Bounce and Go-Around in Gusty Conditions
Loss of control during a low-altitude go-around in crosswind gusts — the DA40's energy management and pitch control are unforgiving
The scenario
Departing Clearwater Air Park (KCLW), Clearwater, FL — Runway 16, on a gusty afternoon in early summer. Elevation 71 ft MSL. This is a non-towered field; you self-announce on CTAF 122.8. Runway 16/34 is 4,108 ft of asphalt.
Weather: OAT 32°C, dew point 24°C, altimeter 29.89. Winds reported by a nearby tower (KPIE, 5.5 nm south) as 160° at 12 knots gusting to 22 knots. That is a direct crosswind to Runway 16 (true heading 155°) — roughly 10 knots of crosswind component, with gusts pushing 18–20 knots. Visibility 10 SM. High density altitude — roughly 2,200 ft DA. The runway is short for a DA40 in these conditions.
You are a commercial pilot with 800 hours total, 120 hours in the DA40. You are current and proficient. You are conducting a local instructional flight with a student pilot (Private certificate, 60 hours total, 8 hours in type). The student is in the left seat; you are safety pilot in the right seat. Full fuel, within limits.
The student has flown three approaches this morning in light winds. This is the fourth approach — the first in gusty crosswind conditions. The student is concentrating hard. You are monitoring.
Aircraft: Diamond DA40, fuel-injected Lycoming IO-360-M1A, constant-speed prop, fixed gear, G1000 glass panel. The DA40 is a slippery, energy-rich airplane — it floats in ground effect and resists slowing down. Crosswind technique and energy management are critical.
Approach briefing: Runway 16, left downwind from the south, standard pattern. Descent at 500 fpm. Plan to land in the first third of the runway to leave margin for go-around or abort. Crosswind correction: expect 10° crab on downwind, more on final in gusts. Landing checklist: fuel selector LEFT (student confirmed), prop full forward (1700 RPM), mixture rich, flaps 20° on downwind, flaps full (40°) on short final. Approach speed 70 KIAS (Vref). Landing distance required: roughly 1,500 ft in calm air; add 50% for crosswind and gusts — plan for 2,200 ft.
- {'label': 'Field', 'value': 'KCLW · Clearwater Air Park'}
- {'label': 'Runways', 'value': '16/34'}
- {'label': 'Elevation', 'value': '71 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you know about go-around technique in the DA40 in gusty crosswind 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 accident resulted from the pilot's decision to abort the go-around without adequate runway distance and failure to accurately communicate intentions to ATC. The probable cause was the pilot's inadequate decision-making and loss of control during the go-around.
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 accident resulted from the pilot's failure to maintain runway heading and bank control in crosswind conditions. The go-around was initiated late, and the airplane was already in a compromised state.
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, high-density altitude conditions and exceedance of the airplane's critical angle of attack. The stall occurred at low altitude during the go-around.
NTSB ATL07CA048 (2007): A Mooney M20J stalled during a go-around at 20–30 feet AGL with landing gear and flaps extended, striking the ground in an uncontrolled descent. The accident resulted from the pilot's failure to maintain airspeed during the go-around and inadequate adherence to the aircraft's operating procedures.
NTSB ERA20CA072 (2020): A Beech C23 on instructional flight bounced during landing in crosswind conditions, became airborne, and entered a full stall during the go-around despite full power and flaps. The accident resulted from the pilot's failure to maintain control during landing and the flight instructor's delayed intervention.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Clearwater Air Park. KCLW has its own accident history (see field dominant patterns: FORCED_LANDING 22.2%, LOSS_OF_CONTROL_INFLIGHT 18.5%, GEAR_UP_LANDING 18.5%), but these specific DA40 go-around stall events happened elsewhere. The scenario is localized to KCLW to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: go-around loss of control in gusty crosswind conditions is a stall at low altitude. The mechanism is always the same: delayed go-around decision, aggressive pitch-up to climb, airspeed decay, critical angle of attack exceeded, stall. The DA40's slippery airframe makes the problem worse — the airplane floats in ground effect and resists slowing down, so pilots are tempted to land in unstable approaches. When the go-around is finally called, the pitch-up is aggressive to compensate for the low altitude. The result is a stall at 50–60 ft AGL, where recovery is impossible.
Off Runway 16 at KCLW, the off-field environment is dense development — houses, trees, roads. A stall at 50 ft AGL in this environment is not survivable. The lesson: recognize instability early, call for the go-around at 300 ft AGL or higher, and manage pitch attitude gradually during the go-around. Airspeed is the priority — pitch attitude must be raised slowly to allow airspeed to build before climbing.
Key lesson — In the DA40, a go-around in gusty crosswind conditions is a stall risk if pitch attitude is raised aggressively. The airplane is slippery and floats — unstable approaches are tempting to salvage. But at 50 ft AGL with an unstable approach, the go-around is marginal. The correct technique: recognize instability early (300 ft AGL), call for the go-around before the approach becomes critical, apply full power and raise flaps, and raise pitch attitude gradually — 5° per second — while monitoring airspeed. Let airspeed build to 75 KIAS before pitching up to climb. Off Runway 16 at KCLW, the off-field environment is dense development — a stall at low altitude is not survivable.
Debrief — teaching points
The DA40 is slippery — it floats in ground effect and resists slowing down.
The DA40's composite airframe and efficient wing design make it a fast, slippery airplane. In ground effect, it floats — the wing generates lift even at low speeds, and the airplane resists settling. This is fine in a normal landing, but in a crosswind approach, it tempts pilots to try to salvage unstable approaches by landing long. The correct response to an unstable approach is a go-around, not a landing attempt. Recognize instability early — at 300 ft AGL — and call for the go-around before the approach becomes critical.
Go-around decision must be made early — at 300 ft AGL or higher.
A go-around initiated at 300 ft AGL is clean and safe. A go-around initiated at 50 ft AGL is marginal — there is little altitude to recover if the airplane stalls or loses control. In gusty crosswind conditions, the margin is even thinner. The decision to go around must be made early, before the approach becomes unstable. An unstable approach is a sign that the conditions or the pilot's technique is not working — the correct response is a go-around, not a landing attempt.
During go-around, pitch attitude must be raised gradually — not aggressively.
The instinct in a go-around at low altitude is to pull back hard on the yoke to climb as fast as possible. This is dangerous. Aggressive pitch-up raises angle of attack quickly, and if airspeed is low (as it often is at the start of a go-around), the airplane can stall. The correct technique: apply full power, raise flaps, and raise pitch attitude gradually — 5° per second. Monitor airspeed and let it build to 75 KIAS before pitching up to climb. Airspeed is the priority — pitch attitude is secondary.
Constant-speed prop must be advanced to full forward (1,700 RPM) during go-around.
The DA40's constant-speed prop is a powerful tool, but it requires management. During go-around, the prop must be advanced to full forward (1,700 RPM) to maximize power from the Lycoming IO-360. This is part of the power sequence: throttle full, prop full forward, mixture rich. If the prop is left at cruise RPM (1,500 or lower), the engine will not produce full power, and the go-around will be sluggish. Confirm the prop is full forward as part of the go-around briefing.
Fuel selector must be LEFT or RIGHT — never BOTH (the DA40 has no BOTH position).
The DA40's fuel selector has three positions: LEFT, RIGHT, and OFF. There is no BOTH position. The pilot must manage LEFT/RIGHT and ensure the selected tank is not empty. A mis-set fuel selector or an empty selected tank is a starvation risk. In the approach briefing, confirm the fuel selector is set to the tank with the most fuel (typically LEFT for a standard fuel load). Do not change the fuel selector during the approach or go-around — keep it on the selected tank.
Off Runway 16 at KCLW, the off-field environment is dense development — a forced landing is not survivable.
The off-field environment off Runway 16's departure end (heading 155°) is dense development — houses, trees, roads. A stall at 50 ft AGL in this environment is not survivable. This makes early go-around decisions critical. If the approach is unstable at 300 ft AGL, call for the go-around and climb away. Do not try to salvage an unstable approach at low altitude over dense development.
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. Anonymized and localized to KCLW.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ATL07CA048 · ERA20CA072 · CEN09CA459 · GAA16CA106
ACS tasks: PA.IV.A — Normal Approach and Landing · PA.IV.B — Forward Slip to a Landing · PA.IV.C — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.III.A — Steep Turns · PA.III.C — Recovery from Unusual Attitudes
Relevant FARs: §91.3 · §91.13 · §91.21
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 Diamond DA40 scenarios · More scenarios at KCLW