RARE GO-AROUND!!! Thunder storm blocks A320 on final & ATC vectors jet too short! [AirClips]

Flight Frankfurt to Hamburg. The term go-around arises from the traditional use of traffic patterns at airfields. A landing aircraft will first join the circuit pattern and prepare for landing in an orderly fashion. If for some reason the pilot decides not to land, he can simply fly back up to circuit height, and complete another circuit. The term go-around is still used even for modern airliners, though they may not use traditional circuit patterns for landing.
Initiation of a go-around procedure may be either ordered by air traffic control (normally the local or 'tower' controller in a controlled field) or decided by the pilot in command of the aircraft.
At a towered field, the local controller may instruct the pilot to go around if there is an unsafe condition such as an aircraft, vehicle, or object on the runway. The pilot in command may decide to go around at any time, for example, if the aircraft is not lined up or configured properly for a safe landing; an aircraft, vehicle or other object has not cleared the runway; no landing clearance was received (at a towered field); the landing gear is not properly extended; a dangerous meteorological condition is experienced on final approach (e.g., poor visibility, excessive cross-winds, windshear, etc.); excessive energy (too high or too fast); or any other unsafe condition is detected.
In naval aviation, the term wave-off is used instead of go-around. When touching down on an aircraft carrier, a pilot always initiates a wave-off by applying full thrust as a fail-safe measure. That way, if the plane's tailhook fails to catch any of the arrestor cables (known as a (deck) "bolter") the aircraft can climb again. If the tailhook catches a cable, the aircraft will stop in short order regardless. Conversely, if a wave-off were not initiated and the aircraft were not arrested, it would not have enough power and/or runway to fly off the carrier safely.
A go-around does not in itself constitute any sort of emergency (although it could be in response to an emergency). A properly executed go-around is a routine, safe, and well-practiced maneuver.
Many airlines and aircraft operators state a list of conditions that must be satisfied so that a safe landing can be carried out. If one or more of these conditions cannot be satisfied then a go-around should be considered in some cases and must be carried out in others. This list is usually written in the operations manual which has to be approved by the relevant aviation authority (CAA in the UK, FAA in the United States). The operator's list of conditions is not exhaustive; pilots use their individual judgment outside of this scope.
When the pilot is instructed or decides to go around, the pilot applies full power to the engine(s), adopts an appropriate climb attitude and airspeed, raises the landing gear, retracts the flaps as necessary, follows the 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, use fly-by-wire systems with go-around modes that automatically set maximum available power and pitch the aircraft for best performance, using a TO/GA button.
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. Go-around is a normal phase of flight and pilots should be encouraged to go-around when conditions warrant. However, promoting go-around as a normal flight phase does not mean that there are no safety issues associated with it. The majority of accidents over the last 10 years have 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 is the primary cause of runway excursions during landing. Yet, less than 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. Go-around is relatively rare manoeuvre for most commercial pilots. On average, a short haul pilot may make a go-around once or twice a year and a long haul pilot may make one every 2 to 3 years. This might partially explain pilot reluctance to perform a go-around.