Go-Around Decision at Lakeland
A destabilized approach, an obstacle on the runway, and the critical moment when a pilot must commit to a go-around — or accept the consequences of pressing on
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, on a personal flight. Elevation 142 ft MSL; the runway is essentially at sea level. You are approaching to land after a 1.5-hour flight from the north.
It is a hot, humid Florida afternoon in late July: OAT 34°C (93°F), dew point 24°C, altimeter 29.89. Scattered clouds at 3,500 ft, visibility 10 SM. The density altitude at KLAL is approximately 2,800 ft — the airplane will perform as if it is at 2,800 ft elevation, not 142 ft. This erodes climb performance and increases landing distance.
You are on a 3° glide slope to Runway 10 (true heading 90°), 2 nm out, at 1,200 ft AGL. The tower has cleared you to land. You are configured for landing: flaps 20°, gear fixed (it is always fixed on the Archer), airspeed 90 KIAS on the approach. The runway is 8,500 ft long — plenty of runway for a normal landing.
At 500 ft AGL, 1 nm from the runway threshold, you see movement on the runway. A deer has wandered onto the pavement, roughly 1,500 ft down the runway from the threshold. It is standing in the left third of the runway, not moving. The tower has not called it out — they may not have seen it.
Aircraft: Piper PA-28-181 Archer, solo, 2,400 lb (within limits). Lycoming O-360-A, 180 hp, carbureted, fixed-pitch prop, fixed gear. Steam panel, vacuum instruments. Fuel selector on RIGHT tank (you switched to RIGHT 30 minutes ago; LEFT tank has 15 gallons, RIGHT has 22 gallons).
Pilot: you — a Private pilot, current, roughly 250 hours total. You have 12 hours in the Archer; this is your third landing at KLAL. You are familiar with the runway and the airport. You did not brief a go-around procedure before this approach.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about go-around procedures in the PA-28-181 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 overran a grass runway and struck a utility pole during landing at Bird Field Airport, Missouri. 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 pressed on with an unstable approach and did not commit to a go-around until it was too late.
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. The engine lost power during the climb, and the aircraft collided with trees. The probable cause has not been determined, but the sequence — a go-around initiated at low altitude, followed by an engine failure during the climb — suggests either a fuel starvation issue (the PA-28-181 has LEFT / RIGHT fuel selector with no BOTH position) or a carburetor ice event in the climb.
The critical difference between the two accidents: in CHI05CA208, the pilot did NOT go around when he should have. In ERA24LA369, the pilot DID go around, but the engine failed during the climb. The lesson is two-fold: (1) commit to a go-around early when an obstacle appears on the runway, and (2) ensure the engine is healthy and the fuel system is properly managed before initiating the go-around.
At KLAL, Runway 10 is 8,500 ft long — plenty of runway for a normal landing. The off-field environment off Runway 10's departure end (heading 90°) is marginal — mostly low-density development, open developed areas (parks/large lots), and dense development. An engine failure on the Runway 10 departure at low altitude would be a forced landing in a developed area, not a ditching or a clear field.
The real accidents cited above occurred at other airports and in other aircraft — NOT at KLAL. The scenario is localized to KLAL to make the runway environment and the off-field reality consequential for you as a student here. The density altitude at KLAL on a hot summer day is significant — it erodes climb performance and increases landing distance. A go-around at high density altitude requires immediate action and careful energy management.
The consistent thread across both accidents: the go-around decision is binary and time-critical. At 500 ft AGL, you have seconds to decide. If you press on with an unstable approach, you lose the altitude and energy to recover. If you go around, you must be prepared for the climb in high-density-altitude conditions and ensure the engine and fuel system are healthy. There is no middle ground.
Key lesson — At 500 ft AGL on approach, an obstacle on the runway demands an immediate go-around decision. The PA-28-181 at high density altitude (2,800 ft at KLAL on a hot day) will climb at roughly 500 fpm with full power and flaps retracted. Commit to the go-around early, push the throttle to full power, establish a climb at 76 KIAS (best glide / climb speed), and retract flaps in stages. Do not press on with an unstable approach — the runway is long enough to land clear of the obstacle, or you go around. There is no third option. Ensure the fuel selector is on the correct tank and the engine is healthy before you need the climb performance.
Debrief — teaching points
The go-around decision is binary and time-critical.
At 500 ft AGL on approach, you have roughly 30 seconds of decision time before altitude becomes critical. An obstacle on the runway — a deer, a vehicle, another aircraft — demands an immediate decision: go-around or land on the remaining runway. There is no time to debate. If you commit to a go-around, push the throttle to full power immediately and establish a climb at 76 KIAS (best glide / climb speed). If you commit to landing, aim for the clear portion of the runway and accept the longer landing distance. Do not waffle — the indecision is what kills pilots.
High density altitude erodes climb performance significantly.
At KLAL on a hot summer day (OAT 34°C, dew point 24°C), the density altitude is approximately 2,800 ft. The Archer will climb at roughly 500 fpm with full power and flaps retracted — much slower than the sea-level climb performance of 700+ fpm. A go-around at high density altitude requires immediate action and careful energy management. You must establish the climb at 76 KIAS (best glide / climb speed), retract flaps in stages (not all at once), and monitor the climb rate. If the climb rate is marginal, you may need to request a different runway or divert to a nearby airport.
Flaps must be retracted in stages during a go-around, not all at once.
Retracting full flaps suddenly can cause a pitch-up and a loss of airspeed — exactly what you do not need during a go-around at low altitude. Retract flaps from 20° to 10° as you climb through 300 ft AGL, then from 10° to 0° as you climb through 500 ft AGL. This staged approach maintains airspeed and a stable climb. The Archer's maximum flap-extended speed is 102 KIAS; at 76 KIAS, you are well below that, so retracting flaps in stages is safe and smooth.
The PA-28-181 fuel selector has no BOTH position — fuel starvation is a real risk.
The PA-28-181 has LEFT / RIGHT fuel selector with no BOTH position. If you forget to switch tanks on a longer flight, you can starve the engine of fuel. In this scenario, you switched to the RIGHT tank 30 minutes ago; the RIGHT tank has 22 gallons and the LEFT tank has 15 gallons. If you initiate a go-around and the engine fails during the climb, fuel starvation from not switching tanks is a possible cause. Before every flight, brief your fuel-switching plan: switch tanks every 30 minutes, or every 45 minutes if you are disciplined. Monitor the fuel gauges and the engine instruments. If the engine runs rough during a go-around, check the fuel selector immediately.
An unstable approach at low altitude is a trap — commit to a go-around early.
If you are high, fast, or steep on approach, the instinct is to press on and 'salvage' the approach. This is the trap. At 500 ft AGL, you do not have the altitude to recover from an unstable approach. If you are high and fast, go around. If you are steep and fast, go around. If you are not stabilized by 500 ft AGL, go around. The runway is not going anywhere — you can always come back and try again. The NTSB CHI05CA208 pilot pressed on with an unstable approach and overran the runway. The lesson is simple: if you are not stable by 500 ft AGL, go around.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 runway overrun, delayed go-around decision, high density altitude, obstacles) and ERA24LA369 (2024 PA-28-181 go-around engine loss during climb). Localized to KLAL.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.III.C — Approach and Landing · PA.III.D — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency 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.
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