Float and Overshoot at Albert Whitted
A Cessna 182's excess approach energy, a short runway, and the decision to go around — or press on
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, 3,676 feet of asphalt. You are a Commercial pilot with a high-performance endorsement, current in the Cessna 182 Skylane. Today is a personal flight: a touch-and-go at KSPG, then a short hop to a nearby field.
It is a warm, humid Florida afternoon in late May: OAT 31°C, dew point 24°C, altimeter 29.88. Scattered clouds at 3,500 ft, visibility 10 SM. The field elevation is 7 ft MSL. Density altitude is approximately 2,200 ft — well above field elevation. The Cessna 182 is a high-performance, nose-heavy airframe; it carries energy, and density altitude erodes climb performance noticeably.
You are inbound from the north on a 5-mile final to Runway 07. The tower (part-time, open until 2100 local) has cleared you to land. Wind is 070° at 4 knots — nearly aligned with the runway. You are at 1,000 ft AGL, descending at a normal rate. The approach feels stable.
Aircraft: Cessna 182 Skylane, solo, 1,800 lb gross weight, within limits. Continental O-470 carbureted engine, 230 hp, constant-speed prop, cowl flaps, steam panel, fixed gear. You have 3,676 feet of runway ahead. Runway 07's climb-out environment is open water (Tampa Bay); Runway 25's climb-out environment is dense development.
Pilot: You — a Commercial pilot, roughly 800 hours total, 120 hours in the C182. You are current and proficient. This is your second landing in the C182 this month. You have not flown into KSPG in over a year; the field is familiar but not routine. You are eager to complete the touch-and-go and move on to the next stop.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 ft'}
- {'label': 'Aircraft', 'value': 'C182'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about the Cessna 182's landing characteristics and the risks of a high-density-altitude approach to a short runway? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA113 (2021): A Cessna 182 on a personal flight experienced a bounced landing and runway excursion when the pilot failed to properly recover from the bounce. The bounce resulted in nose-wheel separation and a nose-over. The probable cause was the pilot's improper recovery from the bounced landing. The accident occurred at a different airport, not KSPG.
NTSB WPR20CA269 (2020): A Cessna 182 landed hard more than halfway down the runway, bounced, and the pilot delayed the go-around decision until insufficient runway remained. The airplane departed the runway and collided with trees. The probable cause was the pilot's decision to continue an unstable approach and delayed go-around. This accident occurred at a different airport.
NTSB CEN21LA055 (2020, FATAL): A Cessna 182R landed on the wrong runway despite radio calls from other pilots. The aircraft overran the runway and struck power lines. The probable cause was the pilot's decision to continue an unstabilized approach and delayed go-around decision. Contributing factors included inaccurate wind direction reporting. This accident occurred at Rockwall Municipal Airport, not KSPG.
NTSB CEN26LA122 (2026): A Cessna 182 on a personal touch-and-go landing touched down with insufficient runway remaining due to an unstabilized approach and excessive speed. The pilot applied maximum braking but the aircraft went through a ditch and struck a fence. The probable cause was the pilot's failure to establish a stabilized approach and failure to execute a go-around. This accident occurred at a different location.
NTSB ERA25LA358 (2025): A Cessna 182 overran the runway after landing more than halfway down a 3,100-foot surface in calm winds. The probable cause was the pilot's failure to obtain the proper touchdown point. This accident occurred at a different airport.
The consistent thread across all these accidents: the Cessna 182 is a high-energy, nose-heavy airplane. It carries energy on approach, floats easily if the approach is not stabilized or if the pilot carries excess speed, and bounces if the flare is flat or late. The decision to go around is often delayed until insufficient runway remains. At KSPG, Runway 07 is 3,676 feet — short for a C182 in high density altitude. A late touchdown or bounce leaves little margin. The go-around is always available; the runway is not.
None of these real accidents occurred at Albert Whitted Airport (KSPG). KSPG's own accident history (LOSS_OF_CONTROL_INFLIGHT 20%, FORCED_LANDING 16.4%, DITCHING 12.7%) reflects the field's water-surrounded geography and the challenges of short-runway operations in a high-performance airplane. The scenario is localized to KSPG to make the runway length, density altitude, and off-field environment (open water off Runway 07) real and consequential for you as a student here.
Key lesson — The Cessna 182 is a high-energy, nose-heavy airplane. It carries energy on approach and floats easily if the approach is not stabilized or if the pilot carries excess speed. On a short runway (3,676 feet) in high density altitude (2,200 ft), a late touchdown or bounce leaves little margin for error. The go-around is always available; the runway is not. Stabilize early, maintain Vref (60 KIAS) on short final, and execute a smooth flare. If the approach is unstable at any point, go around. Off Runway 07 at KSPG, the off-field environment is open water — an engine failure on go-around would be a ditching. Know this before you line up.
Debrief — teaching points
The Cessna 182 is a high-energy, nose-heavy airplane — it carries energy on approach.
The C182 is 230 hp, constant-speed prop, heavier and faster than a 172. It carries more energy on approach and floats more easily if the approach is not stabilized or if the pilot carries excess speed. The nose-heavy design means that a flat or late flare results in a bounce — the mains touch, the nose comes up, and the airplane bounces back into the air. At low altitude with a bounced landing, recovery is marginal. Recognize the C182's energy state early and address it: stabilize at Vref (60 KIAS) on short final, maintain that speed through the descent, and execute a smooth flare. Do not carry excess speed into the landing phase.
Vref (short-field approach) is 60 KIAS — this is the speed to fly on short final.
Vref for the C182 is 60 KIAS (short-field, power-off approach). This is the speed that minimizes float distance and maximizes glide stability. Exceeding Vref on short final increases float distance and reduces margin for error. If you are fast on final, slow down early while you have altitude and time. A 5-knot excess speed on a 3,676-foot runway in high density altitude is not trivial — it extends your float distance and reduces your touchdown margin. Stabilize at Vref and maintain it through the descent.
High density altitude erodes climb performance — a go-around from low altitude is marginal.
At KSPG on a warm, humid afternoon, density altitude is approximately 2,200 ft. This means the C182 performs as if it were at 2,200 ft elevation, not 7 ft. Climb performance is noticeably reduced. A go-around initiated at 100 ft AGL in high density altitude is workable but marginal — you will climb, but slowly. The best rate of climb (Vy) is 80 KIAS; at that speed, the C182 will climb at a better rate than at 60 KIAS. However, accelerating to 80 KIAS from 100 ft AGL requires a brief descent to build speed — you are very low. The go-around is always available, but it is not a comfortable option from 100 ft AGL in high density altitude. This reinforces the need to stabilize the approach early and execute a smooth landing.
A bounced landing is a go-around decision — do not try to recover the bounce.
If the C182 bounces on landing (mains touch, nose comes up, airplane bounces back into the air), the correct response is an immediate go-around. Do not try to recover the bounce by reducing power and pitching down to land again. A second landing from a bounce is often harder than the first, and the runway is running out. Apply full power, retract flaps to 20° (approach flaps), and climb out. The go-around is the safe option.
Runway 07 at KSPG is 3,676 feet — short for a C182 in high density altitude.
For a C182 at gross weight (2,950 lb) in high density altitude (2,200 ft), a 3,676-foot runway is short. A late touchdown or bounce leaves little margin for error. The landing distance required (LDR) for a C182 in these conditions is approximately 2,000–2,200 feet. A touchdown at 1,800 ft down the runway leaves only 1,800 feet of runway remaining — marginal for a hard landing and braking. Know the runway length and your landing distance required before you line up. If the approach is unstable or late, go around.
Off Runway 07 at KSPG, the off-field environment is open water — a go-around failure is a ditching.
Runway 07's climb-out environment (heading 062°) is open water — Tampa Bay. If the engine fails on a go-around initiated at 100 ft AGL, the outcome is a ditching in the bay, not a field landing. This is the geographic reality. Best glide is 70 KIAS. Doors unlatched before water contact. Master off just before impact. Flaps for slowest possible touchdown speed. Know this before you line up on Runway 07. If you are uncomfortable with the go-around risk, use Runway 25 (climb-out over dense development) or request a different runway.
Built from the real accident record
Scenario built from NTSB ERA21LA113 (2021 C182 bounced landing / nose-wheel separation), WPR20CA269 (2020 C182 hard landing / delayed go-around / tree strike), CEN21LA055 (2020 C182 unstabilized approach / power-line strike), CEN26LA122 (2026 C182 insufficient runway / ditch strike), ERA25LA358 (2025 C182 late touchdown / overrun), ERA25LA325 (2025 C182 takeoff excursion / crosswind), and ERA25LA322 (2025 C182 soft-field abort / overrun). Localized to KSPG.
NTSB reports: ERA21LA113 · WPR20CA269 · CEN21LA055 · CEN26LA122 · ERA26LA116 · ERA25LA358 · ERA25LA325 · ERA25LA322
ACS tasks: PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §61.63
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
Open the interactive scenario →All sample scenarios · More Cessna 182 Skylane scenarios · More scenarios at KSPG