Float and Overshoot at Lakeland

Excess approach energy, a long runway, and the decision to continue — how a C172R runway excursion begins

Cessna 172R · Lakeland Linder International Airport (KLAL) · Private · Landing / Approach

The scenario

• {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
• {'label': 'Runways', 'value': '5/23 · 10/28'}
• {'label': 'Elevation', 'value': '142 ft'}
• {'label': 'Aircraft', 'value': 'C172R'}
• {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}

The decision

Before we get into the decision tree — what do you already know about landing energy management in the C172R? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — At KLAL's 8,500 ft runway, a long landing surface can create complacency. A stabilized approach at Vref (62 KIAS short-field, full flaps) by 500 ft AGL is non-negotiable. If you are above Vref or not fully configured by 500 ft AGL, go around. A go-around is always an option — it is not a failure, it is airmanship. Excess approach energy leads to float, and float leads to runway excursion or directional control loss. The decision to continue a high, fast approach is the decision that starts the accident sequence.

Debrief — teaching points

Stabilized approach criteria for the C172R: Vref by 500 ft AGL, fully configured, on glide slope.

Vref (approach speed, short-field, full flaps) for the C172R is 62 KIAS. By 500 ft AGL, you must be at or below Vref, with full flaps (30°) extended, on the 3° glide slope, and in a steady descent. If you are above Vref, not fully configured, or high on the glide slope at 500 ft AGL, the approach is not stabilized. Execute a go-around. A long runway like KLAL's 8,500 ft can create the false impression that you have 'plenty of room' — but excess energy at 500 ft AGL is excess energy, regardless of runway length. The decision to continue an unstabilized approach is the decision that starts the accident.

Float: the consequence of excess approach energy.

If you are above Vref on short final, the airplane will float — it will not touch down where you expect. The excess airspeed keeps the airplane flying. In a C172R at 75 KIAS (13 kt above Vref 62 KIAS) with full flaps, the float can be 500–1,000 ft down the runway. At KLAL's 8,500 ft runway, this might seem acceptable — but it is not. You are using runway length that you may not have if the landing roll is longer than expected (due to wet runway, contamination, or braking issues). The float is a symptom of an unstabilized approach. The fix is a go-around.

Directional control during landing: smooth rudder input, not panic.

Directional control during landing is maintained with smooth, measured rudder input — not panic braking or aggressive control inputs. A light crosswind (like 080° wind on Runway 10) requires active rudder input during the flare and landing roll to maintain centerline. Overcorrection with rudder (applying too much correction and veering the opposite direction) is as dangerous as undercorrection. The NTSB accidents ERA22LA280, ERA21LA249, and ERA21LA119 all involved loss of directional control due to overcorrection or inadequate rudder input. Practice smooth, coordinated rudder inputs in crosswind conditions.

Porpoising and the improper flare.

A porpoise during landing is caused by an improper flare — typically flaring too high or too aggressively. The airplane touches down, bounces, and comes back up. The pilot's instinct is to pull back again to correct, but this often worsens the porpoise. The correct response to a porpoise is to reduce back-pressure on the yoke (let the airplane settle), apply forward pressure if needed to prevent a secondary bounce, and then apply braking smoothly. A smooth, controlled flare at the correct altitude (10–15 ft AGL) prevents porpoising. The C172R's landing characteristics are stable — a smooth flare will result in a smooth touchdown.

Braking technique: moderate and steady, not panic.

Braking during the landing roll should be moderate and steady — not panic braking. Panic braking (slamming on the brakes hard) can cause the nose gear to impact the runway hard, pitching the nose down and causing a loss of directional control. In the C172R with its fixed nose gear, a hard nose-gear impact can also cause structural damage. Apply braking pressure smoothly and progressively. The C172R's wheel brakes are effective — moderate pressure is sufficient for normal landings. Save maximum braking for true emergencies (e.g., an obstacle on the runway).

A go-around is always an option — it is not a failure.

If the approach is not stabilized by 500 ft AGL, or if anything does not look right during the approach or flare, execute a go-around. Advance the throttle to full power, retract flaps to 10°, and establish a climb at Vy (79 KIAS). Advise the tower of your intentions. A go-around is not a failure — it is airmanship. The NTSB data shows that pilots who continue unstabilized approaches experience runway excursions, directional control loss, and hard landings. Pilots who execute go-arounds do not. The decision to go around is the decision that prevents the accident.

Long runways can create complacency — but runway length does not change the landing technique.

KLAL's 8,500 ft runway is long — much longer than many general aviation fields. This can create the false impression that 'there is plenty of room' and that an unstabilized approach is acceptable. But runway length does not change the landing technique. A stabilized approach at Vref, a smooth flare, and moderate braking are required regardless of runway length. In fact, a long runway can mask poor technique — a pilot can get away with a high, fast approach at a long runway, but the same approach at a 3,500 ft runway would result in a runway excursion. The lesson: fly the approach the same way every time, regardless of runway length. Consistency builds skill and prevents accidents.

Built from the real accident record

Scenario built from NTSB CEN24LA263 (2024 C172R power-off 180° landing overshoot), CEN24LA233 (2024 C172R directional control loss during landing), ERA22LA280 (2022 C172R porpoising and runway excursion), ERA21LA249 (2021 C172R loss of directional control on solo cross-country), and ERA21LA119 (2021 C172R crosswind directional control loss). Localized to Lakeland Linder International Airport (KLAL).

NTSB reports: CEN24LA263 · CEN24LA233 · ERA22LA280 · ERA21LA249 · ERA21LA119

ACS tasks: PA.II.J — Approach and Landing · PA.II.K — Go-Around · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing

Relevant FARs: §91.3 · §91.13

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