Steep Turn to Final — Tampa Executive

Uncoordinated descent, critical angle of attack, and a low-altitude approach turn — the stall/spin window is measured in seconds

Cirrus SR20 · Tampa Executive Airport (KVDF) · Private / Commercial · Approach / Landing

The scenario

• {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
• {'label': 'Runways', 'value': '5/23 · 18/36'}
• {'label': 'Elevation', 'value': '22 ft'}
• {'label': 'Aircraft', 'value': 'SR20'}
• {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}

The decision

Before we get into the decision tree — what do you already know about stall/spin risk in the SR20 on approach? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — In the Cirrus SR20, a steep descending turn to final approach at low altitude is a high-risk maneuver. The combination of descent and bank angle reduces the critical angle of attack. An uncoordinated slip, an aggressive pitch-up in a go-around, or a delayed recovery from a steep turn can result in a stall at 750–900 ft MSL — altitude at which CAPS deployment is marginal. The correct approach: level off early, reduce power, slow to approach speed, and maintain a stable 3° descent path at 300 fpm or less. Coordinated flight, adequate airspeed, and a stabilized descent profile are the primary defenses against stall/spin. CAPS is the last resort, not the first line of defense.

Debrief — teaching points

A steep descending turn at low altitude is a high-risk maneuver in the SR20.

The combination of descent and bank angle reduces the critical angle of attack. In a 25° bank with a 500 fpm descent, the critical angle of attack is reduced by approximately 5–10° compared to level flight. At 750 ft MSL with an airspeed of 90 KIAS, the margin between the current angle of attack and the critical angle of attack is very thin. A further increase in bank angle, a decrease in airspeed, or an uncoordinated input can exceed the critical angle of attack and result in a stall. The inside wing stalls first in an uncoordinated stall, causing a roll and loss of control.

The angle-of-attack indicator is the most reliable tool to prevent a stall in the SR20.

The SR20's Avidyne Perspective glass panel includes an angle-of-attack indicator (the 'AOA' display). This indicator shows the airplane's angle of attack relative to the critical angle of attack. In a descent or turn, the airspeed may be adequate, but the angle of attack may be excessive. The AOA indicator provides direct feedback on stall risk. Scan the AOA indicator during approach turns and go-arounds. If the AOA is approaching the yellow (caution) or red (critical) zone, reduce bank angle, reduce descent rate, or increase airspeed immediately.

Uncoordinated flight (slip or skid) increases stall risk — maintain coordinated flight at all times.

A forward slip (left wing down, right rudder) is uncoordinated flight. The inside wing is at a higher angle of attack than the outside wing. In a slip, the stall margin is reduced. If you slip into a turn (e.g., rolling out on final approach while still in a slip), the inside wing can stall first, causing an uncontrolled roll. Always recover from a slip before entering a turn. Maintain coordinated flight by keeping the ball centered in the turn coordinator.

The go-around is a high-risk phase — avoid aggressive pitch-up and maintain a normal climb profile.

In a go-around, the instinct is to pitch up aggressively to climb away from the ground. But an aggressive pitch-up reduces airspeed rapidly and can result in a stall at low altitude. The correct go-around profile: apply full throttle, pitch up to a normal climb attitude (approximately 10–15°), and maintain Vy (96 KIAS) or better. The climb rate will be adequate; the stall risk will be minimal. If you are instructed to abort the landing and go around, follow the normal go-around profile — do not pitch up aggressively.

CAPS is the last resort — prevent the stall in the first place.

The SR20 is NOT certified for intentional spin recovery by control inputs. CAPS (the whole-airframe parachute) is the primary response to an unrecoverable spin or loss of control. But CAPS requires adequate altitude to deploy and inflate. Below 500 ft AGL, there may not be time for the parachute to slow the descent enough to survive. The real accident NTSB WPR20LA152 involved a stall on final approach at low altitude; the parachute was deployed too late to inflate before impact. The lesson: prevent the stall by maintaining coordinated flight, adequate airspeed, and a stable descent profile. CAPS is the emergency backup, not the primary defense.

High density altitude increases stall risk — the SR20's climb performance is reduced.

On a warm Florida morning (OAT 32°C), the density altitude at KVDF is approximately 1,800 ft. This means the airplane performs as if it is at 1,800 ft elevation, even though the field elevation is only 22 ft MSL. The climb performance is reduced, and the stall speed is slightly higher. In high density altitude conditions, the margin for error in an approach turn or go-around is reduced. Plan for a longer approach and a more conservative descent profile.

Built from the real accident record

Scenario built from NTSB WPR20LA152 (2020 SR20 stall on final approach, parachute deployment too late), WPR12FA235 (2012 SR20 stall during maneuvering in high density altitude), GAA19CA099 (2018 SR20 stall during go-around), and GAA17CA253 (2017 SR20 hard landing / go-around loss of control). Anonymized and localized to KVDF (Tampa Executive Airport).

NTSB reports: WPR20LA152 · WPR12FA235 · GAA19CA099 · GAA17CA253

ACS tasks: PA.VIII.A — Slow Flight · PA.VIII.B — Stall Prevention · PA.VIII.C — Spin Awareness · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors

Relevant FARs: §91.3 · §91.13 · §91.303

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