Bounce and Recovery at Lakeland
A go-around after a hard landing — airspeed, pitch control, and the margin between recovery and stall at 300 feet
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, landing practice. Elevation 142 ft MSL. It is a clear, calm afternoon: OAT 24°C, winds 080° at 4 knots, altimeter 29.98. Visibility 10 SM. A textbook VFR day for landing practice.
You are a Private pilot with 180 hours total time, current and proficient. You have flown the C172S for 60 hours. This is your third landing of the day at KLAL. You are working on consistency — smooth approaches, stable descents, and confident flare technique.
On your third approach to Runway 10, you are stable on short final at 65 KIAS (Vref), 300 ft AGL, on glide slope. The runway is ahead. The wind is light and steady. This should be a routine landing.
Aircraft: Cessna 172S, solo, 2,400 lb (within limits). Lycoming IO-360-L2A fuel-injected engine, G1000 glass panel, fixed gear, fixed-pitch prop. Full fuel, CG within limits. Nothing was written up; the airplane is airworthy.
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. Off Runway 28 (heading 270°) is poor: medium development, evergreen forest, and low-density development. Runway 10 is the better option for a go-around or emergency landing.
- {'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 stall recovery and go-around technique in the C172S? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN25LA128 (2025): A Cessna 172S lost control during landing flare and the pilot initiated a go-around near a tree line at low altitude. The accident resulted from the pilot's failure to maintain adequate airspeed during the go-around, leading to an aerodynamic stall and terrain impact. The probable cause was the pilot's failure to maintain airplane control and adequate airspeed during the go-around.
NTSB CEN14CA322 (2014): A Cessna 172S being flown by a student pilot during landing practice stalled and impacted terrain off the left side of the runway when the student applied excessive back pressure on the control yoke during a go-around after a bounced landing. The accident was attributed to the student pilot's use of excessive back pressure on the flight controls during the attempted go-around that induced a stall and loss of control.
NTSB CEN13LA348 (2013): A Cessna 172S flown by a solo student pilot stalled during a go-around after a bounced landing at Grand Forks International Airport. The accident resulted from inadequate recovery technique from the bounce, leading to an aerodynamic stall at insufficient altitude for recovery.
NTSB ERA14FA283 (2014, FATAL): A Cessna 172S on an instructional night flight experienced a partial loss of engine power during initial climb after a touch-and-go landing at Daytona Beach and impacted the ground. The accident resulted from a partial loss of engine power for undetermined reasons, with contributing factors including the pilots' decision to turn back to the airport, which led to the aircraft exceeding its critical angle of attack and experiencing an aerodynamic stall.
NTSB WPR12FA230 (2012, FATAL): A Cessna 172S stalled during an aggressive pitch-up maneuver shortly after takeoff from St. George Municipal Airport and impacted terrain. The accident resulted from the pilot's failure to maintain adequate airspeed during the maneuver, with contributing factors including alcohol impairment and an over-gross-weight aircraft.
The consistent thread across all these events: the Cessna 172S stalls when the critical angle of attack is exceeded, regardless of airspeed indicator reading or pitch attitude. At low altitude during a go-around or landing recovery, aggressive back pressure on the yoke induces a stall from which recovery is impossible. The stall speed in landing configuration (flaps 30°) is 40 KIAS; in clean configuration it is 48 KIAS. Exceeding the critical angle of attack below 200 ft AGL is fatal.
These real accidents occurred at other airports — NOT at Lakeland Linder International Airport. KLAL has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_INFLIGHT 23.7%, LOSS_OF_CONTROL_GROUND 19.4%, FORCED_LANDING 17.2%). The scenario is localized to KLAL to make the landing environment and off-field options real and consequential for you as a student here.
The lesson: during landing and go-around at low altitude, maintain airspeed above stall speed (40 KIAS landing config, 48 KIAS clean) at all times. Pitch attitude is secondary to airspeed. A smooth, progressive flare with gradual power reduction is the key to a soft landing. If a bounce occurs, go around — do not try to salvage it with aggressive back pressure.
Key lesson — At low altitude during landing and go-around, the critical angle of attack is the limit — not the airspeed indicator. Aggressive back pressure on the yoke induces a stall from which recovery is impossible below 200 ft AGL. The C172S's stall speed in landing configuration is 40 KIAS; in clean configuration it is 48 KIAS. Maintain airspeed above these limits at all times. A smooth, progressive flare with gradual power reduction is the key to a soft landing. If a bounce occurs, go around immediately — do not try to salvage it with aggressive back pressure.
Debrief — teaching points
The stall speed in landing configuration is 40 KIAS (Vs0) — below that, the wing stalls regardless of pitch attitude.
The C172S POH lists Vs0 (stall speed in landing configuration, flaps 30°, gear fixed) as 40 KIAS. This is the absolute minimum airspeed the airplane can fly in landing configuration. Exceeding the critical angle of attack — which happens when back pressure is applied beyond the pitch attitude that corresponds to 40 KIAS — causes a stall. At low altitude, a stall is unrecoverable. Maintain airspeed above 40 KIAS in landing configuration at all times during approach and landing.
Aggressive back pressure during a flare or go-around induces a stall at low altitude.
The instinct to 'pitch up' during a landing flare or go-around is natural — but excessive back pressure increases the angle of attack beyond the critical angle, inducing a stall. At 5–50 ft AGL, a stall is unrecoverable. The correct technique is a smooth, progressive flare with gradual power reduction, maintaining airspeed above Vs0 (40 KIAS). During a go-around, establish a climb pitch attitude (nose up, but not aggressive), apply full throttle, and monitor airspeed continuously. If airspeed is not increasing, relax the pitch to increase airspeed.
A bounced landing is a sign to go around — do not try to salvage it.
When the airplane bounces (main gear leaves the runway after touchdown), the correct response is to go around: apply full throttle, establish a climb pitch attitude, and retract flaps smoothly. Do not try to land again from a bounce at low airspeed and low altitude — the risk of a stall is high. The NTSB CEN14CA322 and CEN13LA348 both involved students trying to salvage a bounce with aggressive back pressure, resulting in stalls at 10–20 ft AGL.
Pitch attitude is secondary to airspeed at low altitude.
During landing and go-around, the primary instrument is the airspeed indicator. Maintain airspeed above stall speed (40 KIAS landing config, 48 KIAS clean) at all times. Pitch attitude is a tool to manage airspeed and descent rate — not an end in itself. If airspeed is decreasing, lower the nose to increase airspeed, even if it means a shallower descent or a go-around.
The go-around is a normal maneuver — not a failure.
A go-around is the correct response to an unstable approach, a bounce, or any landing that does not feel right. The go-around is not a failure; it is airmanship. If you are high, fast, floating, or bouncing, go around. Set up for another approach and try again. The cost of a go-around is a few minutes and a bit of fuel; the cost of a stall at low altitude is your life.
The off-field environment at KLAL determines your options in an emergency.
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. Off Runway 28 (heading 270°), the off-field environment is poor: medium development, evergreen forest, and low-density development. Runway 10 is the better option for a go-around or emergency landing. Know the off-field environment before you depart; it determines your options if the landing goes wrong.
Built from the real accident record
Scenario built from NTSB CEN25LA128 (2025 C172S go-around stall), CEN14CA322 (2014 C172S student stall on go-around after bounce), CEN13LA348 (2013 C172S solo student stall during go-around), CEN17FA111 (2017 C172S spin training fatal), ERA14FA283 (2014 C172S partial power loss + turn-back stall, fatal), WPR12FA230 (2012 C172S takeoff stall, fatal), and WPR25LA211 (2025 C172S climb stall after inadequate preflight). Anonymized and localized to KLAL.
NTSB reports: CEN25LA128 · CEN14CA322 · CEN13LA348 · CEN17FA111 · ERA14FA283 · WPR12FA230 · WPR25LA211
ACS tasks: PA.II.C — Takeoff and Departure · PA.II.D — Inflight Maneuvers · 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 · §91.303
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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