Unstable Approach, Delayed Decision
A go-around at low altitude in the Piper Archer — the decision window is measured in seconds, and density altitude is working against you
The scenario
Departing Brooksville–Tampa Bay Regional Airport (KBKV), Brooksville, FL — Runway 09, a 7,001 ft concrete runway aligned 090° true. Elevation 76 ft MSL. You are on a local instructional flight with your CFI in the right seat.
It is a hot, humid Florida summer afternoon: OAT 34°C (93°F), dew point 24°C, altimeter 29.87. Density altitude is approximately 2,200 ft — the airplane will perform as if it is 2,200 ft above sea level, not 76 ft. The runway is long, but the Archer's climb performance is degraded. Scattered clouds at 3,500 ft, visibility 10 SM. Light winds, 080° at 4 kt.
You have completed three touch-and-goes on Runway 09. The fourth approach is beginning. You are on a 3 nm final, 1,200 ft AGL, descending at 500 fpm, airspeed 90 KIAS. The runway is in sight. Your CFI is monitoring but has not taken the controls.
Aircraft: Piper PA-28-181 Archer, dual, full fuel, within limits. Carbureted Lycoming O-360-A, 180 hp, fixed-pitch prop, fixed gear. Fuel selector is on LEFT tank (you switched from RIGHT on the previous go-around). The airplane is airworthy; nothing was written up.
Pilot: you — a Private pilot, current, roughly 250 hours total, 40 hours in the Archer. You have flown KBKV twice before. You are comfortable with the airplane but have not flown in this density altitude before. Your CFI is a senior instructor with 3,000+ hours.
- {'label': 'Field', 'value': 'KBKV · Brooksville–Tampa Bay'}
- {'label': 'Runways', 'value': '3/21 · 9/27'}
- {'label': 'Elevation', 'value': '76 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Cruise'}
The decision
Before we get into the decision tree — what do you already know about go-around decisions in the Piper Archer? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CHI05CA208 (2005): A Piper PA-28-181 on a personal flight approached a grass runway with excessive airspeed (similar to the 90 KIAS in this scenario). The pilot delayed the go-around decision, landed fast, and overran the runway. The airplane struck a utility pole off the runway end. The probable cause was the pilot's delayed decision-making and failure to execute a go-around when the approach became unstable. Contributing factors included high density altitude and obstacles near the runway. The pilot survived; the airplane was substantially damaged.
NTSB ERA24LA369 (2024): A Piper PA-28-181 on an instructional flight initiated a go-around when the flight instructor observed deer on the runway. During the climb, the engine lost power. The aircraft collided with trees. The probable cause has not been determined, but the sequence mirrors the scenario: a go-around initiated at low altitude, engine loss during the climb, and a collision with terrain. The outcome was fatal.
The critical difference between survival and fatality in these accidents is the decision sequence. In CHI05CA208, the pilot delayed the go-around decision until the airplane was committed to landing — the overrun was survivable. In ERA24LA369, the go-around was initiated (correct), but the engine loss during the climb and the collision with trees were not survivable. The lesson is not 'never go around' — it is 'go around early, when you have altitude and time, and be prepared for engine loss during the climb.'
Brooksville–Tampa Bay Regional Airport (KBKV) has its own accident history dominated by hard landings (26.9%), forced landings (11.5%), and runway excursions (11.5%). The high density altitude on hot summer days is a recurring factor. The off-field environment off Runway 09's departure end (heading 090°) is open developed areas, pasture, and medium development — not water, so a forced landing is survivable if executed correctly.
The real accidents cited above occurred at other airports and in other contexts — NOT at KBKV. CHI05CA208 happened at Bird Field Airport, Missouri; ERA24LA369 occurred on an instructional flight at an unspecified location. This scenario is localized to KBKV to make the density altitude, runway length, and off-field environment real and consequential for you as a student here.
The consistent thread across all these events: an unstable approach at low altitude is a go-around trigger, not a salvage opportunity. The Piper Archer is a stable, forgiving airplane, but it cannot overcome physics. Excessive approach airspeed, high density altitude, and delayed decision-making combine to create a runway-overrun or forced-landing accident. The fix is early recognition and immediate action.
Key lesson — An unstable approach — high airspeed, steep descent, not stabilized by 500 ft AGL — is a go-around trigger. In the Piper Archer at high density altitude, a fast landing consumes runway at an alarming rate. Vref is 66 KIAS; exceeding this by 20+ KIAS means the airplane will float and not slow as expected. Go around early, when you have altitude and time. If you execute a go-around at low altitude, be prepared for engine loss during the climb — establish best glide (76 KIAS), identify a landing area in the off-field environment, and execute a controlled landing at the slowest possible speed.
Debrief — teaching points
Density altitude degrades the Archer's performance significantly.
At KBKV on a hot summer day (OAT 34°C, DA ~2,200 ft), the Archer performs as if it is at 2,200 ft elevation, not 76 ft. Climb performance is reduced, landing distance is increased, and go-around performance is marginal. A landing that would be comfortable at sea level becomes marginal at high density altitude. Calculate the density altitude before flight and plan for degraded performance. A 7,001 ft runway is long, but at high DA with a fast landing, the margin shrinks rapidly.
An unstable approach at 1,200 ft AGL is a go-around trigger, not a salvage opportunity.
If you are high, fast, or not stabilized by 500 ft AGL, go around. You have altitude, time, and options. At 1,200 ft AGL, a go-around is a routine maneuver. At 500 ft AGL, it is still possible but the margin is thin. At 50 ft AGL on the runway, it is a last-resort option. The earlier you recognize instability and act, the more margin you have.
Vref (66 KIAS) is the target approach speed for the Archer — exceeding it by 20+ KIAS means the airplane will float.
The Archer is a heavier, faster airplane than a Warrior. It carries more energy. A landing at 90 KIAS (24 KIAS above Vref) means the airplane will float significantly and consume runway at an alarming rate. At high density altitude, the effective runway length is already reduced. A fast landing on a high-DA day is a recipe for a runway overrun. Fly the approach at Vref and plan for a touchdown at the 1,000 ft marker.
A go-around requires full throttle, carb heat ON, and a climb at Vy (76 KIAS) or Vx (64 KIAS) depending on obstacle clearance.
When you execute a go-around, advance throttle to full power immediately. Apply carburetor heat (if not already on) — the engine is at full power and carb heat may be needed. Reduce flaps to approach setting (15°) — full flaps will reduce climb performance. Climb at Vy (76 KIAS) for best rate of climb, or Vx (64 KIAS) if you need to clear an obstacle immediately ahead. Off Runway 09 at KBKV, the off-field environment is open developed areas and pasture — Vy is the correct choice.
The Archer has a LEFT/RIGHT fuel selector with no BOTH position — fuel starvation is a real risk.
Unlike a Cessna, the Archer has no BOTH position. You must switch tanks regularly to maintain fuel balance and avoid starvation. On an extended go-around or climb, confirm the fuel selector is on the tank with the most fuel. If you are unsure which tank has more fuel, switch to the other tank. Fuel starvation during a go-around at low altitude is a fatal accident sequence.
If a go-around engine loss occurs, establish best glide (76 KIAS) and identify a landing area immediately.
Engine loss during a go-around at low altitude is rare but catastrophic if you are not prepared. Immediately lower the nose to 76 KIAS best glide. Do not try to turn back to the runway — you will not have the altitude. Look ahead and to the sides for a landing area in the off-field environment. Off Runway 09 at KBKV, the open developed areas and pasture are your landing zones. Establish best glide, identify the landing area, and execute a controlled landing at the slowest possible speed. Survival rates in controlled forced landings are significantly better than in uncontrolled ones.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 runway overrun / delayed go-around decision, high density altitude, excessive approach airspeed) and ERA24LA369 (2024 PA-28-181 go-around engine loss / collision with terrain). Anonymized and localized to KBKV.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors · PA.II.F — Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.185
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
Open the interactive scenario →All sample scenarios · More Piper Archer scenarios · More scenarios at KBKV