Go-Around Decision at Tampa International
A destabilized approach, an obstacle on the runway, and the critical moment when the Archer pilot must commit to a go-around — or accept the landing
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 19R, inbound on a personal flight. Elevation 26 ft MSL. You are on a 2-hour VFR flight from the north; the weather is VFR throughout, but it is a hot, humid Florida afternoon in late August. Density altitude is approximately 3,200 ft — the Archer will climb and land as if the field were 3,200 ft higher than its actual 26 ft elevation.
You are on a 5-mile final for Runway 19R (true heading 182°). The tower has cleared you to land. Wind is 170° at 12 knots, gusting to 18 — a 12-knot crosswind from the left, within the Archer's demonstrated crosswind limit of 15 knots, but gusty and requiring active control.
Your approach has been high and fast. You are at 1,200 ft MSL (roughly 1,174 ft AGL) and 95 KIAS — 29 knots above Vref (66 KIAS). The runway is 11,002 ft long, plenty of concrete, but your descent rate is shallow and your airspeed is not coming down. You have not yet deployed full flaps. The runway is in sight, the tower is expecting you to land, and you are committed to the approach — or are you?
Aircraft: Piper Archer PA-28-181, solo, full fuel, within limits. Carbureted Lycoming O-360, 180 hp, fixed-pitch prop, fixed gear, LEFT/RIGHT fuel selector (fuel is on LEFT). Steam panel, vacuum-driven instruments. Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have about 80 hours in the Archer. You are familiar with KTPA from previous flights, but you have not flown here in high density altitude conditions. You did not brief a go-around procedure before this approach.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before the decision tree — what do you know about go-around procedures and the Archer's performance in high density altitude? (Pick all that apply.)
What the record shows
What the NTSB files show
NTSB CHI05CA208 (2005): A Piper PA-28-181 on a personal flight approached a grass runway in high density altitude conditions. The approach was high and fast. The pilot delayed the go-around decision, continued the approach, and overran the runway. The airplane struck a utility pole. The probable cause was 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.
NTSB ERA24LA369 (2024): A Piper PA-28-181 on an instructional flight initiated a go-around when the flight instructor observed deer on the runway. During the climb, the engine lost power. The aircraft collided with trees. The probable cause has not been determined, but the sequence is clear: a go-around was initiated, and during the climb, the engine failed to produce adequate power.
The critical difference between these two accidents: in CHI05CA208, the pilot delayed the go-around decision and continued a bad approach. In ERA24LA369, the pilot correctly initiated a go-around, but the engine failed to support the climb. Both outcomes were fatal or resulted in significant damage.
At Tampa International Airport (KTPA), the off-field environment off Runway 19R's climb-out (heading 182°) is POOR: dense development, medium development, and pasture/hay. There is no clear field to land in if the engine fails during a go-around. An engine failure during a go-around at KTPA is a forced landing into developed terrain — not a controlled landing in a field.
The Archer's performance in high density altitude is critical. At DA 3,200 ft, the Archer's climb rate is roughly half of its sea-level rate. A go-around in these conditions requires precise airspeed control (Vy = 76 KIAS), full power, and immediate recognition if the engine is not responding normally. Pitching up aggressively to climb fast is counterproductive — it slows the airplane below Vy and actually decreases the climb rate.
The real accidents cited above occurred at other airports and in other circumstances — NOT at Tampa International Airport. KTPA has its own accident history (see field dominant patterns: FORCED_LANDING 22.2%, LOSS_OF_CONTROL_INFLIGHT 11.1%), but these specific events happened elsewhere. The scenario is localized to KTPA to make the off-field environment and the high density altitude real and consequential for you as a student here.
The consistent thread: a go-around is not a failure — it is the correct decision when the approach is unstabilized. The failure is the delay in making that decision. At 5 miles final, 95 KIAS, and 1,200 ft MSL, the go-around decision is easy and safe. At 500 ft AGL and 85 KIAS, the go-around is still correct, but the margin is thin. At 400 ft AGL with a marginal engine, the go-around becomes a forced landing.
Key lesson — A go-around is the correct decision when the approach is unstabilized — high, fast, or not descending at the required rate — regardless of runway length or tower clearance. In the Archer, Vref is 66 KIAS; an approach at 95 KIAS will float the runway and consume excessive landing distance. In high density altitude, the Archer's climb performance is marginal; a go-around must be initiated early, with full power and precise airspeed control (Vy = 76 KIAS). Delaying the go-around decision or continuing a bad approach is the path to a runway overrun or a forced landing.
Debrief — teaching points
A go-around is the correct decision when the approach is unstabilized.
An unstabilized approach is one that is high, fast, or not descending at the required rate. In the Archer, Vref (approach speed) is 66 KIAS. An approach at 95 KIAS is 29 knots fast and will result in a long flare and a long landing distance. At 5 miles final with 1,200 ft MSL altitude, a go-around is easy and safe. The tower's clearance to land is not a mandate — 14 CFR §91.3 makes the pilot in command the final authority. If the approach is unstabilized, go around.
High density altitude erodes the Archer's climb performance.
At Tampa International, with OAT 28°C and pressure altitude 26 ft, the density altitude is approximately 3,200 ft. The Archer will climb as if the field were 3,200 ft higher. At sea level, the Archer climbs at roughly 700 fpm; at DA 3,200 ft, expect 350–400 fpm. A go-around in high density altitude requires early initiation, full power, and precise airspeed control. Pitching up aggressively to climb fast is counterproductive — it slows the airplane below Vy (76 KIAS) and actually decreases the climb rate.
Vref and Vy are critical speeds for the Archer.
Vref (approach speed) is 66 KIAS. Vy (best rate of climb) is 76 KIAS. On approach, stabilize at Vref. During a go-around, pitch to maintain Vy. These are not suggestions — they are the speeds that optimize landing distance and climb rate. An approach at 85 KIAS or 95 KIAS will float the runway and consume excessive landing distance. A go-around at 65 KIAS (below Vy) will result in a weak climb.
The Archer has a LEFT/RIGHT fuel selector — no BOTH position.
Unlike some other aircraft, the Archer's fuel selector is LEFT or RIGHT, with no BOTH position. Fuel starvation from not switching tanks is a real risk, especially during a go-around when the engine is under full power. Before takeoff, confirm which tank is fullest and plan to switch tanks during cruise. During a go-around, if the engine is not responding normally, check the fuel selector — you may have selected an empty tank.
Off Runway 19R at KTPA, the climb-out environment is dense development — no clear field.
The off-field environment off Runway 19R's climb-out (heading 182°) is POOR: dense development, medium development, and pasture/hay. There is no clear field to land in if the engine fails during a go-around. An engine failure during a go-around at KTPA is a forced landing into developed terrain. If the engine is marginal during a go-around, return to the runway immediately — do not try to climb away.
A go-around is not a failure — it is airmanship.
The pilot who goes around on an unstabilized approach is making a sound, conservative decision. The pilot who continues a bad approach and overruns the runway or hits an obstacle is making a fatal error. The NTSB data is clear: delayed go-around decisions are a consistent factor in landing accidents. Brief a go-around procedure before every approach. Know your go-around altitude, airspeed, and power setting. Be ready to execute it.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 runway overrun, delayed go-around decision, high density altitude, obstacles) and ERA24LA369 (2024 PA-28-181 go-around engine loss during climb). Localized to Tampa International Airport (KTPA).
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.II.G — Approach and Landing · PA.II.H — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.185
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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