Unstable on Short Final — Go-Around Decision at Tampa International
A destabilized approach in crosswind conditions forces a go-around decision. The runway is long, but the decision to abort and the execution are critical.
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 19R, inbound on a VFR flight from a nearby practice area. Elevation 26 ft MSL. You are a commercial pilot with roughly 400 hours total time, current and proficient. You are conducting a solo training flight in a Diamond DA40 with a constant-speed prop and fuel-injected Lycoming IO-360.
The weather is VFR but challenging: OAT 34°C, dew point 24°C, altimeter 29.89. Density altitude is approximately 3,200 ft — the airplane will perform as if it is at 3,200 ft elevation, not 26 ft. Winds are from 210° at 12 knots, gusting to 18 knots. Runway 19R is aligned 182° true; the wind is a 28° crosswind, roughly 8–10 knots of crosswind component. The runway is 11,002 ft — long, but the crosswind is at the edge of the DA40's demonstrated crosswind capability (12 knots demonstrated).
You are on a 3-mile final for Runway 19R. You are at 1,200 ft MSL, descending at 500 fpm, airspeed 90 KIAS. The approach is not stabilized: you are 5 knots fast, the descent rate is slightly high, and you are drifting left of the runway centerline. The wind is pushing you. You have not yet added landing flaps. The runway is in sight, but the approach is deteriorating, not improving.
Aircraft: Diamond DA40, solo, fuel balanced, within limits. Constant-speed prop is set to 2,500 RPM (cruise setting, not optimized for approach). Fuel selector is on LEFT tank (you switched from RIGHT on downwind). G1000 is displaying approach data. Nothing is written up; the airplane is airworthy.
Pilot: you — a commercial pilot, current, roughly 400 hours total. You have 15 hours in the DA40. This is your first solo approach to a towered field with a crosswind in high-density altitude conditions. You have not briefed a go-around procedure with your CFI; you have not practiced a go-around in the DA40 in these conditions.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about go-around procedures in the DA40 and crosswind control? (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 had not stabilized the approach, floated down the runway, and then attempted to abort the go-around by cutting power and braking. At low altitude with a crosswind, the airplane drifted left of the runway centerline and struck a concrete barrier. The probable cause was the pilot's decision to abort the go-around without adequate 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 had not maintained runway heading and bank control in the crosswind, and the go-around was initiated too late to prevent the collision. The probable cause was the pilot's failure to maintain the 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 had not established a stable approach, floated down the runway, and then initiated a go-around at very low altitude. The airplane stalled during the go-around climb. 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.
All three accidents share a common thread: the pilot did not stabilize the approach early, did not recognize the unstable approach as a signal to go around, and either committed to landing an unstable approach or initiated a go-around too late. In the DA40, the constant-speed prop and the slippery airframe require active energy management on approach. A go-around decision made early — at 3 miles or 2 miles — is safe and clean. A go-around initiated at 400 ft AGL while floating is marginal. An abort of a go-around at 400 ft AGL with insufficient runway remaining is a loss-of-control accident.
Tampa International Airport (KTPA) has a dominant accident pattern of forced landings (22.2%), loss of control in flight (11.1%), and loss of control on the ground (8.9%). The off-field environment around KTPA is dense development and medium development — there is no safe off-field landing option. The runway is long (11,002 ft on Runway 19R), but the approach must be stable and the go-around decision must be made early.
The real accidents cited above occurred at other airports and in other DA40s — NOT at Tampa International. KTPA has its own accident history, but these specific events happened elsewhere. The scenario is localized to KTPA to make the runway environment and the crosswind challenge real for you as a pilot training at this field.
The consistent lesson: in the DA40, stabilize the approach early. If the approach is unstable at 3 miles, correct it. If it is unstable at 2 miles, go around. If it is unstable at 1 mile, go around. Do not float, do not commit to an unstable approach, and do not abort a go-around at low altitude with insufficient runway remaining. The constant-speed prop and the slippery airframe demand active management — the approach is not passive.
Key lesson — In the DA40, the approach is not stable until it is stable. Crosswind conditions, high-density altitude, and the airplane's slippery characteristics require early stabilization and early go-around decisions. A go-around initiated at 3 miles is safe. A go-around initiated at 400 ft AGL while floating is a loss-of-control accident. The constant-speed prop must be at full RPM during a go-around, and flaps must be retracted in stages — not all at once. The fuel selector must remain on the selected tank (LEFT or RIGHT, not BOTH) throughout the approach and landing.
Debrief — teaching points
Stabilization criteria are non-negotiable in the DA40.
The DA40 is a slippery, high-performance airplane with a constant-speed prop and fixed gear. It floats easily on approach and requires active energy management. A stabilized approach in the DA40 means: airspeed within ±5 KIAS of Vref (70 KIAS), descent rate 300–500 fpm, wings level or with a shallow bank into the wind (no more than 5°), and aligned with the runway. If the approach does not meet these criteria by 3 miles, correct it. If it is unstable at 2 miles, go around. If it is unstable at 1 mile, go around. Do not commit to an unstable approach in the DA40 — the airplane will float and you will run out of runway.
Crosswind control in a go-around requires bank and rudder coordination.
In a crosswind go-around, you must maintain a shallow bank into the wind (2–5°) and use coordinated rudder to keep the nose aligned with the runway heading. The DA40's constant-speed prop and high power output can cause a pitch-up tendency during the go-around — manage the pitch with elevator trim and maintain the bank angle. Losing bank control in a crosswind go-around is the accident pattern from GAA19CA409: the airplane drifted left of the runway and struck an edge light. Practice crosswind go-arounds with your CFI before you fly them solo.
The constant-speed prop must be at full RPM during a go-around.
The DA40's constant-speed prop is set to cruise RPM (2,500 RPM) during cruise and approach. During a go-around, you must advance the prop control to full RPM (2,700 RPM) — not just the throttle. Advancing only the throttle without advancing the prop control will not give you full power. The prop control is on the left side of the throttle quadrant; make it a habit to advance both the throttle and the prop control together during a go-around. This is a procedural difference from fixed-pitch airplanes and is critical in the DA40.
Flaps must be retracted in stages during a go-around, not all at once.
If you are on approach with landing flaps (20°) and you initiate a go-around, retract the flaps in stages: from 20° to 10° to 0°. Retracting all flaps at once can cause a sudden pitch change and loss of control, especially at low altitude. The DA40's slippery airframe is particularly sensitive to flap changes. Retract flaps in stages and maintain pitch control with the elevator.
High-density altitude reduces climb performance and increases stall speed.
At KTPA on a hot day (OAT 34°C), the density altitude is approximately 3,200 ft. The DA40 will climb as if it is at 3,200 ft elevation, not 26 ft. Climb performance is reduced and the stall speed is higher (in true airspeed). A go-around initiated at very low altitude (400 ft AGL) in high-density altitude conditions is marginal — you may not have enough climb performance to clear obstacles or to re-enter the pattern safely. This is the accident pattern from GAA19CA431: the pilot delayed the go-around decision in high-density altitude and the airplane stalled during the go-around climb. Make the go-around decision early, when you have altitude and climb performance available.
The fuel selector is LEFT or RIGHT — not BOTH. You must manage tank selection actively.
The DA40 has a LEFT/RIGHT fuel selector with no BOTH position. You must actively manage tank selection throughout the flight. On approach, confirm the fuel selector is on the tank you intend to use (typically the fuller tank or the tank you switched to on downwind). If you select an empty tank, you will experience fuel starvation and engine failure. This is a critical difference from airplanes with a BOTH position. Develop a habit of confirming the fuel selector on downwind and before landing.
An abort of a go-around at low altitude with insufficient runway is a loss-of-control accident.
If you initiate a go-around and then decide to abort it (cut power and try to land), you must have sufficient runway remaining to stop safely. At 400 ft AGL with airspeed 90 KIAS, if you cut power and apply brakes, you will need a long distance to stop — and in a crosswind, you will lose directional control. This is the accident pattern from GAA19CA582: the pilot aborted the go-around with insufficient runway remaining and the airplane drifted left of the runway centerline and struck a barrier. Once you commit to a go-around, commit fully — do not abort it at low altitude.
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 delayed go-around in high-density altitude). Anonymized and localized to KTPA.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431
ACS tasks: PA.VI.B — Approach and Landing · PA.VI.C — Go-Around / Rejected Landing · PA.V.B — Slow Flight · PA.I.H — Human Factors · PA.VI.A — Approach Planning
Relevant FARs: §91.3 · §91.13 · §91.121
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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