The decelerate-accelerate-takeoff maneuver in transport category airplanes has been discussed. Mathematical model based on total energy conservation has been used to calculate the rejected landing point-of-no-return on a runway which will still enable the airplane to safely execute go-around and achieve regulatory screen heights and takeoff safety speeds. After this point has been exceeded or below the point-of-no-return speed no go-around should ever be considered. Landing long and fast and/or decelerating on slippery runways may very well result in an overrun which could be prevented if the go-around is attempted before reaching this critical runway point. The point-of-no-return on the runway will depend on many factors with most important ones being the levels of deceleration and acceleration, remaining runway left after touchdown and touchdown speed, airplane configuration change and engine acceleration characteristics, AEO or OEI takeoff, use of thrust reversers, and many other factors. It is important that operators develop standard operating procedures and train pilots on how to recognize the need for and promptly execute go-around after touchdown. The main problem with landing go-around is that landing cannot be well defined in terms of remaining energy and touchdown points. Dynamic conditions exist which without the availability of the proper airplane and runway energy detection, monitoring, management, and information system makes the point-of-no-return runway location and speed impossible to predict accurately.