Float and Overshoot at Sarasota Bradenton
Excess approach energy in a Piper Archer, a long runway, and the decision to go around — or land anyway
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Sarasota/Bradenton, FL — Runway 14, a 9,500 ft asphalt runway aligned 134° true. Elevation 30 ft MSL. You are on a local flight in a Piper Archer (PA-28-181), solo, full fuel, within limits. The airplane is airworthy; nothing was written up.
It is a hot, humid Florida afternoon in late July: OAT 32°C, dew point 26°C, altimeter 29.91. Density altitude is approximately 2,100 ft — the air is thick and the airplane will climb and accelerate sluggishly. Winds are light and variable, 3–5 kt. Visibility 10 SM. KSRQ tower is active (0600–0000 local); you are in Class C airspace (ceiling 4,000 MSL).
You have been in the pattern for 20 minutes. This is your third approach to Runway 14. The first two were go-arounds — you were high and fast both times. On this approach, you are determined to land. You are on a 3° glide slope, 2 nm from the runway, descending through 1,200 ft AGL. Airspeed is 85 KIAS — 19 kt above Vref (66 KIAS). Flaps are at 20°. You have not yet extended full flaps.
Pilot: you — a Private pilot, current, roughly 280 hours total. You have 45 hours in the Archer. You are familiar with KSRQ. You know the runway is long (9,500 ft), and you are thinking: 'I can land this. I have plenty of runway. I just need to get it down.'
Tower has cleared you to land. You are committed to the approach.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before the decision tree — what do you know about landing the Piper Archer at high density altitude? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB LAX08CA199 (2008): A Piper PA-28-181 student pilot on solo flight was vectored to a runway and landed with excessive airspeed after delaying flap extension. The aircraft bounced on touchdown, veered left during recovery, departed the runway, and struck a ditch. The nose gear collapsed and the firewall was damaged. The probable cause was the student pilot's inadequate recovery from the bounced landing and failure to maintain directional control. The excessive approach airspeed was the root cause.
NTSB CHI05CA208 (2005): A Piper PA-28-181 on a personal flight overran a grass runway and struck a utility pole during landing. The accident resulted from the pilot's delayed decision-making, excessive approach airspeed, and failure to execute a go-around. Contributing factors included high density altitude and obstacles near the runway. The pilot had multiple opportunities to go around but continued the approach.
NTSB ERA10CA473 (2010): A Piper PA-28-181 on approach encountered windshear and stalled during landing, resulting in a hard landing and runway excursion. The probable cause was the pilot's inadequate compensation for crosswind conditions. The hard landing and loss of directional control followed.
NTSB LAX04CA289 (2004): A Piper PA-28-181 on a student instructional flight experienced a hard landing and runway excursion at Scottsdale Airport. The probable cause was the student pilot's misjudged flare, resulting in a stall and hard landing, and failure to maintain directional control during rollout. The improper recovery from a bounced landing was a contributing factor.
NTSB ERA10FA020 (2009, FATAL): A Piper PA-28-181 on a personal local flight landed fast and hard on a wet turf runway at Oliver Springs Airport, lost directional control during rollout, and collided with trees. The probable cause was the pilot's loss of directional control while landing on a wet runway, which resulted in a runway excursion and collision with a tree. The fast landing speed was the initiating factor.
The common thread: the Piper Archer is a heavier, faster airplane than a Cessna 172. A fast approach means a long float and a hard touchdown. The Archer's inertia makes it difficult to stop once it is moving. Bounced landings and loss of directional control follow. At KSRQ, Runway 14 is 9,500 ft long — plenty of runway — but the off-field environment off the departure end (134° climb-out) is dense development. A runway excursion off that end is poor. The decision to go around from a high-fast approach is not a failure — it is airmanship. The real accidents happened at other airports and in other conditions, but the lesson is universal: respect the Archer's approach speed, plan ahead, and do not hesitate to go around.
Key lesson — The Piper Archer is a heavier, faster airplane than a Cessna 172. A fast approach (above Vref 66 KIAS) results in a long float and a hard touchdown. High density altitude at KSRQ makes climb performance sluggish and the airplane feel heavier. The decision to go around from a high-fast approach is not a failure — it is the correct call. Vref is 66 KIAS; crossing the threshold at 75+ KIAS guarantees a float. Plan the approach to cross the threshold at Vref or slightly below. If you are high and fast at 1,200 ft AGL, go around. The runway will still be there.
Debrief — teaching points
Vref is not a suggestion — it is the approach speed for the Archer.
Vref for the PA-28-181 is 66 KIAS. This is the speed at which the airplane will touch down with the slowest possible touchdown speed and the shortest float. Crossing the threshold at 75 KIAS means a 9 kt overspeed, which translates to roughly 20% more kinetic energy (KE = 0.5 × m × v²). That extra energy becomes a longer float and a harder touchdown. At KSRQ with a 9,500 ft runway, you have the luxury of going around if you are high and fast. Use it.
High density altitude makes the Archer feel heavier and climb sluggishly.
At KSRQ on a hot, humid Florida afternoon, density altitude can exceed 2,000 ft. The air is thick. The Archer climbs at a reduced rate, accelerates more slowly, and feels heavier. This affects go-around performance: a go-around at 500 ft AGL in high density altitude is workable, but it requires immediate action and a shallow climb. The longer you delay the go-around decision, the less altitude you have to work with. Decide early.
The Archer floats more than a Cessna 172 because it is heavier and faster.
The Archer is a low-wing, 180 hp airplane with more inertia than a Cessna 172. A fast approach means a long float down the runway. If you cross the threshold at 80 KIAS instead of 66 KIAS, you will float an extra 500–800 ft. On a 9,500 ft runway, that is acceptable. On a 5,000 ft runway, it is not. Know your runway length and plan accordingly.
A bounced landing is a go-around opportunity, not a recovery challenge.
If you bounce on touchdown, you are airborne again at 50 ft AGL. You have a choice: go around or land again. The NTSB data shows that pilots who try to land again after a bounce often lose directional control and depart the runway. The safer choice is to go around immediately. You have the altitude and airspeed to climb back to pattern altitude. The runway will still be there.
Off Runway 14 at KSRQ, the off-field environment is dense development.
The climb-out heading from Runway 14 is 134° true. The off-field environment in that direction is dense development — buildings, roads, utilities. A forced landing off that end is poor. A runway excursion off that end could mean a collision with structures. This is not hypothetical; it is the NLCD ground cover. Respect the runway and do not take unnecessary risks.
The fuel selector on the Archer is LEFT/RIGHT with no BOTH position.
Unlike a Cessna 172, the Archer has no BOTH position on the fuel selector. You must manually switch tanks during flight. Forgetting to switch tanks is a classic Archer accident. On a local flight, you may not think about it. On a cross-country flight, it is critical. Establish a switching protocol: switch tanks every 30 minutes, or at the top of each hour, or when one tank reaches a certain level. Do not rely on memory.
Built from the real accident record
Scenario built from NTSB ERA10CA473 (2010 PA-28-181 windshear/hard landing/excursion), LAX08CA199 (2008 PA-28-181 excessive approach airspeed/bounce/veering), CHI05CA208 (2005 PA-28-181 overrun/delayed go-around decision), LAX04CA289 (2004 PA-28-181 misjudged flare/hard landing), ERA10FA020 (2009 PA-28-181 wet runway loss of control/tree strike), and CEN23LA345 (2023 PA-28-181 fuel exhaustion/overrun). Anonymized and localized to KSRQ.
NTSB reports: ERA10CA473 · LAX08CA199 · CHI05CA208 · LAX04CA289 · ERA10FA020 · CEN23LA345
ACS tasks: PA.VIII.A — Preflight Inspection · PA.VIII.B — Cockpit Management · PA.VIII.C — Engine Starting · PA.VIII.D — Taxiing · PA.VIII.E — Takeoff and Climb · PA.IX.A — Approach and Landing · PA.IX.B — Go-Around/Rejected Landing · PA.I.H — Human Factors
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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