Float and Drift at Albert Whitted
Excess approach energy in a slippery DA20, a short runway, and the challenge of directional control on rollout — a runway excursion decision study
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, a 3,676 ft asphalt strip at 7 ft MSL elevation. You are on approach from the south, planning to land on Runway 07 (true heading 062°). The wind is 080° at 12 gusts 18 knots — a crosswind from the right, gusty, and at the edge of the DA20's demonstrated crosswind capability.
The DA20 is a light, slippery composite trainer with a bubble canopy and a fixed-pitch prop. It floats in ground effect like few other airplanes — the wing is efficient, the drag is low, and once you are in ground effect, the airplane wants to stay airborne. The nosewheel is a castering design; directional control on rollout depends on differential braking and gentle rudder, not nosewheel steering. Gusts and crosswinds expose both of these traits.
You are on short final, 500 ft AGL, 2 nm from the runway. The approach is stable at 55 KIAS (Vref), flaps full (landing flap, 78°), descent rate 300 ft/min. The runway is made. But the gust is pushing you right; you are correcting with left aileron and left rudder. The crosswind is working.
Aircraft: Diamond DA20-C1, solo, within limits. Fuel-injected Continental IO-240, fixed-pitch prop, fixed gear, steam panel. Single fuel tank, ON/OFF selector. You have 3.5 hours of fuel remaining.
Pilot: you — a Private or Commercial pilot, current, roughly 250–400 hours total. You have 15–20 landings in the DA20. You know the airplane floats; you have felt it before. You know the nosewheel is sensitive in crosswinds. Today the wind is gusting, and you are pushing the limits of your crosswind experience.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about the DA20's landing characteristics and crosswind limits? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR20CA305 (2020): A Diamond DA20 on an instructional flight bounced during landing and veered left during a go-around attempt. The student pilot's improper landing flare (too early, causing a balloon) and delayed remedial action (not committing to the go-around immediately) resulted in a loss of aircraft control, runway excursion, and impact with terrain. The probable cause was the student pilot's improper landing flare and delayed remedial action to abort the landing.
NTSB GAA19CA490 (2019): A Diamond DA20 flown by a student pilot on a first solo flight experienced right yaw during the third approach that could not be corrected with rudder input. The student attempted to abort the landing but the aircraft continued to descend with right yaw, exited the runway, and struck rough terrain. The probable cause was the student pilot's failure to maintain the runway heading during an attempted aborted landing.
NTSB GAA19CA330 (2019): A Diamond DA20 student pilot flared too early during a crosswind landing, ballooned, and drifted left. When the instructor called for a go-around, the student maintained a strong grip on the controls, preventing the instructor from making control inputs. The airplane veered left, exited the runway, and struck runway lights. The probable cause was the student pilot's failure to maintain the runway heading and refusal to relinquish the flight controls to the flight instructor in gusting, crosswind conditions.
NTSB WPR11CA099 (2011): A Diamond DA20C1 drifted left during landing rollout and struck a snow bank after the left main tire caught the bank edge. The probable cause was the pilot's failure to maintain directional control during landing. The castering nosewheel design requires differential braking and smooth rudder input — not heavy rudder or aggressive braking.
The common thread across all these accidents: improper flare technique (early flare causing a balloon), loss of directional control during rollout or go-around, and inadequate use of differential braking to correct drift in crosswind conditions. The DA20's efficient wing and low drag mean it floats in ground effect; a firm, deliberate flare is required. The castering nosewheel means differential braking, not rudder alone, is the tool for directional control on rollout.
At KSPG, 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. The real accidents cited above occurred at other airports — NOT at Albert Whitted Airport — but the geographic reality at KSPG makes the stakes clear: directional control on rollout is not optional; it is the difference between a clean landing and a ditching.
Key lesson — The DA20 floats in ground effect due to its efficient wing and low drag. A firm, deliberate flare at 20 ft AGL is required to arrest the descent and avoid a balloon. The castering nosewheel requires differential braking — not rudder alone — for directional control on rollout in crosswind conditions. At KSPG Runway 07, the off-field environment is open water: a runway excursion off that end is a ditching. Crosswind landings in the DA20 demand technique: firm flare, smooth differential braking, and gentle rudder input. Gusts at the edge of demonstrated limits require either a go-around or a runway with a more favorable wind.
Debrief — teaching points
The DA20 floats in ground effect — a firm flare is required.
The DA20's efficient wing and low drag mean the airplane wants to stay airborne in ground effect. An early flare (at 30 ft AGL or higher) will result in a balloon — the airplane floating at 15 ft AGL or higher, consuming runway and drifting in any crosswind. The correct flare is firm and deliberate, at 20 ft AGL, with enough back pressure to arrest the descent and touch down in the first third of the runway. Excess approach energy (too fast, too high, or too shallow a descent) will result in a long float. Plan for a firm flare and accept a slightly firmer touchdown — it is better than a balloon and a drift.
The DA20's castering nosewheel requires differential braking for directional control.
The DA20's nosewheel is a castering design — it follows the fuselage, not the rudder. Directional control on rollout depends on differential braking: apply left brake to correct left drift, right brake to correct right drift. Rudder input should be smooth and gentle, used to maintain heading, not to correct drift. Heavy rudder input or aggressive braking can cause the nosewheel to catch a rut or the airplane to pitch nose-down, worsening the drift. Differential braking is the primary tool; rudder is secondary. Practice this technique in calm conditions before attempting crosswind landings in gusty conditions.
Crosswind limits are demonstrated, not absolute — but gusts above the limit require pilot judgment.
The DA20's demonstrated crosswind capability is 12 knots. This is the maximum tested in the certification envelope. Winds gusting above 12 knots are outside the tested envelope and require pilot skill and judgment. At KSPG, a wind of 080° at 12 gusts 18 knots is a crosswind of roughly 10 knots with gusts to 15 knots — at the edge of demonstrated limits. A go-around to a runway with a more favorable wind (or a diversion to another airport) is a valid decision. There is no shame in declining a marginal crosswind landing; there is shame in a runway excursion into open water.
A balloon on short final is a go-around, not a land-through.
If you flare early and the airplane balloons at 15 ft AGL, the correct response is a go-around — not an attempt to land through the float. A go-around from 15 ft AGL in a DA20 is safe and straightforward: full power, lower the nose to maintain 55 KIAS, retract flaps to T/O flap, and climb out. The airplane is light and responsive. A go-around is always available until the main wheels touch the runway. The NTSB WPR20CA305 accident involved a bounce and a delayed go-around attempt; the pilot tried to salvage the landing instead of committing to the go-around. Commit early.
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°) 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 geographic reality makes directional control on rollout non-negotiable. If you are not confident in your ability to maintain directional control in the crosswind conditions present, do not attempt the landing. A go-around to Runway 18 (with a more favorable wind) or a diversion to another airport is the correct decision. The water off Runway 07 is not forgiving.
Built from the real accident record
Scenario built from NTSB WPR20CA305 (2020 DA20 improper flare and go-around abort), GAA19CA490 (2019 DA20 right-yaw loss of control on first solo), GAA19CA330 (2019 DA20 crosswind flare and control-grip failure), and WPR11CA099 (2011 DA20C1 directional control loss on rollout). Anonymized and localized to KSPG.
NTSB reports: WPR20CA305 · GAA19CA490 · GAA19CA330 · WPR11CA099
ACS tasks: PA.II.F — Approach and Landing · PA.II.G — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.E — Crosswind Approaches and Landings
Relevant FARs: §91.3 · §91.13 · §91.209
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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