Go-Around Decision at Venice
A destabilized approach, an engine failure on the climb, and the cost of delayed decision-making in a Piper Archer
The scenario
Departing Venice Municipal Airport (KVNC), Venice, FL — Runway 22, a 5,000-foot asphalt runway. Elevation 18 ft MSL. You are on a personal VFR flight in a Piper Archer (PA-28-181), solo, full fuel, within limits. Total time: 280 hours. This is your third visit to KVNC; you know the field reasonably well.
It is a hot, humid Florida afternoon in late July: OAT 34°C, dew point 26°C, altimeter 29.89. Scattered clouds at 3,500 ft, visibility 10 SM. The field is not towered — Class G airspace, CTAF 122.8. Density altitude is approximately 2,800 ft — the Archer will not climb like it does at sea level.
You are on a 3-hour personal flight from the north. The flight has been uneventful. You are on a 10-mile straight-in approach to Runway 22 (heading 225° true). The runway is in sight. You are at 1,200 ft AGL, 95 KIAS, and you have not yet reduced power or extended flaps.
Aircraft: Piper PA-28-181 Archer, carbureted Lycoming O-360-A, 180 hp, fixed-pitch prop, fixed gear, LEFT/RIGHT fuel selector (no BOTH position). Fuel selector is on LEFT. Carburetor heat is off. The airplane is within limits and airworthy.
Pilot: you — a Private pilot, current, roughly 280 hours total. You have about 40 hours in the Archer. You are not a frequent visitor to KVNC, and you have not flown a go-around in the Archer in several months. You are slightly fatigued from the 3-hour flight but not impaired.
- {'label': 'Field', 'value': 'KVNC · Venice'}
- {'label': 'Runways', 'value': '4/22 · 13/31'}
- {'label': 'Elevation', 'value': '18 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 go-around decision-making in the Piper Archer? (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. The probable cause was the pilot's delayed decision-making and failure to execute a go-around when the approach became unstabilized. Contributing factors included excessive approach airspeed, high density altitude, and obstacles near the runway. The pilot had multiple opportunities to go around but continued the approach, trying to salvage it.
NTSB ERA24LA369 (2024): A Piper PA-28-181 on an instructional flight initiated a go-around when the flight instructor observed an obstacle on the runway. During the climb, the engine lost power. The aircraft collided with trees. The probable cause has not been determined, but the sequence — go-around initiated, engine failure during climb, loss of control — is consistent with carburetor ice in warm, humid conditions.
The critical lesson from both accidents: the go-around decision must be made EARLY, not late. In CHI05CA208, the pilot delayed the decision until the airplane was committed to landing — at that point, the runway overrun was inevitable. In ERA24LA369, the go-around was initiated correctly, but the engine failure during the climb (likely carburetor ice) turned a good decision into a fatal outcome.
At KVNC, the environment is conducive to carburetor ice: warm (34°C), humid (dew point 26°C), and high density altitude (2,800 ft). A go-around in these conditions requires immediate carburetor heat application and a climb at Vy (76 KIAS) to maximize climb performance in the degraded-altitude environment.
The real accidents cited above occurred at other airports and in other conditions — NOT at Venice Municipal Airport. KVNC has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_INFLIGHT 24.4%, FORCED_LANDING 12.2%, SPATIAL_DISORIENTATION 12.2%, HARD_LANDING 12.2%, LOSS_OF_CONTROL_GROUND 12.2%), but these specific NTSB events happened elsewhere. The scenario is localized to KVNC to make the high-density-altitude environment and the go-around decision real and consequential for you as a student here.
The consistent thread across both accidents: the go-around decision is the most critical decision in the landing phase. If the approach is unstabilized at 500 ft AGL, go around. Do not try to salvage the approach. Do not delay the decision. Apply full power, establish Vy (76 KIAS), retract flaps after confirming a positive rate of climb, and apply carburetor heat in warm, humid conditions. The go-around is not a failure — it is airmanship.
Key lesson — In the Piper Archer at high density altitude, a go-around decision must be made early — by 500 ft AGL if the approach is unstabilized. The Archer's climb performance is degraded at 2,800 ft density altitude; delaying the decision costs altitude and options. Apply full power, establish Vy (76 KIAS), apply carburetor heat in warm, humid conditions, and retract flaps only after confirming a positive rate of climb. A go-around is not a failure — it is the correct decision when the approach is unstabilized.
Debrief — teaching points
A stabilized approach is non-negotiable.
By 500 ft AGL, you must be established on the runway centerline, at or below Vref (66 KIAS), with a descent rate of 300 ft/min or less, and landing flaps set. If any of these criteria are not met at 500 ft AGL, the correct decision is to go around. Do not try to salvage an unstabilized approach by adding flaps, slipping, or increasing descent rate. The Archer is a heavier, faster airplane than a Cessna 172 — it carries more energy, floats longer, and bites the runway harder if the approach is fast. A fast or high approach at 500 ft AGL will result in a long landing, a runway overrun, or an accident. Go around.
High density altitude degrades the Archer's climb performance significantly.
At 2,800 ft density altitude, the Archer's climb rate is reduced by 30–40% compared to sea level. On a go-around, you must be disciplined about airspeed: establish Vy (76 KIAS) and hold it. Do not try to climb faster by increasing airspeed — this reduces climb rate in the high-density-altitude environment. Vy is the speed for best rate of climb; it is the correct speed for a go-around in any condition, but especially in high density altitude.
Apply carburetor heat during a go-around in warm, humid conditions.
The Archer's carbureted Lycoming O-360-A is susceptible to carburetor ice in warm, humid air at reduced power. During a go-around, apply full carburetor heat immediately. The engine may initially run rough or lose a few RPM as heat melts accumulated ice — this is normal. Hold carb heat on and monitor engine instruments. The engine will smooth out as the ice clears.
The Archer has a LEFT/RIGHT fuel selector with no BOTH position.
Unlike the Cessna 172, the Archer does not have a BOTH position on the fuel selector. You must actively manage which tank you are drawing from. On a go-around, confirm the fuel selector is on the tank with the most fuel. Fuel starvation from not switching tanks is a real risk in the Archer, especially on a prolonged go-around or a second approach.
Retract flaps only after confirming a positive rate of climb.
On a go-around, apply full power and establish Vy (76 KIAS). Do not retract flaps immediately — wait until you have a positive rate of climb confirmed on the vertical speed indicator. Retracting flaps too early can cause a momentary sink or even a stall if the airplane is not yet climbing. Once you have a positive climb rate, retract flaps progressively.
Built from the real accident record
Scenario built from NTSB CHI05CA208 (2005 PA-28-181 overrun / delayed go-around decision, high density altitude, obstacles) and ERA24LA369 (2024 PA-28-181 go-around engine failure / loss of control). Localized to KVNC.
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.IX.D — Go-Around / Rejected Landing · PA.I.H — Human Factors
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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