Partial Power Loss on the Go-Around
A Cessna 182 loses engine power during a go-around at Tampa International — dense development surrounds the field, and the decision window is measured in seconds
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 19R, on a visual approach to land after a 1.2-hour flight from the north. Elevation 26 ft MSL. You are a commercial pilot with a high-performance endorsement, current and proficient in the Cessna 182 Skylane. The airplane is within limits, full fuel, and has been maintained on schedule.
It is a warm, humid Florida afternoon in late spring: OAT 29°C, dew point 23°C, altimeter 29.92. Scattered clouds at 2,500 ft, light rain showers visible to the east. Visibility 7 SM in haze. KTPA is Class B airspace, towered 24/7. You are on a visual approach to Runway 19R, cleared to land by approach control and tower.
You are on a 3-mile final approach, 800 ft AGL, descending at 70 KIAS (best glide speed / approach speed), power set for a normal descent. The runway is in sight. Flaps are at 10°. The engine is running smoothly — no anomalies during the flight. Then, 1.5 miles from the runway, the engine begins to run rough. Power is noticeably down — the manifold pressure gauge is unwinding, and the tachometer is dropping. You are still above the field, but the descent rate is increasing.
Aircraft: Cessna 182 Skylane, solo, full fuel, within limits. Continental O-470 carbureted engine, constant-speed prop, cowl flaps, steam panel, fuel selector on BOTH. Nothing was written up; the airplane was airworthy at departure. You did not apply carburetor heat during the descent because the engine was running smoothly and you were focused on the approach.
Pilot: you — a commercial pilot, current, roughly 800 hours total, with 150 hours in the C182. You are familiar with KTPA from previous visits. You know the field is surrounded by dense development — there is no open field off any runway end. The off-field environment is built-up Tampa: parks, roads, buildings, and light industrial. A forced landing off-airport at KTPA is a controlled emergency landing in an urban area, not a field landing.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'C182'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about the C182 Skylane's systems and performance? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN21LA002 (2020): A Cessna 182 on approach to land experienced a partial loss of engine power during a go-around attempt. The pilot made a forced landing in a corn field. The reason for the partial loss of engine power could not be determined, though carburetor icing was possible. The probable cause was listed as 'undetermined.' The pilot survived; the aircraft was substantially damaged.
NTSB CEN26LA009 (2025): A Cessna 182RG on a personal flight experienced engine problems during cruise, including unresponsive propeller pitch control, rough running, and total oil pressure loss. The pilot executed a forced landing on a road. The probable cause was not determined; the aircraft was retained for further examination. The pilot survived; the aircraft was substantially damaged.
NTSB WPR25LA292 (2025): A Cessna 182N on a personal flight from French Valley to Fallbrook experienced reduced engine power on approach that could not be restored. The pilot executed an emergency landing on a divided highway with partial power. The left wing struck a tree during landing roll, causing the aircraft to veer left, exit the roadway, and nose over. The pilot and passenger were injured; the aircraft was destroyed.
The common thread across these events: partial power loss in the C182 is insidious. It develops gradually, the first symptom is roughness and a dropping manifold pressure (not a dramatic power cut), and by the time it is obvious, the pilot is committed to the approach or go-around. The fix — full carburetor heat, immediately, at the first sign of roughness in conducive conditions — is simple. The failure is always a delay.
At KTPA, the field is surrounded by dense development — there is no open field off any runway end. A forced landing off-airport is an urban emergency landing in parks, roads, and light industrial areas. The runway is always the preferred landing surface. The real events cited above occurred at other airports and in other aircraft — NOT at Tampa International. KTPA has its own accident history (see field dominant patterns: 22.2% forced landings, 6.7% gear-up landings, 6.7% wire strikes), but these specific events happened elsewhere. The scenario is localized to KTPA to make the off-field environment real and consequential for you as a pilot here.
The consistent lesson: in warm, moist Gulf Coast air, the C182's carbureted Continental O-470 can accumulate serious carburetor ice even at cruise power and above-freezing temperatures. Apply full carburetor heat at the first sign of engine roughness or unexplained power loss. On approach, the decision window is measured in seconds — not minutes. The earlier you apply carb heat, the more altitude and options you have.
Key lesson — In warm, moist Gulf Coast air, the C182's carbureted Continental O-470 can accumulate serious carburetor ice even at cruise power and above-freezing temperatures. Apply full carburetor heat at the first sign of engine roughness or unexplained power loss. On approach at KTPA, the decision window is measured in seconds — not minutes. The earlier you apply carb heat, the more altitude and options you have. KTPA is surrounded by dense development; the runway is always the preferred landing surface.
Debrief — teaching points
Carburetor ice forms in conditions you would not expect — even on approach.
The FAA icing probability chart shows 'serious icing at glide power' at temperatures between roughly 20°C and 30°C when relative humidity is high — exactly the Gulf Coast afternoon conditions at KTPA. You do not need visible ice, freezing temperatures, or IMC. Warm, moist air at reduced power (like a descent on approach) is the classic carb-ice environment. The C182's Continental O-470 is carbureted; it has no fuel injection or alternate air system. Carburetor heat is the only tool. Apply it proactively in conducive conditions, not reactively after the roughness appears.
The first symptom is subtle — a dropping manifold pressure and engine roughness.
In a constant-speed airplane like the C182, carburetor ice first shows as engine roughness and an unexplained drop in manifold pressure. There is no dramatic power cut. Pilots who are not actively monitoring the manifold pressure and tachometer miss the early warning. By the time the roughness is obvious, significant ice has accumulated. Scan the engine instruments as part of your regular scan, especially in conducive conditions and on approach when workload is high.
Apply full carburetor heat — not partial — and expect an initial power drop.
When you apply carb heat to an iced carburetor, the manifold pressure and RPM will drop further before they rise. This is expected and normal: the heat is melting ice and the resulting water is briefly disrupting combustion. Do not remove carb heat when the power drops — that is the heat working. Hold it full on. The power will recover as the ice clears, typically within 15–30 seconds depending on ice accumulation. Partial carb heat can worsen the situation by partially melting ice into water ingestion without fully clearing the restriction.
The C182 has constant-speed prop and cowl flaps — manage them correctly in descent.
The C182's constant-speed propeller and cowl flaps add workload compared to a 172. On descent and approach, manage the prop for the desired RPM (typically 1,700–2,000 RPM in descent) and the cowl flaps for engine cooling without shock cooling the Continental O-470. Do not neglect these systems in the approach phase — they are part of the normal descent procedure. However, on approach, if the engine begins to run rough, carburetor heat is the first response, not prop or cowl flap adjustment.
KTPA is surrounded by dense development — the runway is always the preferred landing surface.
The off-field environment off every runway end at KTPA is dense development: parks, roads, buildings, and light industrial areas. There is no open field. A forced landing off-airport is an urban emergency landing with significant risk of striking obstacles (trees, power lines, buildings). If you have any power available and the runway is within reach, land on the runway. A controlled emergency landing on the runway is always preferable to a forced landing in an urban area. Know the field's off-field environment before you depart.
On approach, the decision window is measured in seconds — not minutes.
At 800 ft AGL on a 3-mile final approach, you have roughly 60–90 seconds before you are on short final. An engine problem at this point requires immediate action. Carburetor heat, if it is going to work, will work within 15–30 seconds. If it does not restore power, you must decide to land on the runway (if you have enough power and altitude) or go around (if you have enough altitude). Delaying the decision costs you altitude and options. The earlier you recognize the problem and apply carb heat, the more altitude and options you have.
Built from the real accident record
Scenario built from NTSB CEN21LA002 (2020 C182 partial power loss on go-around, forced landing), CEN26LA009 (2025 C182RG engine problems and forced landing), and WPR25LA292 (2025 C182N reduced power on approach, emergency landing on highway). Anonymized and localized to KTPA.
NTSB reports: CEN21LA002 · CEN26LA009 · WPR25LA292
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors · PA.II.B — Engine Starting / Systems Preflight · PA.V.A — Preflight Inspection · PA.V.C — Engine Starting / Systems and Equipment
Relevant FARs: §91.3 · §91.13 · §91.185 · §61.31
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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