Bounce and Go-Around in Gusty Crosswind
A go-around decision in challenging wind conditions — proper technique and airspeed management are the margin between recovery and loss of control
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, on a local VFR flight. Elevation 142 ft MSL. You are a newly certified private pilot, roughly 70 hours total time, with 15 hours in the C172N.
The weather is VFR but challenging: winds 180° at 12 gusting to 18 knots — a crosswind from the left for Runway 10. The tower is active and has cleared you for landing on Runway 10. Visibility 10 SM, scattered clouds at 3,000 ft, no precipitation. The wind is gusty but within limits for the C172N (max demonstrated crosswind 12 knots; you are at the edge).
You are on a 3-mile final approach to Runway 10, descending through 500 ft AGL, airspeed 63 KIAS (Vref, approach speed), flaps 30° (full landing flaps), gear down, trim set for approach. The runway is in sight. The wind is noticeably gusty — you are correcting for drift with left aileron and left rudder. The approach is stable but requires constant attention.
At 50 ft AGL, a gust lifts the left wing. You correct with right aileron and right rudder. The airplane touches down on the left main gear first, bounces, and becomes airborne again at roughly 30 ft AGL. You are no longer on a stable approach — you are now in a landing recovery or go-around decision.
Aircraft: Cessna 172N, solo, full fuel, within limits. Engine running normally. Runway 10 is 8,500 ft long — plenty of runway ahead. The off-field environment off Runway 10's departure end (heading 090°) is marginal: low-density development, open developed areas (parks/large lots), and some dense development. A forced landing off that end would be challenging but survivable.
Pilot: you — newly certified, current, roughly 70 hours total. This is your first week as a private pilot. You have practiced go-arounds in training, but never in gusty crosswind conditions. You have not yet flown solo in winds this strong.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'C172N'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about go-around technique in the C172N, especially in gusty wind? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR23FA247 (2023, FATAL): A Cessna 172N piloted by a newly certified private pilot on his first post-checkride flight stalled during a go-around with full flaps extended. The pilot had bounced on landing in gusty crosswind conditions, initiated a go-around, but pitched up too aggressively and exceeded the critical angle of attack. The airplane stalled, rolled inverted, and impacted buildings near the airport. The probable cause was the pilot's exceedance of the critical angle of attack during the go-around, with flap retraction contributing to the loss of control. The pilot was 23 years old and had just passed his checkride.
NTSB ERA25LA164 (2025): A Cessna 172N student pilot aborted a landing due to gusting crosswind drift, applied full throttle for go-around, but was unable to maintain proper control inputs and entered a stall/spin. The aircraft impacted terrain nose-down with substantial left wing damage. The probable cause was the student pilot's failure to maintain airplane control during the go-around, which resulted in an aerodynamic stall/spin.
NTSB CEN09CA459 (2009): A Cessna 172P on approach in gusty winds floated past the touchdown zone and stalled during the subsequent go-around when the pilot set an aggressive climb pitch attitude at low altitude. The probable cause was the pilot's failure to maintain adequate airspeed during the go-around in challenging wind conditions.
NTSB LAX07CA256 (2007): A student pilot on final approach initiated a go-around due to wind gust but excessively retracted the flaps to 10 degrees instead of the manufacturer-recommended gradual retraction, resulting in a stall and hard landing. The probable cause was the student's failure to follow proper go-around procedures and maintain adequate airspeed.
The consistent thread across all these events: a go-around in gusty wind is a high-workload, low-altitude maneuver. The margin between success and a stall/spin is measured in knots of airspeed and feet of altitude. Newly certified pilots and students are particularly vulnerable — they have practiced go-arounds in calm conditions, but never in gusty crosswind. The correct technique — full power FIRST, shallow climb pitch, gradual flap retraction, and airspeed management — is the entire lesson. Aggressive pitch-up, immediate full flap retraction, or panic inputs are the failure modes. These are not hypothetical; they are the real accidents that kill pilots.
At KLAL, the dominant accident pattern is LOSS_OF_CONTROL_INFLIGHT (23.7%) and LOSS_OF_CONTROL_GROUND (19.4%). Go-around accidents fit both patterns. The field is towered, runways are long, and the off-field environment is survivable — but a stall/spin at 30–80 ft AGL is not. The decision to go around is easy; the execution in gusty wind is hard. This scenario is designed to teach you the correct technique before you face this situation for real.
Real events cited above occurred at other airports — NOT at KLAL. KLAL has its own accident history, but these specific stall/spin events happened elsewhere. The scenario is localized to KLAL to make the field and wind conditions real for you as a student here.
Key lesson — A go-around in gusty crosswind is a high-workload, low-altitude maneuver. The correct technique is: (1) Apply full throttle immediately. (2) Establish a shallow climb pitch (5–10° nose-up), keeping the nose down to maintain airspeed. (3) Retract flaps gradually (20°, then 10°, then 0°) to avoid sudden pitch changes. (4) Maintain airspeed — never pitch up aggressively at low altitude with flaps extended. The margin between success and a stall/spin is measured in knots of airspeed and feet of altitude. Aggressive pitch-up, immediate full flap retraction, or panic inputs are the failure modes that kill pilots. Practice this technique in calm conditions so you can execute it correctly when the wind is gusty.
Debrief — teaching points
A go-around in gusty wind is a high-workload, low-altitude maneuver.
The decision to go around is easy — you recognize the bounce or unstable approach and commit to it. The execution in gusty wind is hard. You are at 25–50 ft AGL, airspeed is low (63 KIAS approach speed), flaps are extended (30°), and the wind is actively trying to roll the airplane. The margin between success and a stall/spin is measured in knots of airspeed and feet of altitude. Newly certified pilots and students are particularly vulnerable because they have practiced go-arounds in calm conditions, but never in gusty crosswind. The wind adds a layer of complexity that training flights often do not include.
Apply full throttle FIRST, before adjusting pitch.
The correct go-around sequence is: (1) Full throttle immediately. (2) Shallow climb pitch (5–10° nose-up). (3) Gradual flap retraction. Power and airspeed come BEFORE pitch attitude. If you pitch up first, you are asking the airplane to climb on low airspeed and high drag — a stall setup. Full power first gives you the engine's thrust to overcome the drag of the extended flaps and landing gear. Then, with power available, you can pitch up gently and let airspeed build as you climb.
Retract flaps gradually — never immediately to 0°.
The C172N POH recommends retracting flaps gradually during a go-around: 20° first, then 10°, then 0°. Each retraction removes lift and increases pitch-down tendency. If you retract flaps immediately to 0°, the sudden loss of lift causes an abrupt pitch-down that requires an aggressive elevator pull to recover. At low altitude with low airspeed, that aggressive pull is a stall setup. Gradual flap retraction allows you to manage the pitch changes with small elevator inputs and maintain airspeed throughout the maneuver.
Maintain a shallow climb pitch — never pitch up aggressively at low altitude.
During a go-around, the pitch attitude should be shallow (5–10° nose-up), not aggressive. The goal is to climb away from the ground at a safe airspeed, not to climb as fast as possible. At low altitude with flaps extended and airspeed still building, an aggressive pitch-up exceeds the critical angle of attack and induces a stall. The stall warning horn is your early warning — if it sounds, lower the nose immediately to regain airspeed. Never hold a high pitch attitude and wait for airspeed to build; that is a stall entry.
Stall recovery at low altitude is nose-down first, always.
If you hear the stall warning horn during a go-around, the correct response is to lower the nose immediately to regain airspeed. Stall recovery is nose-down first — this is true at any altitude, but especially critical at low altitude where you have no margin for error. Lowering the nose reduces the angle of attack, airspeed begins to build, and the stall is broken. Only after airspeed is restored should you pitch up to climb. Holding a high pitch attitude and waiting for airspeed to build is a stall entry, not a recovery.
Gusty crosswind adds complexity — practice go-arounds in calm conditions first.
The C172N's maximum demonstrated crosswind is 12 knots. Winds gusting to 18 knots are at the edge of the airplane's capability and require precise control inputs. If you have not practiced go-arounds in gusty wind, you are not prepared for them. Practice go-arounds in calm conditions first, so the technique becomes automatic. Then, as you gain experience, practice in light crosswind, then moderate crosswind. Never attempt a go-around in gusty crosswind if you have not practiced the technique in calm conditions first.
Built from the real accident record
Scenario built from NTSB WPR23FA247 (2023 C172N stall/loss of control during go-around, post-checkride), ERA25LA164 (2025 C172N student stall/spin during go-around in gusty crosswind), CEN09CA459 (2009 C172P stall during go-around in gusty wind), ATL07CA048 (2007 Mooney go-around stall at low altitude), and LAX07CA256 (2007 C150L flap-retraction error during go-around). Real events occurred at other airports — NOT at KLAL.
NTSB reports: WPR23FA247 · ERA25LA164 · CEN25LA099 · ERA24LA048 · ATL07CA048 · CEN09CA459 · ERA20CA072 · LAX07CA256
ACS tasks: PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Preparation · PA.IX.C — Emergency Approach and Landing
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 Cessna 172N scenarios · More scenarios at KLAL