Go-Around at Low Altitude
Uncoordinated turn, airspeed decay, and the critical angle of attack — recovery is measured in seconds
The scenario
Departing Brooksville–Tampa Bay Regional Airport (KBKV), Runway 09, on a personal flight to a nearby field. Elevation 76 ft MSL. It is a hot, humid Florida summer afternoon: OAT 32°C, dew point 24°C, altimeter 29.89. Density altitude is approximately 2,100 ft — the airplane will climb and accelerate as if it is at 2,100 ft elevation, not 76 ft. Scattered clouds at 3,500 ft, visibility 10 SM. Light wind, 080° at 4 kt.
You are on short final to Runway 09, 200 ft AGL, descending at 62 KIAS (Vref, short-field approach speed with full flaps). The runway is made; the landing is assured. But at 50 ft AGL, you notice the runway surface is obstructed — a maintenance truck is parked on the runway centerline, roughly 1,500 ft from the threshold. You have no choice: go-around.
Aircraft: Cessna 172R, solo, but you loaded the airplane before departure without a formal weight-and-balance calculation. You filled the fuel tanks (full capacity, 53 gal), loaded your personal gear, and departed. The POH maximum gross weight is 2,450 lb. You did not weigh the aircraft or verify the loading. The actual weight is approximately 2,520 lb — 70 lb over gross weight. The center of gravity is within limits, but the weight exceedance degrades climb performance and increases stall speed.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have executed go-arounds before, but never at 50 ft AGL with a full fuel load and no weight-and-balance check. You are familiar with the C172R's systems and speeds, but you have not recently reviewed the stall characteristics or the go-around procedure under weight exceedance.
The tower is open (1400 local, within 0700–2200 operating hours). You are in Class D airspace, ceiling 1,500 ft MSL. The overlying Tampa Class B begins at 6,000 ft MSL.
- {'label': 'Field', 'value': 'KBKV · Brooksville–Tampa Bay'}
- {'label': 'Runways', 'value': '3/21 · 9/27'}
- {'label': 'Elevation', 'value': '76 ft'}
- {'label': 'Aircraft', 'value': 'C172R'}
- {'label': 'Dominant phase', 'value': 'Landing / Cruise'}
The decision
Before we get into the decision tree — what do you know about stall speed and go-around procedures in the C172R? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR21FA258 (2021): A Cessna 172R on a personal flight departed overweight at high density altitude. The pilot did not perform a weight-and-balance calculation. The airplane climbed poorly; the pilot attempted to return to the airport. During the return turn at low altitude, the airplane stalled and impacted terrain. The probable cause was the pilot's failure to maintain airspeed, compounded by weight exceedance and high density altitude that degraded climb performance. The accident was fatal.
NTSB CEN14FA453 (2014): A Cessna 172R on a personal sightseeing flight failed to climb after takeoff and the pilot attempted to return to the airport. During the return turn at low altitude, the airplane stalled and impacted terrain. The probable cause was the pilot's failure to maintain control during the return turn, with contributing factors including inadequate preflight planning that resulted in the aircraft exceeding maximum gross weight. The accident was fatal.
NTSB WPR11FA242 (2011): A Cessna 172R stalled during a downwind turn while executing a go-around from a landing attempt at Wendover Airport. The airplane entered an unrecoverable spin. The probable cause was the pilot's failure to maintain adequate airspeed during the downwind turn, with contributing factors including inadequate preflight planning and exceedance of the approved weight and balance envelope. The accident was fatal.
The common thread across all three accidents: a turn at low altitude with marginal airspeed and high wing loading (due to weight exceedance and/or high density altitude) results in a stall that cannot be recovered. In each case, the pilot did not perform a preflight weight-and-balance calculation. In each case, the airplane was overweight. In each case, the turn at low altitude — whether a return to the airport or a go-around downwind — was the trigger.
These real accidents occurred at other airports and in other contexts — NOT at Brooksville–Tampa Bay Regional Airport. KBKV has its own accident history (see field dominant patterns: hard landings, forced landings, runway excursions), but these specific stall/spin events happened at Wendover, Arizona and other locations. The scenario is localized to KBKV to make the go-around decision and the off-field environment real and consequential for you as a student here.
The critical lesson: a go-around at 50 ft AGL requires immediate, correct action. Full power, flaps to 10°, climb straight ahead until safe altitude (300+ ft AGL), then a shallow turn back to the airport. Any delay, any uncoordinated turn, any attempt to turn at 50 ft AGL with marginal airspeed is a stall/spin risk. Weight exceedance and high density altitude make the stall speed higher and the climb performance worse — both factors that increase the risk. Know your weight before you depart.
Key lesson — A go-around at low altitude is a high-risk maneuver. The C172R at 2,520 lb (70 lb overweight) has a stall speed of approximately 45–46 KIAS in landing configuration, compared to 44 KIAS at gross weight. In a turn at 50 ft AGL, the margin above stall is measured in knots. Full power, flaps to 10°, and a climb straight ahead until 300+ ft AGL is the only safe procedure. Any turn at 50 ft AGL with marginal airspeed is a stall/spin risk. Know your weight and density altitude before you depart.
Debrief — teaching points
Weight exceedance increases stall speed and reduces climb performance.
The C172R's maximum gross weight is 2,450 lb. At 2,520 lb (70 lb overweight), the stall speed increases from 44 KIAS to approximately 45–46 KIAS. Climb performance is degraded — the airplane climbs as if it is heavier and less efficient. At high density altitude (2,100 ft DA on a hot day), the effect is compounded. A full fuel load (53 gal = 318 lb) can easily push the airplane over gross weight if not accounted for in preflight planning. Always calculate weight and balance before departure. Never estimate or skip this step. The three fatal C172R accidents cited in this scenario (WPR21FA258, CEN14FA453, WPR11FA242) all involved weight exceedance. In each case, the pilot did not perform a weight-and-balance calculation. The overweight condition degraded climb performance and increased stall speed — both factors that made a low-altitude turn a stall/spin risk.
A go-around at 50 ft AGL requires immediate, correct action.
The go-around procedure is: (1) Full throttle — immediately. (2) Flaps to 10° — immediately. (3) Climb straight ahead at Vy (79 KIAS) or Vx (60 KIAS) depending on obstacle clearance. (4) At 300+ ft AGL, execute a shallow turn back to the airport. Any delay in applying power or reducing flaps costs altitude and airspeed. Any turn at 50 ft AGL with marginal airspeed is a stall/spin risk. The margin above stall in a turn is thin — a 20–25 KIAS margin at 50 ft AGL is not enough.
Stall speed increases in a turn due to increased wing loading.
In level flight, the C172R stalls at 44 KIAS (clean) or 33 KIAS (landing configuration) at gross weight. In a 15° bank, the stall speed increases by approximately 2%. In a 20° bank, it increases by approximately 4%. In a 30° bank, it increases by approximately 8%. At 2,520 lb (overweight), the stall speed is already 45–46 KIAS. In a 20° bank at low altitude, the stall speed could be 48–50 KIAS. A turn at 70 KIAS in a 20° bank at 50 ft AGL is a stall/spin risk. The margin is only 20–25 KIAS.
High density altitude degrades climb performance.
On a hot, humid day, the density altitude can be significantly higher than the field elevation. At KBKV (76 ft MSL), a density altitude of 2,100 ft means the airplane climbs as if it is at 2,100 ft elevation. The climb rate is reduced; the airspeed builds more slowly. In a go-around at high density altitude, the climb is shallow and the airspeed margin above stall is thin. Know the density altitude before you depart. If it is high (above 2,000 ft), consider delaying the flight or reducing the load.
An uncoordinated turn at low altitude is a stall/spin risk.
A turn requires coordination: aileron input to bank, rudder input to yaw, and elevator input to maintain pitch. An uncoordinated turn — aileron without rudder, or rudder without aileron — creates a slip or skid. In a slip, the airplane is descending sideways; in a skid, the airplane is turning faster than the bank angle would suggest. Both conditions increase the stall speed and can trigger a stall. At 50 ft AGL, an uncoordinated turn is fatal. Focus on smooth, coordinated inputs. Use the ball in the turn coordinator to stay coordinated.
Built from the real accident record
Scenario built from NTSB WPR21FA258 (2021 C172R stall at low altitude, overweight and high density altitude), CEN14FA453 (2014 C172R stall during return-to-airport turn, weight exceedance), and WPR11FA242 (2011 C172R stall during go-around downwind turn, weight and balance exceedance). Localized to Brooksville–Tampa Bay Regional Airport (KBKV).
NTSB reports: WPR21FA258 · CEN14FA453 · WPR11FA242
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.VIII.D — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Assessment
Relevant FARs: §91.3 · §91.9 · §91.13
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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