Unstable Approach, Go-Around Decision
A destabilized descent into Albert Whitted forces a critical decision: land or go around. The Piper Archer's climb performance and the field's tight off-field environment make the choice consequential.
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, 3,676 ft of asphalt. Elevation 7 ft MSL. You are on approach to land after a local flight; the tower is open (1400 local, well within 0700–2100 part-time hours). Class D airspace, light winds from the northeast at 4 kt.
It is a hot, humid Florida afternoon in early August. OAT 32°C, dew point 24°C, altimeter 29.89. Density altitude is approximately 2,100 ft — the field performs as if it were 2,100 ft above sea level. The Piper Archer (PA-28-181) is at gross weight (2,550 lb), full fuel, within limits. Climb performance is degraded; the airplane will climb at roughly 400 ft/min in these conditions, not the 700 ft/min you might expect at sea level.
You are on a 3-mile final for Runway 07 (true heading 062°). Descent has been stable until the last mile, when you realize you are higher than planned and slightly fast. You are at 500 ft AGL, 75 KIAS (Vref is 66 KIAS), and the runway is ahead. You have not yet reduced power to idle or added full flaps. The tower has cleared you to land.
Off Runway 07's departure end (heading 062°), the off-field environment is open water — Tampa Bay. Off Runway 25 (the reciprocal, heading 242°), the environment is dense to medium development — houses, roads, power lines. There is no go-around alternate runway at KSPG; both Runway 18 and Runway 36 are shorter (2,864 ft) and would require a turn to align. A go-around from this point means climbing to pattern altitude, turning back, and landing on Runway 07 again — or diverting.
Pilot: you — a Private pilot, roughly 250 hours total, 40 hours in the Archer. You are current and comfortable with the airplane, but you have never landed at KSPG before. The runway looks shorter than you expected. The approach is getting tight.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about go-around decisions and the Piper Archer's climb performance in high density altitude? (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 with an unstable descent. The pilot was high and fast. Rather than go around, the pilot continued the approach, overran the grass 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 airplane was damaged; the pilot was not seriously injured.
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 — go-around initiated, engine loss during climb — is consistent with fuel starvation (the PA-28-181 has LEFT / RIGHT fuel selector, no BOTH position) or a mechanical issue triggered by the go-around maneuver.
The common thread in both accidents: the PA-28-181 is a heavier, faster airplane than the Warrior or Tomahawk. It carries more energy into an approach. A high, fast approach that works in a Warrior becomes a runway overrun in an Archer. And a go-around in high density altitude, where climb performance is already degraded to 400 ft/min, is a marginal maneuver — especially if the fuel selector is not confirmed on a full tank before the go-around.
At KSPG, the off-field environment adds consequence: off Runway 07's departure end is open water (Tampa Bay). An engine failure on go-around off that end is a ditching. The field's own accident corpus shows FORCED_LANDING (16.4%), DITCHING (12.7%), and STALL_SPIN (12.7%) as dominant patterns — all of which are go-around or low-altitude decision failures.
The real accidents cited above occurred at other airports and in other contexts — NOT at Albert Whitted Airport. KSPG has its own accident history, but CHI05CA208 happened at Bird Field Airport, Missouri, and ERA24LA369 occurred at an undisclosed instructional field. The scenario is localized to KSPG to make the field's runway length, density altitude, and off-field environment real and consequential for you as a student here.
The consistent lesson: an unstable approach at 500 ft AGL is a reason to go around. The Piper Archer in high density altitude will climb at 400 ft/min, not 700 ft/min. A go-around is not failure; it is the correct decision. The failure is pressing on with an unstable approach and running out of runway.
Key lesson — In the Piper Archer at high density altitude, an unstable approach — high, fast, or not configured by 500 ft AGL — is a reason to go around. The Archer carries more energy than lighter airplanes; a high, fast approach that might work in a Warrior becomes a runway overrun in an Archer. Climb performance is degraded in high density altitude (roughly 400 ft/min at gross weight). A go-around is a marginal maneuver in these conditions, but it is still the correct call. At KSPG, off Runway 07's departure end is open water — an engine failure on go-around is a ditching. Know the field, know the airplane's performance, and make the go-around decision early.
Debrief — teaching points
An unstable approach at 500 ft AGL is a reason to go around.
The FAA defines a stabilized approach as one in which the airplane is on a stable descent path, configured for landing, and at the correct airspeed by 500 ft AGL. If you are high, fast, or not configured by 500 ft AGL, the approach is unstable. In the Piper Archer, which carries more energy than lighter airplanes, an unstable approach is a runway overrun waiting to happen. A go-around is the correct call, regardless of runway length or altitude. The NTSB CHI05CA208 pilot pressed on with an unstable approach and overran the runway. The lesson: go around early, not late.
Density altitude degrades the Archer's climb performance significantly.
At sea level, the PA-28-181 at gross weight will climb at roughly 700 ft/min. At a density altitude of 2,100 ft (as at KSPG on a hot August afternoon), climb performance drops to roughly 400 ft/min. This is a 40% reduction. A go-around in high density altitude is a marginal maneuver — you are climbing slowly, and the altitude is low. Know the field's density altitude before you depart. If it is high, brief yourself on go-around performance and be ready to divert if the approach is unstable.
The PA-28-181 has LEFT / RIGHT fuel selector — no BOTH position.
Unlike a Cessna, the Piper Archer has no BOTH position on the fuel selector. You must actively switch tanks during flight. If you depart on the LEFT tank and do not switch to the RIGHT tank, the LEFT tank will empty and the engine will quit. On a go-around, if you are not aware of which tank is selected and that tank is low or empty, the engine can fail during the climb. Before every flight, confirm fuel quantity in both tanks. Before every go-around, confirm the fuel selector is on a full tank. The NTSB ERA24LA369 probable cause is not yet determined, but fuel starvation is a known risk in the Archer on go-around.
Off Runway 07 at KSPG, the off-field environment is open water — 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. An engine failure on go-around 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. Know the off-field environment before you depart. If you are departing Runway 07 and the approach is unstable, consider diverting to an alternate airport rather than executing a marginal go-around over water.
Continuation bias — the tendency to press on — is a documented accident factor.
Continuation bias is the cognitive tendency to continue a plan of action even when the evidence suggests it is no longer safe. In the context of an unstable approach, continuation bias manifests as 'I can make this landing; the runway is long enough; I will press on.' The NTSB CHI05CA208 pilot exhibited continuation bias: the approach was unstable, but the pilot pressed on rather than go around. The result was a runway overrun. Recognize continuation bias in yourself. If the approach is unstable, go around. The decision is not about runway length; it is about the approach being stabilized.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 overrun, delayed go-around decision, high density altitude, obstacles near runway) and ERA24LA369 (2024 PA-28-181 go-around engine loss during climb). Localized to KSPG with real off-field environment and runway geometry.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.III.A — Approach and Landing · PA.III.B — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
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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