Go-Around Decision at Peter O Knight

Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, a 3,583 ft asphalt runway. Elevation 8 ft MSL. You are on a personal VFR flight in a Piper Archer PA-28-181, solo, full fuel, within limits. The field is non-towered (CTAF 122.8); you are in Class G airspace, but the overlying Tampa Class B (1,200 MSL ceiling) is 4.7 nm away.

It is a hot, humid Florida afternoon in late July: OAT 32°C, dew point 24°C, altimeter 29.89. Scattered clouds at 3,500 ft, visibility 10 SM. Density altitude is approximately 2,200 ft — the Archer will perform as if it is 2,200 ft above sea level, not 8 ft. The runway is 3,583 ft long. The Archer's landing distance at sea level in standard conditions is roughly 1,500 ft. At 2,200 ft density altitude, add 40–50% — you need roughly 2,100–2,250 ft of runway.

You are on a 5 nm straight-in approach to Runway 22 (heading 217°). The off-field environment off Runway 22's departure/landing end is open water — Hillsborough Bay and the Tampa waterfront. Off Runway 04 (the reciprocal) is dense development. You are committed to Runway 22.

At 1,500 ft AGL on the approach, you are 4 nm out. The approach is stable: 90 KIAS, descent rate 300 fpm, on glide slope. You are on frequency, announcing your position. The wind is light and variable, 3–5 kt.

At 1,000 ft AGL, 2 nm out, the approach is still stable. You begin to add flaps — first notch (10°). The Archer's Vfe (max flap extended) is 102 KIAS. You are at 88 KIAS, within limits.

At 500 ft AGL, 1 nm out, you add full flaps (40°). The airspeed is 85 KIAS — still within Vfe. The descent rate is 250 fpm. The runway is in sight, straight ahead. Everything looks normal.

At 300 ft AGL, 0.5 nm out, you notice the approach is getting faster. The airspeed is now 92 KIAS — above your target of 66 KIAS (Vref, approach speed). You are still descending at 250 fpm. The runway is 3,583 ft long; you have plenty of room. You do not correct the airspeed.

At 200 ft AGL, 0.25 nm out, the airspeed is 95 KIAS. You are high and fast. The runway is still ahead. You have a decision to make: continue the approach and land long, or execute a go-around. You have not briefed a go-around procedure. You have not reviewed the Archer's climb performance at 2,200 ft density altitude. You are committed to landing.

Aircraft: Piper PA-28-181 Archer, solo, full fuel (48 gal usable), within CG limits. Lycoming O-360-A, 180 hp, carbureted, fixed-pitch prop, fixed gear, LEFT/RIGHT fuel selector (no BOTH). Fuel selector is on LEFT. Nothing was written up; the airplane is airworthy at departure.

Pilot: you — a Private pilot, current, roughly 250 hours total. You have 40 hours in the Archer. You are familiar with KTPF from one previous visit. You did not brief a go-around procedure or review the Archer's climb performance in high density altitude. You are task-saturated and committed to landing.

NTSB CHI05CA208 (2005): A Piper PA-28-181 on a personal flight approached a grass runway in Missouri. The pilot's approach was unstabilized — high and fast — but the pilot did not execute a go-around. Instead, the pilot continued the approach and landed long. The airplane overran the grass runway and struck a utility pole. The probable cause was the pilot's delayed decision-making and failure to execute a go-around. Contributing factors included excessive approach airspeed, high density altitude, and obstacles near the runway. The Archer's landing distance at high density altitude was underestimated.

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-out from the go-around, the engine lost power. The aircraft collided with trees. The probable cause has not been determined, but the sequence is clear: go-around initiated, engine failure during climb, loss of altitude, collision with obstacles. The Archer's climb performance at high density altitude was marginal; the engine failure sealed the outcome.

At KTPF, the off-field environment is critical. Off Runway 22 (the runway in this scenario) is open water — Hillsborough Bay. An engine failure during a go-around off Runway 22 is a ditching, not a field landing. Off Runway 04 (the reciprocal) is dense development — a forced landing on the runway is the only safe option. The geographic reality at KTPF makes the decision to go-around or continue the approach consequential: a go-around off Runway 22 puts you over water; a continued approach off Runway 22 puts you on a runway that, at high density altitude, requires careful management of approach speed and landing distance.

The real accidents cited above occurred at other airports and in other aircraft — NOT at Peter O Knight Airport. KTPF has its own accident history (FORCED_LANDING 19.4%, LOSS_OF_CONTROL_INFLIGHT 16.7%, DITCHING 11.1%), but these specific NTSB events happened elsewhere. The scenario is localized to KTPF to make the off-field environment and density altitude real and consequential for you as a student here.

The consistent thread across both events: the Archer is a heavier, faster airplane than a Warrior. It carries more energy into the approach. A high, fast approach in the Archer floats and lands long. The pilot's decision to continue the approach instead of executing a go-around at 200 ft AGL is the critical failure point. At high density altitude, the Archer's climb performance on go-around is degraded — but it is still better than trying to stretch a marginal approach to the runway.