Bounce and Go-Around in Gusty Crosswind
A student pilot's approach goes sideways in wind gusts. The go-around decision is right — but the execution is where it gets dangerous.
The scenario
Departing Brooksville–Tampa Bay Regional Airport (KBKV), Brooksville, FL — Runway 09, on an instructional flight. Elevation 76 ft MSL. You are a commercial pilot candidate on a supervised solo with your CFI in the right seat.
It is a warm, humid Florida afternoon in late spring. OAT 31°C, altimeter 29.89, visibility 10 SM. Wind is reported from 120° at 12 knots, gusting to 18 knots — a crosswind of roughly 8 knots steady, gusting to 14 knots on Runway 09. This is within the DA40's demonstrated crosswind capability (roughly 15 knots in calm conditions, less in gusts), but it is at the edge of your personal minimums. Your CFI is watching.
You are on short final to Runway 09, 500 ft AGL, descending at 70 KIAS (Vref, approach speed). Flaps are in landing configuration (full flaps, 91 KIAS max). The constant-speed prop is set for cruise (full RPM). You are trimmed for the descent. The runway is ahead.
Aircraft: Diamond DA40, solo (you) plus CFI, within limits, fuel selector on RIGHT tank (you switched at cruise and have not switched back). The DA40 is a slippery, energy-rich airplane — it floats in ground effect and resists descent. Flap extension is modest (max 25° in landing configuration); pitch attitude management is critical.
Pilot: you — a commercial pilot candidate, roughly 250 hours total, 80 hours in type. You have done go-arounds before, but never one in gusts like this. Your CFI has not briefed a specific go-around procedure for gusty crosswind conditions. You are focused on the approach and have not pre-briefed the go-around.
- {'label': 'Field', 'value': 'KBKV · Brooksville–Tampa Bay'}
- {'label': 'Runways', 'value': '3/21 · 9/27'}
- {'label': 'Elevation', 'value': '76 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Cruise'}
The decision
Before we get into the decision tree — what do you know about go-around procedures in the DA40, especially in crosswind/gusty conditions? (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 experienced a loss of control during an aborted go-around when the pilot cut power and applied brakes with insufficient runway remaining. The pilot's decision to abort the go-around without adequate runway distance and his failure to communicate intentions to ATC resulted in a runway excursion and impact with a concrete barrier. The probable cause was the pilot's delayed decision to go around and his inadequate execution of the go-around procedure.
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 pilot's failure to maintain runway heading and bank control in crosswind conditions resulted in a go-around and subsequent collision with a runway light. The probable cause was inadequate crosswind technique and delayed go-around decision.
NTSB GAA19CA431 (2019): A Diamond DA40 stalled during a go-around attempt on a short grass runway in high-density altitude conditions. The pilot delayed the go-around decision and the aircraft floated. The pilot then exceeded the aircraft's critical angle of attack in high-temperature, high-density altitude conditions. The probable cause was the pilot's delayed decision to go around and his exceedance of the airplane's critical angle of attack during the go-around.
Regional precedent NTSB ATL07CA048 (2007): A Mooney M20J stalled during a go-around at 20–30 feet AGL with landing gear and flaps extended. The pilot's failure to maintain airspeed during the go-around and inadequate adherence to the aircraft's operating procedures resulted in a stall and impact with terrain. The lesson: recognize when a go-around is necessary, commit to proper flap/gear retraction sequence, and maintain airspeed priority over terrain avoidance.
Regional precedent NTSB ERA20CA072 (2020): A Beech C23 bounced during landing in crosswind conditions, became airborne, and entered a full stall during the go-around despite full power and flaps. The pilot's failure to maintain control during landing and the flight instructor's delayed intervention resulted in a stall at low altitude. The lesson: recognize early stall warning signs during go-around in gusty wind, maintain positive control inputs, and understand that full power alone is insufficient if pitch attitude is too high.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Brooksville–Tampa Bay Regional (KBKV). KBKV's dominant accident pattern is hard landing (26.9%), forced landing (11.5%), and runway excursion (11.5%) — all of which can result from a botched go-around or a landing in a drift. The scenario is localized to KBKV to make the off-field environment and the field's accident history real for you as a student here.
The consistent thread across all these events: the go-around in gusty crosswind conditions is a high-risk maneuver. The DA40's slippery airframe, constant-speed prop, and modest flap extension make energy management critical. The sequence that kills pilots: (1) delay the go-around decision, (2) pitch up aggressively at low airspeed, (3) retract flaps too quickly or fully, (4) exceed the critical angle of attack, (5) stall at 50 ft AGL. The fix is procedural: power first, smooth pitch, gradual flap retraction, airspeed priority.
Key lesson — In the DA40, a go-around in gusty crosswind conditions requires disciplined technique: apply full power immediately, establish a smooth, moderate climb pitch (avoid aggressive back-stick input), and retract flaps gradually only after airspeed is increasing and climb is established. The constant-speed prop requires RPM management — cruise RPM may not be optimal for go-around. Airspeed is the priority; do not exceed the critical angle of attack at low altitude. If the first approach is unstable — high, long, or drifting — go around. A second approach is not a failure; a stall at 50 ft AGL is.
Debrief — teaching points
Power first, pitch second, flaps last — the go-around sequence in the DA40.
The DA40's go-around procedure is: (1) Apply full throttle immediately to establish power and arrest the descent, (2) Establish a smooth, moderate climb pitch attitude (roughly 10–15° nose-up) — avoid aggressive back-stick input that can exceed the critical angle of attack, (3) Retract flaps gradually and only after airspeed is increasing and climb is established. This sequence prioritizes energy (power and airspeed) before drag reduction (flap retraction). Reversing the sequence — pitching up first or retracting flaps first — can result in a stall at low altitude.
Constant-speed prop requires RPM management during go-around.
The DA40's constant-speed prop is set for cruise RPM during approach. During a go-around, full throttle advances the throttle lever, but the prop control may need adjustment to achieve full RPM and full power. Cruise RPM (e.g., 2000 RPM) is not optimal for go-around; full RPM (e.g., 2700 RPM) is required for maximum power. Confirm that the prop is at full RPM during the go-around — do not assume full throttle equals full power. Brief this before the flight.
Airspeed is the priority during go-around — do not exceed the critical angle of attack.
The DA40's Vs0 (stall, landing configuration) is 49 KIAS. During a go-around at 70 KIAS with full flaps, you have a margin of only 21 knots above the stall speed. An aggressive pitch-up or a gust can drop you into the stall range. Maintain a smooth, moderate pitch attitude and wait for airspeed to increase before retracting flaps or climbing steeply. If the stall warning horn sounds, lower the pitch immediately — do not pull harder.
Flap retraction during go-around must be gradual — full retraction at low airspeed causes a pitch-up moment.
When flaps are extended, they provide lift and drag. When they are retracted, the lift is lost and the drag is reduced. A sudden, full flap retraction at low airspeed can cause a pitch-up moment (the loss of flap lift) or a pitch-down moment (the loss of drag), depending on the trim. Retract flaps gradually — one notch at a time — as airspeed increases and climb is established. This prevents a sudden pitch change that could exceed the critical angle of attack.
Gusty crosswind landings are high-risk — recognize when to go around.
A crosswind of 12 knots gusting to 18 knots is at the edge of the DA40's demonstrated crosswind capability. Gusts can push the airplane off the runway centerline or cause a bounce. An unstable approach — high, long, or drifting — is a go-around trigger. Do not attempt to salvage a bad approach with a slip, a steep descent, or a landing in a drift. A go-around is not a failure; it is airmanship. The second approach, flown more carefully, will be safer.
The DA40 is slippery — energy management on approach is critical.
The DA40's composite airframe and clean design make it aerodynamically efficient — it floats in ground effect and resists descent. Flap extension is modest (max 25° in landing configuration); pitch attitude management is critical. On approach, plan for a longer descent and a longer landing distance than you might expect in a more draggy airplane. In gusty crosswind conditions, this slipperiness makes the approach more challenging — the airplane does not want to descend, and a gust can easily push it off centerline.
Built from the real accident record
Scenario built from NTSB GAA19CA582, GAA19CA409, GAA19CA431 (DA40 go-around loss-of-control events), and regional precedents ATL07CA048, ERA20CA072, CEN09CA459, GAA16CA106 (go-around stalls in crosswind/gusty conditions). Real events occurred at other airports — NOT at Brooksville–Tampa Bay Regional (KBKV).
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ATL07CA048 · ERA20CA072 · CEN09CA459 · GAA16CA106
ACS tasks: PA.II.F — Approach and Landing · PA.II.G — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Inspection · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.121
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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