Destabilized on Short Final
A go-around decision at low altitude in a Piper Archer — the engine, the runway, and the margin for error
The scenario
Departing Clearwater Air Park (KCLW), Clearwater, FL — Runway 16, a 4,108-ft asphalt runway. Elevation 71 ft MSL. You are on a local VFR flight in a Piper Archer PA-28-181, solo, within limits. The field is non-towered (CTAF 122.8); you are in Class G airspace, but the overlying Tampa Class B begins at 3,000 ft MSL.
It is a hot, humid Florida afternoon in late July: OAT 32°C, dew point 26°C, altimeter 29.88. Scattered clouds at 3,500 ft, visibility 10 SM. High density altitude — roughly 2,200 ft DA — means the Archer's climb performance is degraded and the runway feels shorter than its 4,108 ft. You have been flying for 1.5 hours and are returning to KCLW for landing.
You are on a 3-mile final approach to Runway 16 (heading 155°), 1,200 ft AGL, descending at 90 KIAS. The approach is not stable: you are 15 knots fast, the descent rate is 800 fpm (steep), and you have not yet reduced power or extended flaps. The runway is ahead, but the picture does not feel right. You have roughly 90 seconds to make a decision.
Aircraft: Piper PA-28-181 Archer, solo, full fuel, within limits. Lycoming O-360-A, carbureted, 180 hp, fixed-pitch prop, fixed gear, LEFT/RIGHT fuel selector (no BOTH position). Fuel selector is on RIGHT tank (you switched from LEFT 30 minutes ago). Nothing was written up; the airplane was airworthy at departure.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have 12 hours in the Archer. This is your third landing at KCLW. You are familiar with the field but not deeply. You did not brief the go-around procedure before this approach. You are task-saturated: managing descent, configuring the airplane, and monitoring the fuel selector.
- {'label': 'Field', 'value': 'KCLW · Clearwater Air Park'}
- {'label': 'Runways', 'value': '16/34'}
- {'label': 'Elevation', 'value': '71 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
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 in high density altitude conditions. The pilot maintained excessive airspeed on final approach and delayed the go-around decision. The airplane overran the runway and struck a utility pole. The probable cause was the pilot's delayed decision-making and failure to execute a go-around; contributing factors included excessive approach airspeed, 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-out, the engine lost power. The aircraft collided with trees. The probable cause has not been determined, but the sequence — go-around initiated, engine loss during climb, collision with obstacles — is consistent with carburetor ice or fuel starvation during the high-power climb.
The real accidents cited above occurred at other airports — NOT at Clearwater Air Park. CHI05CA208 happened at Bird Field Airport, Missouri; ERA24LA369 occurred at another location. KCLW has its own accident history (see field dominant patterns: 22.2% forced landings, 18.5% loss-of-control inflight, 18.5% gear-up landings). The scenario is localized to KCLW to make the runway length, density altitude, and off-field environment real for you as a student here.
The consistent thread across both events: the go-around decision was delayed or complicated. In CHI05CA208, the pilot tried to salvage an unstable approach and overran the runway. In ERA24LA369, the go-around was initiated, but the engine failed during the climb — a catastrophic failure at low altitude over unsuitable terrain. The lesson is dual: (1) an unstable approach at 3 miles final is a go-around trigger, not a 'salvage it' situation, and (2) a go-around in high density altitude or with a rough engine is a marginal maneuver — brief it before you descend.
At KCLW, Runway 16's departure end (heading 155°) is dense development. A go-around with engine failure over that terrain is a collision with obstacles. Runway 34's departure end (heading 335°) is low-density development and open developed areas — better terrain. If you must go around, know which runway's departure environment is more forgiving. If the engine fails during the go-around, you need to know where to land.
Key lesson — In the Piper Archer, an unstable approach — high airspeed, steep descent, not configured — is a go-around trigger at 3 miles final, when you have altitude and options. Delaying the decision to 1 mile final or 500 ft AGL commits you to landing and removes the go-around option. At high density altitude (like 2,200 ft DA at KCLW), the Archer's climb performance is degraded — a go-around is more marginal than at sea level. Brief the go-around procedure (full throttle, pitch to climb, flaps to 0°, monitor engine) before you descend. If the engine roughens during the go-around climb, apply full carburetor heat immediately. Know the off-field environment off each runway end — dense development off Runway 16 is unforgiving; low-density development off Runway 34 is better. The first go-around decision, when you have altitude, is always the right one.
Debrief — teaching points
An unstable approach is a go-around trigger, not a salvage-it situation.
If you are 15+ knots fast, descending steeply, and not configured at 3 miles final, the approach is unstable. The correct response is a go-around — full throttle, pitch to climb attitude, flaps to 0°. A go-around at 1,200 ft AGL costs you 10 minutes and some fuel. A delayed go-around at 500 ft AGL or a botched landing costs you the airplane or your life. The Piper Archer is heavier and faster than a Warrior — it floats more and eats runway faster. A fast approach in an Archer is not recoverable with a slip or a long landing; it is a go-around.
Vref in the Archer is 66 KIAS — know it and fly it.
Approach speed (Vref) for the PA-28-181 is 66 KIAS. This is the speed at which the airplane is stable on descent, flares predictably, and touches down in the first 1,500 ft of runway. Being 15 knots fast (81 KIAS) at 3 miles final is a red flag. Being 10 knots fast at 1 mile final is a problem. Fly Vref from 1,000 ft AGL to touchdown. If you are fast, go around.
High density altitude degrades climb performance — a go-around is more marginal.
At KCLW on a hot, humid Florida afternoon, density altitude is roughly 2,200 ft. This means the Archer climbs as if it is at 2,200 ft elevation, not 71 ft. Climb performance is degraded. A go-around at high DA requires more runway and more time to climb to pattern altitude. If you must go around, do it early — at 1,200 ft AGL, not 500 ft AGL. Brief the go-around procedure before you descend: full throttle, pitch to climb attitude, flaps to 0°, monitor the engine for carb ice or roughness during the climb.
Carburetor ice can form during a go-around climb in warm, moist air.
The Archer's Lycoming O-360-A is carbureted. At high power during a go-around climb in warm, moist air (like a Florida afternoon), carburetor ice can form. The symptom is engine roughness and a dropping tachometer. If the engine roughens during the go-around climb, apply full carburetor heat immediately. The RPM will drop briefly as heat melts ice, then recover. Do not reduce power or turn back to land — apply carb heat and continue the climb.
Know the off-field environment off each runway end.
Off Runway 16's departure end (heading 155°), the off-field environment is dense development — buildings, roads, trees. A forced landing in this environment is a collision with obstacles. Off Runway 34's departure end (heading 335°), the off-field environment is low-density development and open developed areas (parks, large lots) — better terrain. If you must go around and the engine fails, you need to know where to land. At KCLW, Runway 34's departure environment is more forgiving than Runway 16's.
The fuel selector in the Archer is LEFT/RIGHT with no BOTH position.
The PA-28-181 has a LEFT/RIGHT fuel selector with no BOTH position. Fuel starvation from not switching tanks is a real risk on extended flights. You switched from LEFT to RIGHT 30 minutes into this flight — correct procedure. But if you had forgotten to switch, or if the RIGHT tank was contaminated or empty, the engine would have quit during the go-around climb. Know your fuel status and switch tanks on schedule.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 overrun / delayed go-around decision, high density altitude, excessive approach airspeed) and ERA24LA369 (2024 PA-28-181 go-around engine loss / collision with trees). Both real events occurred at other airports — NOT at Clearwater Air Park. Localized to KCLW to make the off-field environment and runway constraints real for this student.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.VIII.A — Approaches and Landings · PA.VIII.B — Go-Around / Rejected Landing · PA.I.H — Human Factors
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.
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