Unstable and Floating — Go-Around Decision at Venice
A destabilized approach, a floated touchdown, and the critical decision to go around — energy management and crosswind control in a slippery DA40
The scenario
Departing Venice Municipal Airport (KVNC), Venice, FL — Runway 13, landing after a local instructional flight. Elevation 18 ft MSL. The runway is 5,640 ft long, oriented 135° / 315° magnetic.
It is a hot, humid late-July afternoon in southwest Florida: OAT 34°C, dew point 26°C, altimeter 29.89. Density altitude is approximately 2,800 ft — well above field elevation. Scattered clouds at 3,500 ft, visibility 10 SM. The wind is from 160° at 12 knots — a 25° crosswind to Runway 13. Not severe, but present and requiring active crosswind technique.
You are on final approach to Runway 13, 2 nm out, descending through 800 ft AGL. The approach has been unstable since 1,500 ft: you were high, you slipped to lose altitude, and you are now slightly fast — 75 KIAS instead of the target 70 KIAS (Vref). The airplane is floating. You have not yet added full flaps; you are at 20° flaps. The runway is in sight.
Aircraft: Diamond DA40, dual instruction, two aboard (you and a CFI), within limits. Constant-speed prop, fuel-injected Lycoming IO-360, fixed gear, G1000 glass panel. Fuel selector is set to RIGHT tank (you switched tanks 20 minutes ago; the right tank is full). Nothing was written up; the airplane is airworthy.
Pilot: you — a Commercial pilot, 350 hours total, 120 hours in the DA40. You have 8 hours of go-around training but have not executed a go-around in actual crosswind conditions. Your CFI is in the right seat, observing. You are flying the approach.
- {'label': 'Field', 'value': 'KVNC · Venice'}
- {'label': 'Runways', 'value': '4/22 · 13/31'}
- {'label': 'Elevation', 'value': '18 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about go-arounds in the DA40 and crosswind control? (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 was on final approach when the pilot decided to abort the go-around after initiating it. The pilot cut power and applied brakes with insufficient runway remaining to safely stop the airplane. The aircraft ran off the runway and struck a concrete barrier. The probable cause was the pilot's decision to abort a go-around with insufficient runway distance, resulting in a loss of control and runway excursion. This accident occurred at a different airport — NOT at KVNC — but the decision pattern is identical: a go-around initiated, then aborted, with catastrophic results.
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 probable cause was the pilot's failure to maintain runway heading and bank control in crosswind conditions. The accident occurred at a different airport, but the crosswind control failure is directly relevant to KVNC's Runway 13 in the 160° wind condition described in this scenario.
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 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. The accident occurred at a different airport and on a grass runway, but the density altitude and float dynamics are directly applicable to KVNC on a hot July afternoon.
The real accidents cited above occurred at other airports — NOT at Venice Municipal Airport (KVNC). KVNC has its own accident history dominated by loss-of-control inflight (24.4%), forced landing (12.2%), spatial disorientation (12.2%), hard landing (12.2%), and loss-of-control ground (12.2%). The scenario is localized to KVNC to make the runway length, density altitude, and crosswind environment real and consequential for you as a student here.
The consistent thread across all three NTSB events: the DA40 is a slippery, high-performance airplane that floats easily, especially in high-density altitude conditions. An unstable approach (high, fast, not aligned) is a go-around trigger. A go-around initiated must be executed fully — aborting a go-around with insufficient runway is a loss-of-control accident waiting to happen. Crosswind control during a go-around requires active bank management. The decision to go around is not a failure; it is the correct airmanship response to an unstable approach.
Key lesson — In the DA40 at KVNC on a hot, high-density-altitude day, an unstable approach is a go-around trigger. The airplane is slippery and floats easily. If you are high, fast, or not aligned on final approach, execute a go-around immediately — do not continue the descent hoping to stabilize. A go-around in crosswind conditions requires active bank control to maintain runway heading. Once a go-around is initiated, commit to it fully — aborting a go-around with insufficient runway is a loss-of-control accident. The second approach, executed with proper speed, configuration, and alignment, is the safe outcome.
Debrief — teaching points
The DA40 is slippery and floats easily — especially in high-density altitude.
The Diamond DA40's composite airframe is aerodynamically clean and has low drag. On approach, this means the airplane does not bleed off speed quickly and floats easily, particularly in high-density altitude conditions where engine performance is reduced. At KVNC on a hot July afternoon (OAT 34°C, DA ~2,800 ft), the DA40's climb performance is marginal and the airplane's tendency to float is pronounced. An approach that is slightly fast or high will result in a long float down the runway. Proper energy management — arriving at the runway threshold at exactly Vref (70 KIAS) and fully configured — is essential. If you are fast or high on final approach, a go-around is the correct decision.
An unstable approach is a go-around trigger — not a descent continuation.
An unstable approach is defined as one that deviates from the desired flight path in altitude, airspeed, or alignment. At KVNC Runway 13, if you are more than 500 ft high, more than 10 knots fast, or not aligned with the runway by 500 ft AGL, the approach is unstable. The correct response is a go-around — not a slip, not a power reduction, not a hope that it will stabilize. A go-around from 800 ft AGL is safe and recoverable. A continued descent from an unstable approach risks a float, a hard landing, or a runway excursion. The decision to go around is not a failure; it is airmanship.
A go-around in crosswind conditions requires active bank control.
The wind at KVNC is from 160°, a 25° crosswind to Runway 13 (heading 135°). During a go-around, the crosswind will drift the airplane left (north) of the runway heading. To maintain runway alignment, you must apply left bank — approximately 8–10° to maintain 135° magnetic heading. This is not a steep bank; it is a gentle correction. Failure to apply this correction results in drift off the runway heading, which can lead to a collision with terrain or obstacles during the climb-out. Active bank control during a go-around in crosswind conditions is a fundamental skill.
Commit fully to a go-around — aborting a go-around with insufficient runway is a loss-of-control accident.
NTSB GAA19CA582 documents a DA40 that initiated a go-around, then the pilot cut power and applied brakes with insufficient runway remaining to stop. The airplane ran off the runway and struck a concrete barrier. Once you have initiated a go-around (advanced throttle to full power, prop to full RPM, pitched for a positive climb), commit to it fully. Do not abort the go-around to land on the remaining runway unless you are absolutely certain you have adequate distance to stop safely. At KVNC Runway 13 (5,640 ft), if you initiate a go-around at 400 ft AGL, you have used approximately 1,500 ft of runway; you have 4,140 ft remaining. That is more than adequate to stop if you abort — but the abort itself is risky. The safer option is to complete the go-around, circle back, and land on a fresh approach.
Proper go-around procedure in the DA40: throttle full, prop full RPM, climb at Vy (66 KIAS), flaps retract AFTER positive climb is established.
The DA40's go-around procedure is: (1) Advance throttle to full power. (2) Set prop control to full RPM (2,700 RPM). (3) Pitch for a positive climb rate at Vy (66 KIAS). (4) Maintain runway heading with active bank control (especially in crosswind). (5) Once a positive climb is established (typically 500 ft/min), retract flaps to 10°, then 0° as altitude increases. Retracting flaps before a positive climb is established can cause a pitch-up and an unintended climb that bleeds airspeed. Flap retraction comes AFTER the climb is stable.
Density altitude at KVNC on a hot day significantly reduces climb performance.
At KVNC on a hot July afternoon (OAT 34°C, dew point 26°C), the density altitude is approximately 2,800 ft — well above field elevation (18 ft MSL). This means the DA40 performs as if it were at 2,800 ft elevation, not 18 ft. Climb rate is reduced, takeoff distance is increased, and landing distance is increased. In a go-around at high density altitude, the DA40's climb rate is marginal — expect 400–500 ft/min, not the 600+ ft/min you might see on a cool day at sea level. Plan accordingly: a go-around at high density altitude requires more runway and more altitude to execute safely.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 go-around abort with insufficient runway), GAA19CA409 (2019 DA40 crosswind control loss during go-around), and GAA19CA431 (2019 DA40 stall during go-around in high-density altitude). Anonymized and localized to KVNC.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431
ACS tasks: PA.II.I — Approach and Landing · PA.II.J — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.II.H — Crosswind Landings
Relevant FARs: §91.3 · §91.13 · §91.103
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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