Energy Management at Albert Whitted
A slippery composite airframe, excess approach energy, and a short runway — the decision to go around comes late
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, a 3,676 ft asphalt runway at 7 ft MSL. You are returning from a local flight in the Diamond DA40 and entering the landing pattern. The day is VFR: scattered clouds at 3,500 ft, visibility 10 SM, winds 180° at 6 kt (essentially calm), temperature 26°C, altimeter 29.92. A textbook Florida afternoon — light winds, good visibility, and no weather complications.
You are on a 2-mile final approach to Runway 07 (true heading 062°), descending through 800 ft AGL. The runway is ahead and clearly visible. You are configured: flaps 20°, power reduced, descending at 70 KIAS (Vref, the approach speed). The Diamond DA40 is a slippery, composite airframe — it floats in ground effect and resists descent. You are aware of this from your training, but today you are a bit high and fast on the approach.
Aircraft: Diamond DA40, solo, fuel balanced (both tanks), within limits. Lycoming IO-360-M1A fuel-injected engine, constant-speed prop, fixed gear, G1000 glass panel. Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, roughly 250 hours total, 40 hours in type (DA40). You are current and proficient, but this is your first landing at KSPG. The runway is shorter than your home field (3,676 ft vs. 5,000+ ft), and you have not yet internalized the energy-management discipline the short runway demands. You are high and fast, and you have not yet committed to a go-around decision.
- {'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 energy management and go-around decision-making 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 was on approach to a 3,500 ft runway. The pilot was high and fast on the approach. Rather than go around early, the pilot continued the descent, became committed to landing, and then attempted to abort the go-around with insufficient runway remaining. The pilot cut power and applied brakes, but the airplane ran off the runway end and struck a concrete barrier. The probable cause was the pilot's decision to abort the go-around with insufficient runway distance remaining.
NTSB ERA21LA039 (2020): A Diamond DA40 flown by a solo student pilot on an instructional flight landed with excessive speed. The airplane bounced on landing, the student pilot lost directional control, attempted to abort the landing, and the airplane struck a taxiway sign and cartwheeled. The probable cause was the pilot's loss of directional control while landing, which resulted in a runway excursion.
NTSB GAA19CA038 (2018): A Diamond DA40 flown by a solo student pilot landed with excessive speed and excessive taxi speed during a turn from the runway to a taxiway. The airplane struck a taxiway sign and was damaged. The probable cause was the student pilot's excessive taxi speed during a turn from the runway to a taxiway.
The common thread across all three accidents: the DA40's slippery composite airframe and constant-speed prop demand energy management discipline. The airplane floats in ground effect and resists descent. Excess approach energy — being high and fast — is difficult to bleed off once you are committed to landing. The correct response is to recognize the high-and-fast approach EARLY (by 500 ft AGL at the latest) and go around. Waiting until you are low and far down the runway to abort is a recipe for a runway excursion.
At KSPG, Runway 07 is 3,676 ft long — shorter than many training airports. The off-field environment off Runway 07's departure end (heading 062°) is open water (Tampa Bay). A runway excursion off that end is a ditching, not a field landing. This is not hypothetical; it is the USGS NLCD ground cover off that runway end. The short runway and the water environment make energy discipline non-negotiable.
The real accidents cited above occurred at other airports — NOT at Albert Whitted Airport. KSPG has its own accident history (dominated by loss-of-control and forced-landing events), but these specific DA40 runway excursion events happened elsewhere. The scenario is localized to KSPG to make the runway length and off-field environment real and consequential for you as a student here.
Key lesson — The DA40's slippery composite airframe floats in ground effect and resists descent. Excess approach energy (high and fast) is difficult to bleed off once you are committed to landing. The go-around decision must be made EARLY — by 500 ft AGL at the latest — before you are committed to landing. At KSPG Runway 07 (3,676 ft), with open water off the departure end, a runway excursion is a ditching. Energy discipline is not optional.
Debrief — teaching points
The DA40 is slippery — it floats in ground effect.
The Diamond DA40's composite airframe and aerodynamic design make it a 'slippery' airplane. In ground effect (below 50 ft AGL), the airplane resists descent and floats. Excess approach energy — being high and fast — is difficult to bleed off once you are in the landing zone. The correct response is to manage energy EARLY in the approach, not late. A forward slip, an early go-around, or a disciplined descent at Vref (70 KIAS) are the tools. Waiting until you are 300 ft AGL and floating is waiting too long.
The go-around decision window closes at 500 ft AGL.
At a 3,676 ft runway like Runway 07 at KSPG, the go-around decision must be made by 500 ft AGL. Below that altitude, you are committed to landing. If you are high and fast at 500 ft AGL, go around. Do not wait until you are 300 ft AGL and floating. The NTSB accidents GAA19CA582 and ERA21LA039 both involved late go-around decisions that resulted in runway excursions. Early decision, early action, safe outcome.
Vref is 70 KIAS — landing faster increases float and landing distance.
The DA40's approach speed (Vref) is 70 KIAS. Landing faster than this increases the float in ground effect and increases the landing distance. At a short runway like KSPG Runway 07 (3,676 ft), flying Vref is non-negotiable. If you are fast on approach, slow down or go around. Do not try to land fast and make up for it with a long landing.
Full flaps (40°) are for short-field landings with a committed touchdown point.
The DA40's full flaps (40°) are designed for short-field landings where you have committed to a specific touchdown point. For normal approaches to longer runways, use 20° or 30° flaps. If you extend to full flaps at 800 ft AGL, you are committing to landing — a go-around at that point is high-workload (power, prop RPM, flap retraction, and pitch control all at once). Use full flaps only when you are committed to landing.
The forward slip is a tool for energy management, not a commitment to landing.
A forward slip (cross-controlled: aileron into the turn, opposite rudder to keep the nose aligned with the runway) increases drag and steepens the descent without committing you to landing. If you execute a slip and recover on glide path, you can continue the approach. If you execute a slip and decide you are not comfortable, you can recover and go around. The slip is a mid-approach energy-management tool, not a landing commitment.
At KSPG Runway 07, the off-field environment is open water — a runway excursion is a ditching.
The off-field environment off Runway 07's departure end (heading 062°) at KSPG is open water (Tampa Bay). There is no alternate landing surface. A runway excursion off that end is a ditching, not a field landing. This is not hypothetical; it is the USGS NLCD ground cover. The short runway (3,676 ft) and the water environment make energy discipline non-negotiable. Know this before you line up on Runway 07.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 aborted go-around / runway excursion), ERA21LA039 (2020 DA40 loss of directional control on landing / runway excursion), and GAA19CA038 (2018 DA40 excessive speed landing / taxiway strike). Localized to KSPG.
NTSB reports: GAA19CA582 · ERA21LA039 · GAA19CA038
ACS tasks: PA.II.J — Approach and Landing · PA.II.K — 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 · §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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