by the time that the following aircraft reaches the runway threshold then the following aircraft is sent around.

go-around
 

Yes, on a RJ going in to LGA. We were very close to the runway and all of a sudden the plane revved up, and we were climbing again. Didn't know it at the time, but apparently it is not uncommon. We circled for 10 min. or so, were put back in the line and then landed successfully. The unnerving thing was that no one explained it at all to the passengers, even after we were just circling. Afterward, being a novice at go-rounds, I looked it up on the internet and discovered the cause was that a previous flight had not yet completely cleared the runway. I know at the instant the decision was made to climb, the pilot and co-pilot were busy and couldn't talk to the passengers, but during the next 10 very unnerving minutes when we all were fantasizing death we could have used some encouraging words. Pilots, please! Communicate what's happening to your passengers whenever possible!

One aborted landing
 

On a BA flight from LHR to SFO, back in mid June. I was sitting upstairs (on a 747-400) watching out the window as we approached SFO in the afternoon. We got down pretty low, under 100 feet easily, and I was waiting for the bump of the landing gear, when we very smoothly and rapidly powered up and climbed like crazy. Much harder climb than our takeoff out of LHR. Did get the heartrate going a bit.

After leveling off the pilot came on and said that the spacing had gotten a little tight for his comfort. Too bad BA doesn't have the UA equivalent of Ch 9 to hear what was going on!