Go-Around Decision at Density Altitude
A destabilized approach, a late go-around call, and the Archer's climb performance in hot-and-high conditions — decision and execution matter equally
The scenario
Departing St. Petersburg Clearwater International Airport (KPIE), Pinellas Park, FL — Runway 22, a 6,000-foot asphalt runway. Elevation 11 ft MSL. You are a Private pilot with 180 hours total time, current and proficient. This is your second visit to KPIE; you know the field from a previous flight with your CFI.
It is a hot, humid Florida summer afternoon: OAT 32°C, dew point 24°C, altimeter 29.89. Scattered clouds at 3,500 ft, visibility 10 SM. The density altitude at KPIE is approximately 3,200 ft — the airplane will perform as if it is at 3,200 ft elevation, not 11 ft. The Piper Archer (PA-28-181) is a 180-hp, fixed-gear, fixed-pitch airplane with a carbureted Lycoming O-360. It is not a climber in hot-and-high conditions.
You are inbound from a 45-minute local flight, fuel is adequate, and you are cleared for a straight-in approach to Runway 22. The tower is active (it is 1430 local; tower operates 0600–2300). You are in Class D airspace; above 1,600 ft MSL is Tampa Class B.
On short final to Runway 22, you are at 500 ft AGL, 1.5 nm from the runway. The approach has been stable until now, but you notice the descent rate is shallower than planned — you are floating. The airplane is carrying extra energy. You are at 75 KIAS on short final (Vref is 66 KIAS for the Archer). The runway is ahead; it looks long enough. You have not yet called 'stabilized' to yourself. The tower has not asked for a go-around.
Aircraft: Piper PA-28-181 Archer, solo, within weight and balance, fuel adequate. Carbureted Lycoming O-360, 180 hp, fixed-pitch prop, fixed gear, steam panel. Carburetor heat is OFF (you applied it during descent to prevent carb ice in the humid conditions, then turned it off on short final to restore full power for the approach).
Pilot: you — Private, 180 hours, current. You have landed at KPIE once before with your CFI. You are comfortable with the airplane but have not practiced go-arounds in high-density-altitude conditions. You are task-saturated on short final — managing descent, airspeed, and the approach.
- {'label': 'Field', 'value': 'KPIE · St. Petersburg Clearwater'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '11 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we enter the decision tree — what do you know about go-around decision-making and the Archer's climb performance in high-density-altitude conditions? (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 carried excessive airspeed on final approach, floated down the runway, and failed to execute a go-around. 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, but the airplane was destroyed.
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 — a go-around initiated at low altitude in marginal climb conditions, followed by an engine loss — is consistent with a stall/loss-of-control event during the climb.
The common thread: in both accidents, the go-around decision was either delayed (CHI05CA208) or initiated too late with insufficient altitude and climb performance (ERA24LA369). In the Piper Archer at high density altitude, the climb performance is limited. A go-around initiated at 500 ft AGL gives the pilot time and altitude to manage the climb. A go-around initiated at 50 ft AGL, over obstacles, in high-density-altitude conditions, is a trap.
At KPIE, the off-field environment off Runway 22's departure end (heading 220°) is dense development — not open fields or water. An engine failure or loss of control during a low-altitude go-around over that development is catastrophic. The runway is 6,000 ft long — long enough for a stable approach and landing, and long enough for a go-around at 500 ft AGL. The decision window is clear: if the approach is unstable at 500 ft AGL, go around.
The real accidents cited above occurred at other airports and in other aircraft — NOT at KPIE. CHI05CA208 happened at Bird Field Airport, Missouri (a grass runway); ERA24LA369 happened at an unspecified location. The scenario is localized to KPIE to make the off-field environment real and consequential for you as a student here.
The consistent lesson: continuation bias — the tendency to continue an unstable approach rather than execute a go-around — is a major factor in runway-overrun and loss-of-control accidents. The go-around is not a failure; it is airmanship. The failure is the delay.
Key lesson — In the Piper Archer at high density altitude, climb performance is limited. A go-around decision must be made at 500 ft AGL, when the approach is unstable — not at 200 ft, not on the runway, and not after touchdown. Continuation bias — the tendency to 'make it work' — is the trap. The runway will be there for another approach. Off Runway 22 at KPIE, the off-field environment is dense development; an engine failure or loss of control during a low-altitude go-around is catastrophic. Recognize instability early, execute the go-around at 500 ft AGL, and land on the second approach.
Debrief — teaching points
High density altitude erodes the Archer's climb performance significantly.
At KPIE on a hot, humid Florida afternoon (OAT 32°C, dew point 24°C), the density altitude is approximately 3,200 ft. The Piper Archer will perform as if it is at 3,200 ft elevation, not 11 ft. Climb rate is reduced, takeoff distance is increased, and landing distance is increased. A go-around initiated at 50 ft AGL in these conditions may not produce enough climb rate to clear obstacles. The go-around decision must be made at 500 ft AGL, when there is altitude to work with.
Floating on short final is a sign of an unstable approach.
If you are carrying excess airspeed or energy on short final and the descent rate is shallower than planned, the approach is unstable. Floating means you will touch down long on the runway. In the Archer, a 9-knot excess in approach speed (75 KIAS instead of 66 KIAS) increases landing distance significantly. Recognize the float early — at 500 ft AGL — and execute a go-around rather than trying to salvage the approach.
The go-around decision window is 500 ft AGL.
If the approach is unstable at 500 ft AGL, go around. This is the altitude at which you have enough time and altitude to execute a safe go-around in the Archer, even at high density altitude. A go-around at 400 ft AGL is still safe. A go-around at 200 ft AGL is marginal. A go-around at 50 ft AGL, over obstacles, is a trap. Make the decision early.
Continuation bias is the enemy of go-around decisions.
Continuation bias — the tendency to continue an unstable approach rather than execute a go-around — is a major factor in runway-overrun and loss-of-control accidents. You tell yourself: 'The runway is long enough,' 'I can make it work,' 'I am close enough.' These thoughts are the trap. The runway will be there for another approach. The go-around is not a failure; it is airmanship. NTSB CHI05CA208 is a textbook example: the pilot continued an unstable approach, overran the runway, and struck a utility pole. The go-around at 500 ft AGL would have prevented the accident.
Carburetor heat is part of the go-around procedure in the Archer.
During a go-around, you apply full throttle, pitch for Vy (76 KIAS), and retract flaps. You also apply carburetor heat (ON) to prevent carburetor ice during the climb. The Archer's carbureted Lycoming O-360 is susceptible to carb ice, especially in humid conditions. Carburetor heat reduces engine efficiency slightly, but it is necessary during the climb to prevent ice formation. Include it in your go-around procedure.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 runway overrun / delayed go-around decision, high density altitude) and ERA24LA369 (2024 PA-28-181 go-around engine loss / loss of control). Localized to KPIE with field-specific off-field environment and density altitude.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.III.A — Approach and Landing · PA.III.B — Go-Around / Rejected Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.103
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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