Go-Around Decision at Lakeland
A destabilized approach, a go-around call, and the critical seconds that follow — energy management and runway awareness in a slippery DA40
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, on a visual approach in VFR conditions. Elevation 142 ft MSL; the runway is essentially at sea level.
It is a hot, humid Florida afternoon in late July: OAT 32°C, dew point 24°C, altimeter 29.89. Density altitude is approximately 2,100 ft — well above field elevation. Scattered clouds at 3,500 ft, visibility 10 SM. Wind is 110° at 12 knots, gusting to 18 — a 20° crosswind to Runway 10 (true heading 90°). Not extreme, but it requires attention.
You are a commercial pilot with 450 hours total, 120 hours in the DA40. You are on an instructional flight with a CFI in the right seat — a proficiency check flight. You are flying the approach to Runway 10 from the south, descending through 1,200 ft MSL on a 5-mile final. The approach is not stable: you are 200 ft high on the glide path, drifting slightly left of centerline, and the airspeed is 78 KIAS — 8 knots above Vref (70 KIAS). The DA40 is a slippery airplane; it floats in ground effect, and you are carrying energy.
Aircraft: Diamond DA40, solo (you and CFI), 2,400 lb (near gross), within limits. Fuel selector is set to RIGHT (you have 30 gal remaining, plenty). Constant-speed prop is set to 2,000 RPM (cruise setting). Flaps are at 15° (approach). The airplane is configured for landing, but the approach is not stable.
Runway 10 is 8,500 ft long — plenty of runway for a normal landing or a go-around. The off-field environment off Runway 10's departure end (heading 90°) is marginal: low-density development, open developed areas (parks/large lots), and some dense development. Off Runway 28 (the reciprocal, heading 270°) is poor: medium development, evergreen forest, and low-density development. You are landing Runway 10 (the better off-field option), but you are not stable.
The CFI is watching. The decision to go around or continue is yours to make — but it must be made now, at 1,200 ft MSL on a 5-mile final, while you have altitude and energy.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about go-around decision-making and energy management in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB GAA19CA582 (2019): A Diamond DA40 on an instructional flight experienced a loss of control during an aborted go-around when the pilot cut power and applied brakes with insufficient runway remaining. The pilot initiated a go-around, then decided to abort it and land on the remaining runway. The airplane was not configured for landing (flaps still at approach), the runway was insufficient, and the pilot lost control during the abort. The accident resulted from the pilot's decision to abort a go-around with insufficient runway remaining to safely stop the airplane.
NTSB GAA19CA409 (2019): A Diamond DA40 on an instructional flight drifted left of the runway during landing in crosswind conditions and struck a runway edge light during a go-around. The pilot receiving instruction failed to maintain the runway heading and bank control in the crosswind. The go-around was initiated, but the airplane drifted left and struck the light. The accident resulted from the pilot's failure to maintain runway heading and bank control during landing in crosswind conditions.
NTSB GAA19CA431 (2019): A Diamond DA40 stalled during a go-around attempt on a short grass runway in high-density altitude conditions. The pilot delayed the go-around decision and the aircraft floated. When the go-around was finally initiated, the airplane was too low and the climb performance was insufficient in the high-density-altitude conditions. The airplane stalled. The accident resulted from the pilot's delayed decision to go around in high-temperature and high-density altitude conditions and his exceedance of the airplane's critical angle of attack.
The consistent thread across all three accidents: go-around decisions and execution in the DA40 are critical. The airplane is slippery and floats in ground effect — an unstable approach that is not corrected early will result in a float and a long landing. A go-around initiated late (at 500 ft AGL or below) in high-density-altitude conditions is marginal on climb performance. A go-around that is aborted or mismanaged (turning back to the runway at low altitude, not maximizing climb performance, not retracting flaps) can result in loss of control or runway excursion.
At KLAL, the off-field environment off Runway 10's departure end (heading 90°) is marginal: low-density development, parks, and some dense development. A go-around that does not climb properly or a turn back to the runway at low altitude puts the airplane over this marginal terrain. The field's dominant accident pattern is LOSS_OF_CONTROL_INFLIGHT (23.7%), LOSS_OF_CONTROL_GROUND (19.4%), and FORCED_LANDING (17.2%) — all consistent with go-around and approach accidents.
The real accidents cited above occurred at other airports and in other instructional flights — NOT at KLAL. However, the scenario is localized to KLAL to make the off-field environment real and consequential for you as a student here. The lesson is universal: recognize an unstable approach early, go around or correct before 500 ft AGL, and if you do go around, maximize climb performance and focus on altitude — not on turning back to the runway immediately.
Key lesson — In the DA40, an unstable approach must be corrected or abandoned early — before 500 ft AGL. The airplane is slippery and floats in ground effect; carrying extra speed or altitude will result in a long landing or a float. A go-around initiated late in high-density-altitude conditions is marginal on climb performance. Maximize climb performance (prop to 2,500 RPM, flaps to 0° once you have a positive climb rate, pitch for Vy at 66 KIAS) and focus on altitude — not on turning back to the runway immediately. The CFI is watching; the decision to go around or continue is yours to make, and it must be made early.
Debrief — teaching points
A stable approach is defined by specific criteria — and an unstable approach requires action.
The FAA defines a stable approach as being within ±500 ft altitude, ±50 ft lateral, and ±10 kt airspeed by 500 ft AGL. An approach that is 200 ft high, 8 kt fast, and drifting left at 1,200 ft MSL is unstable. The correct action at 1,200 ft MSL on a 5-mile final is either to go around or to correct the approach aggressively. Waiting until 500 ft AGL to decide is waiting too long. The DA40 is slippery; it floats in ground effect. Carrying extra speed or altitude will result in a long landing or a float.
The DA40 floats — energy management on approach is critical.
The DA40's composite airframe and slippery design mean it floats in ground effect. An approach that is high or fast will result in a long landing. The correct approach speed is Vref (70 KIAS) and the correct glide path is the standard 3° descent. Deviations from these must be corrected early — before 500 ft AGL. If you are high and fast at 500 ft AGL, a go-around is the safest option. If you continue, expect to land long and use a significant portion of the runway.
A go-around in high-density-altitude conditions requires aggressive energy management.
At KLAL on a hot day, density altitude can be 2,100 ft or higher. This reduces climb performance significantly. A go-around in high-density-altitude conditions requires full power, prop to 2,500 RPM (constant-speed prop management), and flaps retracted to 0° as soon as you have a positive climb rate. Pitch for Vy (66 KIAS) to maximize climb performance. Do not reduce power or add flaps during the go-around — that will reduce climb performance and put you in a marginal situation.
The constant-speed prop must be managed actively during a go-around.
The DA40 has a constant-speed prop. During a go-around, advance the prop to 2,500 RPM for maximum climb performance. During cruise or approach, the prop is typically at 2,000 RPM. Do not leave the prop at 2,000 RPM during a go-around — that will reduce climb performance. Active prop management is a critical skill in the DA40.
A go-around initiated late (at 500 ft AGL or below) is marginal — especially in high-density-altitude conditions.
If you delay the go-around decision until 500 ft AGL, you are now in a marginal situation. Climb performance in high-density-altitude conditions is reduced. The off-field environment (marginal terrain, dense development) is close. The correct action is to pitch for maximum climb (66 KIAS, Vy), retract flaps as soon as you have a positive climb rate, and focus on altitude — not on turning back to the runway immediately. A turn at 500 ft AGL in a marginal go-around can result in loss of control.
Crosswind landings in the DA40 require active bank and rudder control.
A 20° crosswind to the runway (110° wind, Runway 10 heading 90°) requires active bank and rudder control on approach and landing. The DA40 is responsive to control inputs. Maintain runway heading with coordinated bank and rudder. If you are drifting left of centerline, correct with right bank and right rudder. A go-around in a crosswind is a critical maneuver — pitch for climb, manage the crosswind, and focus on altitude.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 go-around abort with insufficient runway), GAA19CA409 (2019 DA40 crosswind go-around and runway light strike), and GAA19CA431 (2019 DA40 stall during go-around in high-density altitude). Anonymized and localized to KLAL.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431
ACS tasks: PA.V.A — Approach and Landing · PA.V.B — Go-Around / Rejected Landing · PA.V.C — Crosswind Approach and Landing · PA.I.H — Human Factors · PA.II.D — Flight Controls
Relevant FARs: §91.3 · §91.13 · §91.121
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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