Float and Climb — Low Altitude, High Energy
A balked landing in the SR22 at Lakeland Linder: flap configuration, airspeed management, and the stall/spin trap at 300 feet
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, landing approach after a local flight. Elevation 142 ft MSL. It is a warm, humid Florida afternoon: OAT 31°C, dew point 24°C, altimeter 29.91. Density altitude is approximately 2,100 ft — the airplane will perform as if it were at 2,100 ft elevation, not 142 ft. Scattered clouds at 3,500 ft, visibility 10 SM. Light winds from the northeast, roughly 5 knots.
You are on short final for Runway 10, 300 feet AGL, descending at 77 KIAS (Vref, short-field approach speed, full flaps). The runway is in sight, the approach is stable. Then, as you begin the flare, the airplane floats — it does not want to touch down. You are drifting down the runway, still 50 feet above the surface, and the runway is running out.
You make a split-second decision: abort the landing, add power, and climb out. You push the throttle forward. The airplane accelerates and begins to climb. But you have not reconfigured the flaps — they are still at full deflection (100% flaps, Vfe 104 KIAS for full flaps). You are climbing at 77 KIAS with full flaps extended. The stall speed in landing configuration is 59 KIAS (Vs0), but you are at the edge of the envelope.
Aircraft: Cirrus SR22, solo, 3,200 lb (within limits). Continental IO-550-N, 310 hp, constant-speed prop, fuel-injected. Glass Perspective panel. You are a Private pilot, 180 hours total, 40 hours in type. This is your home base. You have made this approach dozens of times.
The off-field environment off Runway 10's departure end (heading 90°) is marginal: low-density development, open developed areas (parks/large lots), and dense development to the east. There is no open field, no clear alternate. The runway itself is your only option.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'SR22'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about the SR22's stall/spin characteristics and go-around procedures? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR11LA169 (2011): A Cirrus SR-22 on return to its home base at Falcon Field, Arizona, encountered excessive float during landing flare. The pilot aborted the landing and retracted the flaps to climb out, but the aircraft stalled at low altitude and lost control. The airplane struck the runway, veered left, and collided with a parked Cessna 172. The probable cause was the pilot's attempt to correct a landing float by adding power, followed by his premature attempt to climb the airplane out of ground effect at insufficient airspeed, with improper flap configuration during the balked landing.
NTSB WPR20FA019 (2019, FATAL): A Cirrus SR22 stalled during landing approach while maneuvering in the traffic pattern at low airspeed and descended into a residential area. The accident was attributed to the pilot's exceedance of the critical angle of attack while maneuvering for landing. The pilot did not deploy CAPS.
NTSB CEN18FA204 (2018, FATAL): A Cirrus SR22 on a personal flight stalled during initial climb at 200 feet and entered an uncontrollable descent, impacting terrain. The accident was attributed to an inadvertent stall, with contributing factors including high density altitude and the student pilot's limited experience. The pilot did not deploy CAPS.
NTSB ATL06LA035 (2006): A Cirrus SR22 encountered icing conditions while climbing to 9,000 feet in an area where the aircraft was not certified to operate. The accident resulted from inadequate preflight planning, failure to obtain current weather information, and continued flight into known icing conditions, leading to ice accumulation, airspeed decay, stall, and spin.
The real accidents cited above occurred at other airports and in other aircraft types — NOT at Lakeland Linder International Airport (KLAL). The scenario is localized to KLAL to make the off-field environment (marginal: low-density development, open developed areas, dense development off Runway 10's departure end) real and consequential for you as a student here. KLAL's own dominant accident pattern is LOSS_OF_CONTROL_INFLIGHT (23.7%), LOSS_OF_CONTROL_GROUND (19.4%), and FORCED_LANDING (17.2%) — stall/spin and loss of control are the field's primary hazards.
The consistent thread across all these events: the SR22's stall/spin trap at low altitude is unforgiving. The airplane is fast, high-energy, and has a relatively high stall speed in landing configuration (59 KIAS). A balked landing with improper flap configuration, or a low-altitude turn at insufficient airspeed, can develop into a stall/spin in seconds. The POH's primary response to unrecoverable stall/spin at low altitude is CAPS deployment — not control inputs. Pilots who attempt spin recovery by controls at 300 feet AGL do not survive. Pilots who deploy CAPS do.
Key lesson — In the SR22, a balked landing requires immediate flap retraction to 50%, proper airspeed management (climb at Vy, 101 KIAS), and a safe climb-out. Holding full flaps extended while climbing at marginal airspeed (77 KIAS, only 18 knots above stall in landing configuration) is the stall/spin trap. At high density altitude (like 2,100 ft on a warm day at KLAL), the airplane's performance is degraded and the margin is thinner. If an unrecoverable stall/spin develops at low altitude, deploy CAPS immediately — it is the POH's primary response and it saves lives.
Debrief — teaching points
A balked landing in the SR22 requires immediate flap retraction to 50%.
When you abort a landing and add power to climb out, the first action is to retract the flaps to 50% (Vfe 119 KIAS). Full flaps (100%, Vfe 104 KIAS) are only safe at approach speeds. Once you are climbing, full flaps create a stall risk and limit your airspeed. The correct procedure is: add power, lower the nose to maintain airspeed, retract flaps to 50% immediately, then climb at Vy (101 KIAS) once airspeed is established. Delaying flap retraction is the trap that leads to stall/spin.
The SR22's stall speed in landing configuration is 59 KIAS (Vs0) — a thin margin at low altitude.
With full flaps extended, the stall speed is 59 KIAS. If you are climbing at 77 KIAS with full flaps, you have only an 18-knot margin. A thermal, a gust, or a slight pitch-up will drop the airspeed below the stall speed. At 350 feet AGL, you have no altitude to recover. The margin is gone. Retract flaps immediately to increase the stall margin and allow the airspeed to increase.
High density altitude degrades the SR22's performance and reduces your margin.
At KLAL on a warm day (OAT 31°C), the density altitude is approximately 2,100 ft. The airplane performs as if it were at 2,100 ft elevation, not 142 ft. Climb performance is reduced, landing distance is increased, and the stall margin is thinner. A balked landing at high density altitude is more dangerous than at sea level. Be aware of the density altitude and plan accordingly — longer landing distance, shallower climb, thinner margins.
Float on landing is a sign the approach was not stabilized.
Float occurs when the airplane has excess airspeed, excess power, or a shallow descent rate at touchdown. It is not a normal landing — it is a sign the approach was unstable. You have three options: (1) slip the airplane to increase descent rate and land on the remaining runway, (2) accept a long landing on a long runway, or (3) go around and try again. At KLAL, Runway 10 is 8,500 feet long — a long landing is safe. A go-around is also safe if you execute it correctly. Do not try to force the airplane onto the runway.
The SR22's CAPS is the POH's primary response to unrecoverable stall/spin at low altitude.
The Cirrus Airframe Parachute System (CAPS) is a whole-airframe parachute designed to recover from unrecoverable stall/spin, loss of control, or structural failure at low altitude. It is not a backup — it is the primary response. If you are in a stall/spin at 350 feet AGL and control inputs are not recovering the airplane, deploy CAPS immediately. The parachute will slow your descent to a survivable rate. Pilots who attempt spin recovery by controls at low altitude do not survive. Pilots who deploy CAPS do.
Off Runway 10's departure end at KLAL, the off-field environment is marginal.
The off-field environment off Runway 10's departure end (heading 90°) is marginal: low-density development, open developed areas (parks/large lots), and dense development to the east. There is no open field, no clear alternate. If you are forced to land off-field, you will be landing in a developed area. This is not a worst-case scenario — it is the geographic reality. Know this before you line up on Runway 10.
Built from the real accident record
Scenario built from NTSB WPR11LA169 (2011 SR22 balked landing stall/spin at Falcon Field, Arizona), WPR20FA019 (2019 SR22 stall during landing approach, fatal), CEN18FA204 (2018 SR22 stall on initial climb, high density altitude, fatal), and ATL06LA035 (2006 SR22 icing/stall/spin). Localized to Lakeland Linder International Airport (KLAL), Lakeland, FL.
NTSB reports: WPR11LA169 · WPR20FA019 · CEN18FA204 · ATL06LA035
ACS tasks: PA.VIII.A — Preflight Inspection · PA.VIII.B — Engine Starting · PA.VIII.C — Taxiing · PA.VIII.D — Takeoff and Climb · PA.IX.A — Approach and Landing · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.185
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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