Go-Around Decision at Tampa North
A destabilized approach, an engine failure on climb-out, and obstacles in every direction — the decision to go around must be made early and executed decisively
The scenario
Departing Tampa North Aero Park Airport (X39), Tampa, FL — Runway 14, a 3,541-foot asphalt strip. Elevation 68 ft MSL. You are on a personal VFR flight in a Piper Archer PA-28-181, solo, full fuel, within limits. The field is non-towered; you are operating on CTAF (122.8). Overlying Class B airspace (Tampa Bravo) begins at 3,000 ft MSL — you are staying below that.
It is a hot, humid Florida afternoon in late July: OAT 32°C (90°F), dew point 24°C, altimeter 29.89. Density altitude is approximately 2,100 ft — the Archer will climb like it is at 2,100 ft elevation, not 68 ft. Scattered clouds at 3,500 ft, visibility 10 SM. Light and variable winds, favoring Runway 14 (true heading 141°).
You are on a 20-minute local flight. You departed X39 an hour ago, flew to a nearby practice area, and are now returning to land. You are 5 miles south of X39 on a straight-in approach to Runway 14. Your approach altitude is 1,200 ft MSL, descent rate 300 fpm. You are configured: gear down (fixed), flaps 20°, power 1,500 RPM, airspeed 85 KIAS.
Aircraft: Piper PA-28-181 Archer, solo, full fuel, within limits. Carbureted Lycoming O-360-A, 180 hp, fixed-pitch prop, fixed gear. Fuel selector on LEFT tank (you switched from RIGHT 10 minutes ago). Steam panel, vacuum-driven attitude indicator and heading indicator. Nothing was written up; the airplane was airworthy at departure.
Pilot: you — a Private pilot, current, roughly 180 hours total. You have 12 hours in the Archer; most of your time is in a Piper Warrior (PA-28-151). The Archer is faster and heavier — it carries more energy on approach and floats longer in ground effect. You are not yet fully comfortable with the Archer's landing characteristics. You did not brief a go-around plan before entering the pattern.
- {'label': 'Field', 'value': 'X39 · Tampa North Aero Park'}
- {'label': 'Runways', 'value': '14/32'}
- {'label': 'Elevation', 'value': '68 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you already know about go-around decisions 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 at Bird Field Airport, Missouri. The pilot was on approach when he noticed an obstacle on the runway. He did not execute a go-around; instead, he continued the approach, landed long, and overran the runway. The airplane struck a utility pole. Probable cause: the pilot's delayed decision-making, excessive approach airspeed, and failure to execute a go-around. Contributing factors included high density altitude and the presence of obstacles near the runway.
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-out, the engine lost power. The aircraft collided with trees. Probable cause has not yet been determined, but the sequence is clear: go-around initiated, engine failure during climb, collision with obstacles.
The critical difference between the two accidents: in CHI05CA208, the pilot did NOT execute a go-around and struck an obstacle on the runway. In ERA24LA369, the pilot DID execute a go-around, but the engine failed during the climb. Both accidents involved the Piper PA-28-181 and the high-density-altitude environment that erodes climb performance.
At Tampa North Aero Park Airport (X39), the density altitude on a hot, humid Florida afternoon can exceed 2,000 ft. The Archer's climb performance is severely degraded. Off Runway 14 (heading 141°), the climb-out environment is medium development, low-density development, and wooded wetland — obstacles and trees are present. An engine failure or a shallow climb during go-around can result in a collision with obstacles.
The real accidents cited above occurred at Bird Field Airport, Missouri (CHI05CA208) and at an unspecified location (ERA24LA369) — NOT at Tampa North Aero Park Airport (X39). The scenario is localized to X39 to make the off-field environment and the density altitude real and consequential for you as a student here.
The consistent thread across both accidents: the go-around decision must be made EARLY — by 500 ft AGL or sooner — because the Archer carries significant energy and will float and overshoot if you delay. A go-around at low altitude with high density altitude is marginal; a go-around with an engine failure is catastrophic. The decision to go around must be made before you are committed to landing.
Key lesson — In the Piper Archer at Tampa North Aero Park Airport, the go-around decision must be made early — by 500 ft AGL — because the Archer carries energy and will float in ground effect. High density altitude (2,100 ft on a hot Florida afternoon) severely erodes climb performance. Off Runway 14, the climb-out environment is medium development and wooded wetland — obstacles are present. Brief a go-around plan before entering the pattern. If the approach is unstable or an obstacle is visible, execute the go-around immediately: full throttle, pitch to Vy (76 KIAS), flaps retracted in stages. Do not delay the decision.
Debrief — teaching points
The Archer carries more energy than the Warrior — it floats longer in ground effect.
The Piper Archer is heavier and faster than the Warrior. On approach, it carries more kinetic energy. In ground effect, it floats longer before settling. If you are used to the Warrior, the Archer will surprise you — it will float past the touchdown zone if you are not expecting it. Brief yourself on the Archer's landing characteristics before each flight. Plan to land short of the touchdown zone to account for the float.
High density altitude erodes climb performance — plan for a shallow climb on go-around.
On a hot, humid Florida afternoon, density altitude can exceed 2,000 ft. The Archer's climb performance is severely degraded. A go-around at high density altitude will result in a shallow climb — maybe 200–300 fpm instead of the standard 500+ fpm. Plan for this. Do not expect a normal climb rate. Brief yourself on the density altitude before the flight and plan your go-around accordingly.
Brief a go-around plan before entering the pattern — do not wait until you are on approach.
A go-around decision made at 500 ft AGL is a decision made early. A go-around decision made at 200 ft AGL is a decision made too late. Brief yourself before entering the pattern: 'If the approach is not stabilized by 500 ft AGL, or if I see an obstacle, I will execute a go-around — full throttle, pitch to Vy (76 KIAS), flaps up in stages.' This brief takes 30 seconds and can save your life.
Carburetor ice can form during a go-around at full power in warm, humid air.
The Piper Archer's Lycoming O-360-A is carbureted. In warm, humid Florida air, carburetor ice can form even at full power. If the engine runs rough during a go-around, apply full carburetor heat immediately. The engine may run rough for 10–15 seconds as the ice melts, but do not remove the heat. Hold it full on until the engine smooths.
Off Runway 14 at X39, the climb-out environment is medium development and wooded wetland — obstacles are present.
The off-field environment off Runway 14 (heading 141°) at Tampa North Aero Park Airport is not open field. It is medium development, low-density development, and wooded wetland. Trees and obstacles are present. A shallow climb during go-around can result in a collision with obstacles. Plan your go-around heading to avoid the obstacles — a turn to the left (heading 050°) or a turn to the right (heading 230°) may be necessary to clear the obstacles.
The Archer has LEFT / RIGHT fuel selector — no BOTH position.
The Piper Archer's fuel selector has three positions: LEFT, RIGHT, and OFF. There is no BOTH position. You must switch tanks during flight. Fuel starvation from not switching tanks is a real risk. Brief yourself on tank switching before the flight. Plan to switch tanks every 30 minutes or so, depending on fuel burn. Monitor fuel quantity and pressure.
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 failure / collision with trees). Both accidents involved the Piper PA-28-181 and the critical decision to go around early. Localized to Tampa North Aero Park Airport (X39), Tampa, FL.
NTSB reports: CHI05CA208 · ERA24LA369
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.II.E — Approach and Landing · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.9
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
Open the interactive scenario →All sample scenarios · More Piper Archer scenarios · More scenarios at X39