Rough Running on the Go-Around
Partial power loss during a go-around in a high-performance Cessna 182 — workload, density altitude, and off-field reality collide
The scenario
Departing St. Petersburg Clearwater International Airport (KPIE), Pinellas Park, FL — Runway 18, approaching for landing after a 1.5-hour local flight. Elevation 11 ft MSL. You are a commercial pilot with a high-performance endorsement, current in the Cessna 182 Skylane, roughly 800 hours total time.
It is a warm, humid Gulf Coast afternoon in late spring: OAT 31°C, dew point 24°C, altimeter 29.89. Scattered clouds at 2,500 ft, light rain shower visible to the southeast. Visibility 8 SM. The density altitude is approximately 2,200 ft — the airplane will perform as if it is 2,200 ft above sea level, not 11 ft. This erodes climb performance significantly.
You are on final approach to Runway 18 (true heading 171°), 400 ft AGL, 70 KIAS (Vref — approach speed for short-field landing), descending at 300 ft/min. The runway is made; the landing is assured. The tower is active (current time is 1400 local, within 0600–2300 operating hours). You are in Class D airspace.
Aircraft: Cessna 182 Skylane, solo, full fuel, within limits. Continental O-470 carbureted engine, constant-speed propeller, cowl flaps open for cooling. The airplane is airworthy; nothing was written up. You have logged 12 hours in the C182 (high-performance endorsement current). The workload in the 182 is higher than in a 172: prop pitch management, cowl flaps, and the heavier, faster airframe require active attention.
Pilot: You are current and proficient, but this is a busy approach. You are hand-flying, managing the descent, and monitoring the engine. The tower has not issued a go-around; the landing is stable. Then, at 300 ft AGL on short final, the engine begins to run rough. The tachometer is unwinding. Power is noticeably down.
- {'label': 'Field', 'value': 'KPIE · St. Petersburg Clearwater'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '11 ft'}
- {'label': 'Aircraft', 'value': 'C182'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you know about the Cessna 182's high-performance systems and the go-around decision at low altitude? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN21LA002 (2020): A Cessna 182 on approach to landing experienced a partial loss of engine power during a go-around attempt on final approach. The pilot made a forced landing in a corn field. The reason for the partial loss of engine power could not be determined, though carburetor icing was possible. The pilot survived; the aircraft was substantially damaged.
NTSB CEN26LA009 (2025): A Cessna 182RG (retractable-gear variant) experienced engine problems during cruise including unresponsive propeller pitch control, rough running, and total oil pressure loss. The pilot executed a forced landing on a road. The probable cause was not determined; the aircraft was retained for further examination. This case illustrates the complexity of high-performance Cessna engine systems — propeller control, oil cooling, and engine management are all interrelated.
NTSB WPR25LA292 (2025): A Cessna 182N on a personal flight experienced reduced engine power on approach that could not be restored. The pilot executed an emergency landing on a divided highway with partial power. The left wing struck a tree during landing roll, causing the aircraft to veer left, exit the roadway, and nose over. The pilot survived but the aircraft was destroyed.
The local environment at KPIE makes this scenario consequential: Off Runway 18's departure end (heading 171°), the off-field environment is mostly medium development with some open parks — a forced landing there is difficult but possible. Off Runway 36's departure end (heading 351°), the off-field environment is open water and open parks — an engine-out off that end is a ditching. The density altitude at KPIE on a warm, humid Gulf Coast afternoon can exceed 2000 ft, significantly eroding the C182's climb performance.
The real accidents cited above occurred at other airports and in other aircraft — NOT at St. Petersburg Clearwater International Airport. KPIE has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_INFLIGHT 21.2%, LOSS_OF_CONTROL_GROUND 15.2%, STALL_SPIN 12.1%), but these specific NTSB cases happened elsewhere. The scenario is localized to KPIE to make the off-field environment and density altitude real and consequential for you as a pilot here.
The consistent thread across all these events: partial power loss in the C182 is insidious. It can occur at any phase of flight, including on approach and during go-around. The first symptom is often engine roughness and a dropping tachometer. The C182's carbureted Continental O-470 is susceptible to carburetor icing in warm, moist conditions — the same conditions that affect the Lycoming in a 172. The fix — full carburetor heat, immediately, at the first sign of roughness — is simple. The failure is always a delay or a failure to diagnose.
Key lesson — In warm, moist Gulf Coast air, the C182's carbureted Continental O-470 can accumulate carburetor ice even at cruise power and above-freezing temperatures. Apply full carburetor heat at the first sign of engine roughness or unexplained RPM loss. At low altitude on approach or during a go-around, the decision window is measured in seconds — not minutes. The C182's high-performance systems (constant-speed prop, cowl flaps) add workload; the heavier airframe carries more energy and requires active management. Off Runway 36 at KPIE, the off-field environment is open water — a delayed response means a ditching, not a field landing. Off Runway 18, the environment is dense development — a forced landing there is difficult but possible.
Debrief — teaching points
Carburetor ice in the C182 forms in the same conditions as any carbureted engine — warm, moist air at reduced power.
The C182's Continental O-470 is carbureted, not fuel-injected. The FAA icing probability chart shows serious icing risk at glide power and moderate risk at cruise power in temperatures between roughly 20°C and 30°C with high relative humidity — exactly the Gulf Coast afternoon conditions at KPIE. The C182 does not have a boost pump or fuel injection; it has carburetor heat, just like a 172. The difference is workload: the 182 has a constant-speed prop and cowl flaps to manage, so the pilot's attention is divided. Carburetor heat is the only tool to clear ice once it forms.
The first symptom is subtle — a dropping tachometer and engine roughness — and it can occur at any phase of flight.
Carburetor ice first shows as engine roughness and an unexplained RPM decrease. This can happen on approach, during a go-around, or in cruise. The symptom is the same: rough running and a tachometer that is unwinding. In a high-workload phase like an approach or go-around, the pilot's attention is divided between flying the airplane, managing the descent, and monitoring the engine. The early warning can be missed. Scan the tachometer as part of your regular instrument scan, especially in conducive conditions. On approach, the engine should be running smoothly; any roughness is a red flag.
Apply full carburetor heat — not partial — and expect an initial RPM drop.
When you apply carb heat to an iced carburetor, the RPM will drop further before it rises. This is expected and normal: the heat is melting ice and the resulting water is briefly disrupting combustion. Do not remove carb heat when the RPM drops — that is the heat working. Hold it full on. The RPM will recover as the ice clears, typically within 15–30 seconds depending on ice accumulation. Partial carb heat can worsen the situation by partially melting ice into water ingestion without fully clearing the restriction. In the C182, with its constant-speed prop, the RPM drop may be more pronounced because the prop is trying to maintain a set RPM — the ice is fighting the prop's pitch control.
A go-around at low altitude with partial power in high density altitude is marginal.
The C182 at KPIE on a warm, humid afternoon is operating at approximately 2200 ft density altitude. This means the airplane performs as if it is 2200 ft above sea level, not 11 ft. Climb performance is significantly eroded. A go-around from 300 ft AGL requires full power, a climb attitude, and immediate prop pitch to high RPM. If the engine is rough and power is not fully available, the climb rate is minimal — you may barely be climbing at all. At 60 KIAS (below Vy of 80 KIAS) with partial power in 2200 ft density altitude, the airplane is marginal. This is why addressing the engine problem (carburetor heat) during the go-around is critical — if you don't restore full power quickly, you may not climb out.
The C182's constant-speed prop and cowl flaps add workload — manage them proactively.
The C182 has a constant-speed propeller, not a fixed-pitch prop. This means you must manage prop pitch (RPM) actively. In descent, the prop should be in high RPM (full forward on the prop control) for engine cooling and responsiveness. Cowl flaps should be open for cooling in cruise and descent. If the engine is running rough, ensure the prop is in high RPM and the cowl flaps are open — these are the first steps to restore cooling and engine health. On approach, the prop should be in high RPM (full forward) to ensure quick response if you need to go around. Do not descend with the prop in low RPM — you will not have full power available if you need it.
At KPIE, the off-field environment drives the decision.
Off Runway 18's departure end (heading 171°), the off-field environment is mostly medium development with some open parks — a forced landing there is difficult but possible. Off Runway 36's departure end (heading 351°), the off-field environment is open water and open parks — an engine-out off that end is a ditching. If you are on approach to Runway 18 and the engine fails, a go-around or a landing on Runway 18 is the correct decision — the off-field environment is not an option. If you are on approach to Runway 36 and the engine fails, a go-around or a landing on Runway 36 is the correct decision — the water off Runway 36 is not an option. Know the off-field environment before you depart.
Built from the real accident record
Scenario built from NTSB CEN21LA002 (2020 C182 partial power loss on go-around, forced landing), CEN26LA009 (2025 C182RG engine roughness / propeller control loss), and WPR25LA292 (2025 C182N reduced power on approach, emergency landing). Anonymized and localized to KPIE.
NTSB reports: CEN21LA002 · CEN26LA009 · WPR25LA292
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.B — Engine Starting / Systems Preflight · PA.V.A — Preflight Inspection · PA.V.B — Cockpit Management
Relevant FARs: §91.3 · §91.13 · §91.185 · §61.31
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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