Go-Around Decision at Tampa Executive
A destabilized approach, an engine-out climb, and the Archer's heavy energy — the decision window is tight
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 23, a 5,000 ft asphalt runway. Elevation 22 ft MSL. Non-towered field (CTAF 122.775). You are on a personal flight, solo, full fuel, within limits.
It is a hot, humid Florida afternoon in July: OAT 34°C, dew point 26°C, altimeter 29.87. Scattered clouds at 3,500 ft, visibility 10 SM. Density altitude is approximately 3,800 ft — the Archer will climb and accelerate as if the field were 3,800 ft high, not 22 ft. The runway is long, but the Archer's climb performance is degraded.
You are on a 10 nm final approach to Runway 23 (heading 222°). The off-field environment to the south and west (your descent path) is a mix of pasture, open water, and medium development — not ideal for a forced landing, but not a ditching either. The runway is in sight.
Aircraft: Piper PA-28-181 Archer, solo (1,800 lb), full fuel (48 gal), within limits. Lycoming O-360-A carbureted, 180 hp, fixed-pitch prop, fixed gear, LEFT/RIGHT fuel selector (no BOTH position). Steam panel, vacuum system. Carburetor heat is OFF.
Pilot: you — a Private pilot, current, roughly 250 hours total. You are familiar with the Archer but have never landed at KVDF. You did not calculate density altitude before departure. You did not brief the go-around procedure. You are focused on getting down.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about the Piper Archer's approach and landing characteristics? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CHI05CA208 (2005): A Piper PA-28-181 on a personal flight overran a grass runway and struck a utility pole during landing at Bird Field Airport, Missouri. The pilot descended on an unstable approach at excessive airspeed, delayed the go-around decision, and attempted to salvage the landing. Contributing factors included high density altitude (field elevation 1,100 ft, OAT 32°C, DA approximately 3,000 ft) and obstacles near the runway. The probable cause was the pilot's delayed decision-making and failure to execute a go-around. The airplane struck the utility pole and was destroyed. The pilot was fatally injured.
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 near the runway. 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 pilot and instructor were fatally injured.
The real accidents cited above occurred at other airports (Bird Field, Missouri, and another location in the 2024 case) — NOT at Tampa Executive Airport (KVDF). KVDF has its own accident history dominated by loss-of-control-ground and hard landings. The scenario is localized to KVDF to make the field's real off-field environment (pasture, open water, medium development off Runway 23) consequential for you as a student here.
The consistent thread across both NTSB events: the Piper Archer's heavy energy and the pilot's delayed go-around decision. In CHI05CA208, the pilot was high and fast on approach, did not brief a go-around procedure, and tried to salvage the landing instead of executing a go-around. In ERA24LA369, the go-around was initiated, but the engine failed during the climb — a rare but documented failure mode in the PA-28-181. Both accidents involved low-altitude engine issues and the pilot's inability to recover.
At KVDF, the density altitude effect is real: on a hot July day (OAT 34°C), the field elevation of 22 ft becomes a functional 3,800 ft. The Archer's climb performance is degraded. A go-around in high DA is a shallow climb — the airplane will not climb steeply. This is why the go-around decision must be made early, at a stable altitude where the climb can be managed.
The real events cited above occurred at other airports — NOT at KVDF. The scenario is localized to KVDF to make the field's real off-field environment and density altitude effects consequential for you as a student here.
Key lesson — In the Piper Archer, a destabilized approach (high, fast, or unstable descent rate) should trigger an immediate go-around decision — do not try to salvage a bad approach. Brief the go-around procedure before descent: full power, carb heat ON, 76 KIAS (Vy), shallow climb in high density altitude. At KVDF on a hot day, density altitude is approximately 3,800 ft — the Archer will climb slowly. The go-around decision must be made early, at a stable altitude. If the engine fails during a go-around at low altitude, establish 76 KIAS best glide and look for the best off-field landing option. The off-field environment off Runway 23 (heading 222°) is pasture, open water, and medium development — a forced landing there is possible but constrained.
Debrief — teaching points
The Piper Archer carries heavy energy into the approach — it floats if you are fast or high.
The Archer is heavier and faster than a Warrior. It has more kinetic energy and will float longer on landing if the approach is fast or high. A stable approach to the Archer is critical: Vref is 66 KIAS, and the approach should be flown at 75 KIAS (slightly above Vref for control authority). If the approach is 85–90 KIAS, the airplane will float and land long. At KVDF with a 5,000 ft runway, a long landing is survivable, but it erodes the safety margin. Brief yourself on Vref and fly the approach at that speed.
Density altitude significantly erodes the Archer's climb performance — especially on a go-around.
On a hot, humid day at KVDF (OAT 34°C, DA ~3,800 ft), the Archer climbs as if the field were 3,800 ft high, not 22 ft. The climb rate is degraded. A go-around in high DA is a shallow climb — the airplane will not climb steeply. This is why the go-around decision must be made early, at a stable altitude (at least 500 ft AGL) where the shallow climb can be managed. If you delay the go-around decision until 200 ft AGL, the climb margin is thin. Calculate density altitude before departure and understand its effect on your airplane's performance.
Brief the go-around procedure before descent — establish the decision rule.
Before you begin the descent to land, brief yourself on the go-around procedure: full power, carb heat ON, 76 KIAS (Vy), shallow climb in high DA. Establish a decision rule: 'If the approach becomes unstable — high, fast, or descent rate exceeds 500 fpm — I will execute a go-around immediately.' This is not optional. The go-around decision rule is the difference between a safe approach and a salvage attempt. Write it down. Say it out loud. Commit to it.
A destabilized approach should trigger an immediate go-around — do not try to salvage a bad approach.
If you are high, fast, or descending at more than 500 fpm, the approach is unstable. Do not try to salvage it by reducing power late or floating down the runway. Execute a go-around immediately. The go-around is not a failure — it is airmanship. The NTSB CHI05CA208 pilot tried to salvage a high, fast approach and overran the runway, striking a utility pole. The pilot who executes a go-around and sets up a new approach survives. Make the decision early.
The Archer has a LEFT/RIGHT fuel selector with no BOTH position — fuel starvation is a real risk.
Unlike a Cessna with a BOTH position, the Archer's fuel selector is LEFT/RIGHT only. On extended flights, you must switch tanks regularly to maintain lateral balance and prevent fuel starvation from an empty tank. If you forget to switch tanks and one tank runs dry, the engine will quit. This is a Piper-specific failure mode. Establish a tank-switching schedule and set a timer if needed. On a short flight like this one, you are less at risk, but the habit is critical for longer flights.
Off Runway 23 at KVDF, the off-field environment is pasture, open water, and medium development — a forced landing is possible but constrained.
The off-field environment off Runway 23's departure end (heading 222°) is a mix of pasture, open water, and medium development. If the engine fails during a go-around or on approach, you have options: open pasture for a field landing, or open water for a controlled ditching. Neither is ideal, but both are survivable if you establish 76 KIAS best glide and fly the airplane to the best available landing spot. Know the off-field environment before you depart. It matters.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 overrun / delayed go-around decision / high density altitude) and ERA24LA369 (2024 PA-28-181 go-around engine loss / collision with trees). Localized to Tampa Executive Airport (KVDF), a non-towered field with fixed gear and real off-field constraints.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors · PA.II.D — 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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