Long and High on Final
Excess approach energy, a go-around decision, and the risk of a runway excursion at Lakeland Linder
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — you are on final approach to Runway 10, descending through 500 ft AGL. Elevation 142 ft MSL. The runway is 8,500 ft long — plenty of pavement. But the approach is not going as planned.
It is a late-afternoon VFR flight in late spring: OAT 27°C, wind reported by tower as 180° at 12 gusting to 18 knots. Runway 10 is oriented 090° true. The wind is a direct tailwind — 12–18 knots pushing you toward the runway. Visibility 10 SM, scattered clouds at 3,500 ft. KLAL is Class D, towered 24 hours.
You are high and long on final. At 500 ft AGL you are 800 ft down the runway — you should be at the runway threshold. Your airspeed is 72 KIAS (Vref is 65 KIAS for the C172S). The tailwind is pushing you down the runway faster than you expected. You have full flaps (30°) extended and are on a 3° glide path, but the combination of excess altitude, excess airspeed, and the tailwind means you will touch down well past the first third of the runway.
Aircraft: Cessna 172S, solo, within weight and balance. Lycoming IO-360-L2A fuel-injected engine, glass G1000 panel, fixed gear, fixed-pitch prop. The airplane is airworthy; nothing was written up. You have 6,000 ft of runway remaining when you make the decision on short final.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have 45 hours in the C172S. This is your home field. You have landed here 20+ times. The tailwind caught you off guard; you did not expect it to be this strong. You are now faced with a choice: continue the landing and manage the float, or execute a go-around.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'C172S'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about landing energy management and go-around decisions in the C172S? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN23LA159 (2023): A Cessna 172S on a personal flight experienced a tailwind on final approach. The pilot attempted a go-around when the landing appeared long. During the go-around, the aircraft porpoised (pitched up and down), the nose landing gear collapsed, and the aircraft departed the runway. The probable cause was the pilot's failure to maintain airplane control during the attempted go-around, resulting in abnormal contact with the runway pavement and a runway excursion.
NTSB ERA21LA202 (2021): A Cessna 172S on short final in gusting crosswind conditions was high and slow. The pilot initiated a go-around but improper pitch control resulted in a tail strike and runway excursion to the left into grass. The accident was attributed to improper pitch control during the go-around in gusting crosswind conditions. The tail strike occurred during the go-around climb — a sign of over-rotation and loss of control authority.
NTSB ERA11LA421 (2011): A Cessna 172S experienced total electrical failure shortly after takeoff from Lincoln Park Airport, rendering the flaps inoperable. The pilot landed long on the runway with high airspeed and inadequate braking performance, resulting in a runway overrun and collision with a guardrail. The probable cause was the pilot's improper touchdown point, resulting in a runway overrun.
The common thread in all three accidents: a landing that was unstable (high, long, or both), followed by either a continuation with inadequate energy management or a go-around with improper pitch control. In CEN23LA159 and ERA21LA202, the go-around itself became the failure point — porpoising and tail strikes are signs of over-rotation and loss of control. In ERA11LA421, the pilot continued the landing despite being high and long, and the electrical failure (flaps inoperable) made energy management impossible.
At Lakeland Linder International Airport (KLAL), Runway 10 is 8,500 ft long — one of the longest runways in the area. Off Runway 10's departure end (heading 090°), the off-field environment is marginal: low-density development, open developed areas (parks, large lots), and some dense development. A runway excursion off Runway 10 would likely result in impact with structures or terrain, not open water. This is not a ditching scenario; it is a ground-impact scenario.
The real accidents cited above occurred at other airports and in other aircraft types — NOT at Lakeland Linder International Airport. The scenario is localized to KLAL to make the runway length and off-field environment real and consequential for you as a student here. The decision to continue a long landing, go around, or divert is not abstract — it is a choice with real consequences on this runway.
The lesson is clear: a stabilized approach is the foundation of a safe landing. If you are high and long on final, a go-around is the correct decision — but only if it is executed with smooth, controlled pitch changes and staged flap retraction. An unstable approach followed by a poorly-executed go-around is more dangerous than a long landing on a long runway.
Key lesson — At KLAL, Runway 10 is 8,500 ft long — you have room for a long landing. But a high-and-long approach with a tailwind is unstable. Your choices are: (1) continue the landing and manage the float on a long runway, (2) execute a smooth, controlled go-around with staged flap retraction, or (3) request a different runway (Runway 05 into the wind). Do not attempt a slip at low altitude, do not over-rotate on a go-around, and do not apply maximum braking on a long runway. Smooth control, staged flap retraction, and airspeed awareness are the keys to a safe outcome.
Debrief — teaching points
A tailwind on final increases groundspeed and landing distance.
A 12-knot tailwind on final approach increases your groundspeed by 12 knots and can add 500+ feet to your landing distance. At KLAL, Runway 10 is oriented 090° true. A wind from 180° is a direct tailwind. The tower reports wind as 180° at 12 gusting to 18 knots — you should have immediately recognized this as a tailwind and planned accordingly. Requesting Runway 05 (heading 045°, roughly into the wind) would have been the better choice from the start. Always check the wind direction relative to the runway orientation before committing to the approach.
A stabilized approach is the foundation of a safe landing.
A stabilized approach means: on-glide-path, on-airspeed (Vref = 65 KIAS for the C172S), in trim, and with a descent rate of 300–500 fpm. If you are high and long on final, you are unstable. The correct response is a go-around — not a slip, not a hard landing, not a maximum-braking stop. A go-around resets the situation and allows you to execute a stable approach on the next attempt.
A go-around must be executed with smooth, controlled pitch changes.
When you initiate a go-around, advance the throttle to full power and establish a climb attitude — but do not over-rotate. A smooth, controlled pitch-up is the correct technique. Abrupt pitch changes or over-rotation can cause a tail strike (as in ERA21LA202) or a porpoise (as in CEN23LA159). Flaps should be retracted in stages (20°, then 10°, then 0°) to avoid a sudden loss of lift and a pitch-down tendency. The go-around is a maneuver that requires precision and control.
Flap retraction during a go-around must be staged, not abrupt.
Retracting all flaps at once during a go-around causes a sudden loss of lift and a pitch-down tendency. The correct technique is to retract flaps in stages: from 30° to 20° (first stage), then to 10° (second stage), then to 0° (final stage). This allows the airplane to maintain a stable climb attitude and airspeed. Each stage should be accompanied by a small pitch adjustment to maintain altitude and airspeed. Staged flap retraction is the difference between a smooth go-around and a dangerous one.
A forward slip at low altitude is a high-risk maneuver.
A forward slip (cross-control) at 500 ft AGL with full flaps is an unusual attitude at a critical altitude. While a slip can increase descent rate, it also reduces control authority and increases the risk of a stall or spin if airspeed drops too low. At KLAL, with a long runway available, a slip is not necessary. A long landing on a long runway is a safe outcome. A slip at low altitude is a risk that is not worth taking.
Runway 10 at KLAL is 8,500 ft long — you have room for a long landing.
Runway 10 at KLAL is one of the longest runways in the area. Even a landing at 2,000 ft down the runway leaves 6,500 ft of pavement remaining. A long landing on a long runway is not a failure; it is a safe outcome. The lesson from ERA11LA421 is that a pilot who lands long on a short runway (or a runway made short by an electrical failure) can run out of pavement. At KLAL, you have room. Manage the float, apply firm braking, and stop safely.
Firm, steady braking is more effective than maximum braking force.
Maximum braking force on a long runway is unnecessary and stresses the landing gear. Firm, steady braking is more effective and safer. Apply braking pressure gradually, maintain directional control with the nosewheel, and allow the airplane to decelerate smoothly. On an 8,500-ft runway, you have room to stop with moderate braking. Hard braking is a sign of poor energy management on approach, not a solution on the runway.
Built from the real accident record
Scenario built from NTSB CEN23LA159 (2023 C172S go-around porpoise / nose gear collapse), ERA21LA202 (2021 C172S improper pitch control during go-around / tail strike), and ERA11LA421 (2011 C172S electrical failure / long landing / runway overrun). Localized to Lakeland Linder International Airport (KLAL).
NTSB reports: CEN23LA159 · ERA21LA202 · ERA11LA421
ACS tasks: PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.9
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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