Unstable and Committed
A destabilized approach to Tampa Executive, a go-around decision, and the margin between recovery and loss of control
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 23, inbound on a local instructional flight. Elevation 22 ft MSL. You are a commercial pilot with roughly 400 hours total; your instructor is in the right seat, observing.
It is a hot, humid Florida afternoon in mid-July: OAT 34°C, dew point 26°C, altimeter 29.89. Scattered clouds at 3,500 ft AGL, visibility 10 SM. Density altitude is approximately 3,200 ft — the airplane will perform as if it is at 3,200 ft elevation, not 22 ft. The runway is 5,000 ft long, which is adequate for a normal landing, but density altitude will lengthen the landing distance by roughly 40% over sea-level performance.
You are on a 3-mile final approach to Runway 23 (true heading 222°), descending through 800 ft AGL at 80 KIAS. The approach is not stable: you are 200 ft high on the glide slope, the descent rate is shallow, and you have not yet reduced power or extended full flaps. The wind is 210° at 12 knots — a 20° crosswind from the left, gusting to 18 knots. You are hand-flying; the G1000 is displaying the approach, but you are not coupled to autopilot.
Aircraft: Diamond DA40, solo (you and instructor), full fuel, within limits. Constant-speed prop, fuel selector on RIGHT tank (left tank was used on climb-out). Fixed gear. Glass panel (G1000). The airplane is clean (flaps up) and slippery — the DA40's composite airframe has low drag and floats readily in a shallow descent.
Pilot: you — a commercial pilot, current, roughly 400 hours. You have 15 hours in the DA40. This is a local instructional flight; your CFI is evaluating your approach and landing technique. You have not flown in high-density altitude conditions before. You are focused on the approach but have not yet recognized the instability.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 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 the DA40's approach and landing characteristics in high-density altitude? (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 initiated a go-around at low altitude, then immediately aborted it and attempted to land on the remaining runway. The airplane did not decelerate sufficiently and ran off the runway, striking 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 receiving instruction failed to maintain runway heading and bank control during landing in crosswind conditions. The pilot initiated a go-around after the collision, but the damage was done. The probable cause was the pilot's failure to maintain runway heading and bank control 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 was on approach to a short grass runway in high-temperature, high-density altitude conditions. The approach was unstable — the airplane was floating and not descending. The pilot delayed the go-around decision until the airplane was very low. When the go-around was finally initiated, the airplane stalled during the 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.
Common thread across all three accidents: the go-around decision was made too late, or the go-around was aborted without adequate runway remaining. In all cases, the pilot was committed to landing from an unstable approach and did not recognize the need to go around until the margin was thin or gone.
Tampa Executive Airport (KVDF) has its own accident history dominated by loss-of-control-ground events (18.4%), hard landings (18.4%), and forced landings (15.8%). The field's 5,000 ft Runway 23 is adequate for normal operations, but in high-density altitude conditions (common in Tampa in summer), landing distance increases by 40–50%. An unstable approach in high-density altitude is a setup for a hard landing or runway excursion.
The real accidents cited above occurred at other airports and in other DA40s — NOT at Tampa Executive Airport. However, the conditions and decision patterns are directly applicable to KVDF: high-density altitude, crosswind conditions, and unstable approaches are common here. The lesson is the same: recognize instability early, commit to a go-around before the margin becomes marginal, and execute the go-around cleanly with full power and positive pitch control.
Key lesson — In the Diamond DA40, a destabilized approach at low altitude is a setup for a loss-of-control accident. The DA40 floats readily in a shallow descent and has a narrow margin between approach speed (70 KIAS) and stall speed (49 KIAS). Recognize instability early — high on the glide slope, shallow descent, no power reduction, no flaps — and commit to a go-around at 800 ft AGL or higher. A go-around initiated at 500 ft AGL or lower is marginal; a go-around aborted after initiation is dangerous. In high-density altitude conditions like those common at Tampa Executive in summer, landing distance increases by 40–50%, making an early go-around decision even more important. Fly the airplane; do not let the airplane fly you.
Debrief — teaching points
Recognize instability early — high on the glide slope, shallow descent, no power reduction, no flaps.
An unstable approach is defined by the FAA as one that is not on the correct glide path, descent rate, or airspeed. In the DA40, an unstable approach often looks like this: you are high on the glide slope, the descent rate is shallow, you have not reduced power or extended flaps, and the airspeed is higher than Vref (70 KIAS). The DA40's slippery composite airframe floats readily in a shallow descent — you will not come down the glide slope by itself. Recognize this pattern at 800 ft AGL or higher and commit to a go-around. Do not wait until you are at 400 ft AGL hoping the approach will stabilize.
Commit to the go-around decision early — 800 ft AGL is the threshold.
The FAA's go-around decision altitude for a normal approach is 500 ft AGL. However, in the DA40 with its slippery airframe and narrow margin between approach speed and stall speed, a go-around initiated at 500 ft AGL is marginal. A better threshold is 800 ft AGL: if the approach is not stable by 800 ft AGL, go around. You have full power, high RPM, positive pitch, and plenty of runway ahead. The go-around is clean and safe. A go-around initiated at 400 ft AGL or lower is a last-resort maneuver, not a normal procedure.
Manage energy on approach — power, flaps, and descent rate are linked.
The DA40 is a slippery airplane. Energy management on approach is critical. As you descend, you must reduce power and extend flaps in a coordinated sequence to maintain the correct descent rate and glide path. If you are high on the glide slope at 2 miles from the runway, extend full flaps (25°) and reduce power further. The descent rate will increase and you will come down the glide slope. If you are still high at 1 mile from the runway, a go-around is the correct decision — you have committed to landing from an unstable approach.
High-density altitude increases landing distance by 40–50% — plan accordingly.
Tampa Executive Airport is at 22 ft MSL, but in high-temperature, high-humidity conditions (common in July), the density altitude can be 3,000–3,500 ft. The DA40's landing distance increases by 40–50% in high-density altitude conditions. A 5,000 ft runway is adequate for a normal landing, but only if the approach is stable and the landing is normal. An unstable approach or a hard landing will consume more runway. In high-density altitude conditions, an early go-around decision is even more important — you cannot afford to land long or hard.
Do not abort a go-around once it is initiated — commit to the climb.
Once you advance the throttle to full power and pitch up for a go-around, commit to the climb. Do not reduce power and attempt to land on the remaining runway — this is the setup for a loss-of-control accident. You initiated the go-around because the approach was unstable; landing on the remaining runway will not fix that instability. Climb out, turn, and set up a new approach. If you are concerned about runway length, you should have gone around earlier.
Crosswind landings require smooth, coordinated control — not aggressive corrections.
The DA40 is certified for crosswinds up to 17 knots in calm conditions. At Tampa Executive, a 12-knot wind gusting to 18 knots is near the limit. Manage the crosswind with a crab angle on final (nose into the wind) and transition to a slip just before touchdown (right wing down, left rudder for a left crosswind). The transition must be smooth and coordinated. An aggressive correction — too much aileron, too much rudder — can cause the airplane to bank hard and the wing to strike the runway. Keep the corrections smooth and small.
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). Localized to Tampa Executive Airport (KVDF).
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431
ACS tasks: PA.II.E — Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.F — Weather Information · 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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