Unstable and Committed
A destabilized approach, a go-around decision, and the razor-thin margin between recovery and loss of control in a constant-speed, slippery airframe
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Sarasota, FL — Runway 14, a 9,500-ft concrete runway. Elevation 30 ft MSL. You are a commercial pilot with roughly 400 hours total, 120 hours in the DA40. This is an instructional flight with a CFI in the right seat.
It is a hot, humid Florida afternoon in late July: OAT 32°C, dew point 26°C, altimeter 29.89. Density altitude is approximately 2,800 ft — the airplane will perform as if it is 2,800 ft above sea level despite the field elevation of 30 ft. Scattered clouds at 3,500 ft, visibility 10 SM. Light and variable winds, gusting to 8 knots from 120°. KSRQ tower is active (Class C, part-time 0600–0000 local).
You have been practicing approaches all morning. This is your fourth landing of the day. You are on a 3-nm final for Runway 14 (heading 134°), 1,200 ft AGL, descending at 500 fpm. The approach is not stable: you are 8 knots fast, the descent rate is slightly high, and the airplane is drifting left of the runway centerline. The CFI is watching, saying nothing yet — this is your flight.
Aircraft: Diamond DA40, solo (CFI observing), full fuel, within limits. Constant-speed propeller (prop control required), fuel selector on RIGHT tank (left tank was used on the previous approach; you switched to right for this one). Fixed gear, fixed pitch flaps. G1000 glass panel. The airplane is clean and slippery — it floats in ground effect and resists slow-speed control inputs.
Runway 14's off-field environment: dense development to the left (west) and right (east) of the runway. No open fields, no alternate landing surface. A go-around from a low, unstable approach on Runway 14 requires immediate positive control and a clean, coordinated climb-out. The margin for error is zero.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you already know about go-arounds 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 from a low altitude, then aborted the go-around by cutting power and applying brakes. The airplane descended uncontrollably, impacted the runway, and veered left of the runway centerline. The probable cause was the pilot's decision to abort the go-around with insufficient runway distance and his failure to accurately communicate his intentions to air traffic control.
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 was receiving instruction and failed to maintain the runway heading and bank control in crosswind conditions. The go-around was initiated, but the airplane continued to drift left and struck the runway edge light. The probable cause was the pilot's failure to maintain runway heading and bank control during landing in crosswind conditions.
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 pilot delayed the go-around decision, and the aircraft floated in ground effect. When the go-around was initiated, the pilot pitched up aggressively to gain altitude. The airplane stalled at low altitude and impacted the ground. 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.
KSRQ's dominant accident pattern: LOSS_OF_CONTROL_GROUND (19.2%), FORCED_LANDING (15.4%), RUNWAY_EXCURSION (11.5%), HARD_LANDING (11.5%), LOSS_OF_CONTROL_INFLIGHT (11.5%). The field's accident corpus shows that loss of control during landing and go-around is the single largest accident category. The DA40, with its constant-speed propeller, slippery airframe, and responsive controls, is particularly sensitive to crosswind conditions and aggressive pitch inputs during go-arounds.
The real accidents cited above occurred at other airports and in other aircraft types — NOT at KSRQ. However, KSRQ's own accident history shows the same patterns: destabilized approaches, delayed go-around decisions, and loss of control during landing or go-around. The scenario is localized to KSRQ to make the runway environment and the high-density altitude conditions real and consequential for you as a student here.
The consistent thread across all these events: a destabilized approach is a signal to go around, not to 'fix it on the way down.' The go-around must be initiated at a safe altitude with adequate energy and runway remaining. Once committed to a go-around, the pilot must manage the constant-speed propeller (prop to full RPM), retract flaps in stages, and maintain a positive climb angle. Aborting a go-around with insufficient runway remaining, or pitching up aggressively in high-density altitude conditions, are loss-of-control traps.
Key lesson — In the DA40 at KSRQ, a destabilized approach at 1,200 ft AGL is a clear signal to go around. The runway is 9,500 ft long — you have the space and altitude to execute a proper go-around and set up a stable approach on the next attempt. Recognize the unstable approach early (fast, high descent rate, off-centerline), go around at a safe altitude, manage the constant-speed propeller and flaps correctly, and execute a stable landing on the second attempt. Do not try to 'fix it on the way down' — that is a loss-of-control trap. Altitude and energy are your friends — use them wisely.
Debrief — teaching points
A destabilized approach is a signal to go around, not to 'fix it on the way down.'
The FAA defines a stabilized approach as: on-glide path, on-centerline, at the correct speed, with a descent rate of 300 fpm or less. If the approach is fast (78 KIAS instead of 70 KIAS Vref), high descent rate (500 fpm instead of 300 fpm), or off-centerline, the approach is unstable. Unstable approaches lead to hard landings, runway excursions, and loss of control. At 1,200 ft AGL with a 9,500-ft runway available, you have the altitude and runway to go around and set up a stable approach on the next attempt. Do not try to salvage an unstable approach by 'fixing it on the way down' — that is a trap.
The DA40's constant-speed propeller must be managed actively during a go-around.
The DA40 has a constant-speed propeller — the pilot must actively manage the prop control (RPM) during flight. During a go-around, the prop control must be set to full RPM (2,700 RPM) to maximize engine power. Failure to set the prop to full RPM during a go-around reduces available power and climb performance. In high-density altitude conditions, this can be the difference between a successful go-around and a stall. Always set the prop to full RPM when advancing the throttle for a go-around.
Flaps must be retracted in stages during a go-around, not all at once.
The DA40 has a flap system that allows staged retraction: landing flaps (30°) → approach flaps (15°) → clean (0°). During a go-around, flaps should be retracted in stages as the airplane climbs and airspeed increases. Sudden flap retraction can cause a pitch-up or loss of control, especially at low altitude. Retract flaps progressively: from landing to approach as you reach 500 ft AGL, then from approach to clean as you reach 1,000 ft AGL and the climb is established.
Crosswind control during landing and go-around requires active bank and rudder inputs.
The DA40 is responsive to crosswind conditions. During landing, the airplane can drift off the runway centerline if the pilot does not apply aileron and rudder to correct the drift. During a go-around, the crosswind can push the airplane off the runway as it climbs. The pilot must apply right aileron and right rudder (for a wind from the right) to maintain the runway heading and prevent drift. In high-density altitude conditions, the climb is shallow and the airplane is slow — crosswind control becomes critical.
High-density altitude reduces climb performance significantly.
At KSRQ on a hot, humid afternoon, the density altitude can be 2,800 ft or higher. This means the DA40 performs as if it is 2,800 ft above sea level, despite the field elevation of 30 ft. Climb performance is significantly reduced. A go-around initiated at 600 ft AGL in high-density altitude will have a shallow climb rate — perhaps 300–400 fpm instead of the sea-level 600 fpm. The pilot must accept this reduced climb rate and avoid pitching up aggressively, which can cause a stall. Maintain a shallow climb angle and accept a lower climb rate.
Aborting a go-around with insufficient runway remaining is a loss-of-control trap.
Once committed to a go-around, the pilot must fly the go-around to completion. Cutting power and applying brakes during a go-around (to 'abort' and land on the runway ahead) is a loss-of-control trap. The airplane is in a climb, the airspeed is increasing, and cutting power causes an uncontrolled descent. The airplane may not have the altitude or alignment to recover to a safe landing. At KSRQ with a 9,500-ft runway, there is no reason to abort a go-around — the runway is long enough to accommodate the go-around and a second approach.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 go-around abort with insufficient runway), GAA19CA409 (2019 DA40 crosswind loss of control during go-around), and GAA19CA431 (2019 DA40 stall during go-around in high-density altitude). Anonymized and localized to KSRQ.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431
ACS tasks: PA.VII.A — Approach and Landing · PA.VII.B — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.C — Flight Controls / Trim · PA.VIII.A — Emergency Procedures
Relevant FARs: §91.3 · §91.13 · §91.175
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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