Destabilized on Short Final — Go-Around Decision at KSPG
A slippery DA40, a crosswind, and the critical moment when continuing becomes more dangerous than going around
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, approaching to land after a 1.5-hour local flight. Elevation 7 ft MSL. You are a Commercial pilot with roughly 450 hours total time, 120 hours in the DA40. This is a training flight with a safety pilot (not an instructor) in the right seat.
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. The wind is from 110° at 12 knots, gusting to 16 knots. Runway 07 is aligned 062° true; the wind is a 48° crosswind — at the limit of the DA40's demonstrated crosswind capability (roughly 12 knots demonstrated). Visibility 10 SM, scattered clouds at 3,500 ft, no precipitation.
You are on a 3° glide slope to Runway 07, 2 nm out, descending through 800 ft AGL. The tower has cleared you to land. You are configured: flaps 15° (approach), landing gear fixed (always), constant-speed prop set to 2,500 RPM, fuel selector on LEFT tank (you switched from RIGHT on downwind to manage fuel balance). Airspeed is 80 KIAS — slightly above Vref (70 KIAS) due to the gusty crosswind.
At 1 nm, 400 ft AGL, the approach begins to deteriorate. The DA40 is slippery — it floats in ground effect, especially in high-density altitude conditions. You are drifting left of the runway centerline. The crosswind is pushing you; you correct with right aileron, but the airplane is slow to respond. The safety pilot says nothing; you are the pilot flying.
At 500 ft AGL, you are 200 ft left of the runway centerline. You have 3,676 ft of Runway 07 ahead. The decision point is NOW: continue the approach and try to correct the drift, or execute a go-around while you have altitude, airspeed, and runway length to spare.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 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 decisions and crosswind approaches 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 at low altitude, then aborted it by cutting power and applying brakes — a decision that resulted in a loss of control, runway excursion, and impact with a concrete barrier. The probable cause was the pilot's decision to abort the 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 failed to maintain runway heading and bank control in the crosswind. The probable cause was the pilot's failure to maintain the runway heading and bank control during landing in crosswind conditions, which resulted in a go-around and subsequent collision with a runway light.
NTSB GAA19CA431 (2019): A Diamond DA40 stalled during a go-around attempt on a short grass runway in high-density altitude conditions after the pilot delayed the go-around decision and the aircraft floated. The probable cause was 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, which resulted in an aerodynamic stall.
The real accidents cited above occurred at other airports and in other aircraft types — NOT at Albert Whitted Airport (KSPG). KSPG's own accident corpus shows LOSS_OF_CONTROL_INFLIGHT (20.0%), FORCED_LANDING (16.4%), and DITCHING (12.7%) as dominant patterns — a reflection of the field's short runways, crosswind exposure, and water environment. The scenario is localized to KSPG to make the crosswind, density altitude, and off-field environment (open water off Runway 07) real and consequential for you as a student here.
The consistent thread across all three DA40 accidents: the destabilized approach was not corrected early. In GAA19CA582, the pilot initiated a go-around but then aborted it — a fatal decision. In GAA19CA409, the pilot drifted off the runway in a crosswind and struck a light during the go-around. In GAA19CA431, the pilot delayed the go-around decision in high-density altitude conditions and stalled. The common factor: the decision to go around (or to abort a go-around) was made too late, with insufficient altitude or runway remaining to execute it safely.
At KSPG, the off-field environment off Runway 07's departure end is open water — Tampa Bay. A loss of control on short final off Runway 07 is a ditching, not a field landing. The decision to go around must be made early, at 500 ft AGL or higher, when you have altitude, airspeed, and runway length to spare. A destabilized approach at 300 ft AGL is no longer a go-around decision; it is a loss-of-control trap.
Key lesson — Recognize a destabilized approach early — drifting off centerline, not on glide slope, above target airspeed, or not responding to control inputs — and go around or request a different runway BEFORE you descend below 500 ft AGL. In a crosswind at KSPG, Runway 25 may be more favorable than Runway 07. The DA40 is slippery and floats in ground effect; energy management on approach is critical. A go-around at 500 ft AGL with full power and a clean configuration is always safer than a misaligned landing at 300 ft AGL. The decision window is short — make it early.
Debrief — teaching points
A destabilized approach is a go-around trigger, not a problem to fix on short final.
The FAA defines a stabilized approach as: on the correct flight path, on the correct glide slope, at the correct airspeed, with the airplane configured for landing, and with a descent rate that allows a safe landing. If any of these criteria are not met — drifting off centerline, above target airspeed, not responding to control inputs, or floating in ground effect — the approach is destabilized. A destabilized approach at 500 ft AGL is a go-around decision, not a landing decision. The DA40 is slippery; it floats in ground effect, especially in high-density altitude conditions. Do not try to fix a destabilized approach on short final — go around and try again.
The DA40 is a slippery, composite airframe that resists landing, especially in high-density altitude.
The DA40's sleek design and composite construction make it efficient in cruise but slippery on approach. In ground effect, especially in high-density altitude conditions (like KSPG on a hot July afternoon), the DA40 floats — it does not want to land. A descent rate that would work in a Cessna 172 will not work in a DA40. Plan for a longer landing distance, use a forward slip if needed to increase descent rate without increasing airspeed, and do not try to force the airplane down. If the airplane is floating and eating runway, go around.
The DA40's demonstrated crosswind capability is roughly 12 knots; beyond that, you are in undemonstrated territory.
The DA40's POH lists a demonstrated crosswind capability of approximately 12 knots. At KSPG, a wind from 110° at 12 knots is a 48° crosswind to Runway 07 — at or beyond the demonstrated limit. Runway 25 (heading 242°) would have a roughly 8-knot effective crosswind — well within the demonstrated capability. When the wind is near or beyond the demonstrated crosswind limit, request a different runway or go around and wait for the wind to change. Do not try to land in undemonstrated conditions.
A go-around must be committed and executed fully — aborting a go-around is a loss-of-control trap.
Once you have committed to a go-around — advanced to full power, prop to high RPM, flaps to 0°, and established a positive climb — see it through. Do not cut power and try to land with insufficient runway remaining. This is the trap that killed the pilot in NTSB GAA19CA582: he initiated a go-around, then aborted it by cutting power and applying brakes, and lost control. A go-around at 500 ft AGL with full power is always safer than an aborted go-around at 300 ft AGL with insufficient runway.
In high-density altitude conditions, a delayed go-around decision can result in insufficient altitude to recover from a stall.
At KSPG on a hot July afternoon, density altitude is approximately 2,100 ft. The DA40 is heavier and less responsive in high-density altitude conditions. A delayed go-around decision — waiting until 300 ft AGL to decide — leaves insufficient altitude to recover if the approach stalls. The stall in NTSB GAA19CA431 occurred during a delayed go-around attempt in high-density altitude conditions. Make the go-around decision early, at 500 ft AGL or higher, when you have altitude to spare.
Off Runway 07 at KSPG, the off-field environment is open water — a loss of control on short final is a ditching.
The off-field environment off Runway 07's departure end (heading 062°) is open water — Tampa Bay. There is no alternate landing surface. A loss of control on short final off Runway 07 — whether from a crosswind drift, a stall, or a runway excursion — is a ditching, not a field landing. This is the geographic reality of KSPG. Know this before you line up on Runway 07. If the approach is destabilized and you are over water, the decision to go around is not optional — it is mandatory.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 aborted go-around with insufficient runway), GAA19CA409 (2019 DA40 crosswind loss of control during go-around), and GAA19CA431 (2019 DA40 stall during delayed go-around in high-density altitude). Anonymized and localized to KSPG.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431
ACS tasks: PA.V.A — Approach and Landing · PA.V.B — Go-Around / Rejected Landing · PA.V.C — Crosswind Approaches and Landings · PA.I.H — Human Factors · PA.II.D — Flight Controls
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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