Gusts on Final to Runway 10
Crosswind landing in gusty conditions — the DA40 is slippery and unforgiving when directional control is lost
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, on a commercial checkride with an examiner. Elevation 142 ft MSL. You are a commercial pilot with roughly 350 hours total time, current and proficient in the DA40. This is a practical test flight.
It is late afternoon in early spring. Surface wind is reported 120° at 12 knots, gusting to 18 knots. Runway 10 is oriented 090° (true). The crosswind component is roughly 10 knots steady, with gusts to 16 knots — right at or slightly exceeding the DA40's demonstrated crosswind capability of 12 knots (per the POH). The tower has offered Runway 28 (oriented 270°), which would be nearly a headwind, but you elected Runway 10 because it is the active runway and the crosswind is within limits if you fly it well.
You are on a 3-mile final to Runway 10. The examiner is in the right seat, silent, observing. The G1000 shows a stable descent at 500 ft/min, airspeed 70 KIAS (Vref for the DA40), flaps 30° (landing configuration), trim set, power at 1,500 RPM. The runway is in sight. The wind is gusting visibly — you can see dust devils on the ramp.
Aircraft: Diamond DA40, solo (you and examiner only), within limits. Fuel-injected Lycoming IO-360-M1A, constant-speed prop (RPM set), fixed gear, glass panel (G1000). Fuel selector is set to RIGHT (the right tank is full; the left is at 3/4). The DA40 is a slippery airplane — it floats in ground effect and resists slowing down. Energy management on approach is critical.
Pilot: You — a commercial pilot, current, 350 hours total. You have landed the DA40 in crosswind conditions before, but never in gusts this strong. The examiner has not spoken; you are expected to manage the approach and landing independently. Your personal crosswind limit is 12 knots demonstrated; the current conditions are at that limit.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about crosswind landings in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA039 (2020): A Diamond DA40 on a Part 91 supervised solo instructional flight lost directional control during landing when the aircraft bounced and drifted left. The student pilot's attempt to abort the landing was unsuccessful, and the aircraft struck a taxiway sign and cartwheeled before impacting a security fence. The probable cause was the pilot's loss of directional control while landing, resulting in a runway excursion. The accident occurred at a different airport — NOT at KLAL — but the failure mode is identical: a crosswind landing in gusty conditions, a bounce, loss of alignment, and a cartwheel.
NTSB GAA19CA582 (2019): A Diamond DA40 on an instructional flight experienced a loss of control during an aborted go-around when the pilot cut power and applied brakes with insufficient runway remaining. The accident resulted from the pilot's decision to abort the go-around without adequate runway distance and his failure to accurately communicate his intentions to ATC. The lesson: if you go around, commit to it fully — do not try to salvage the landing by cutting power and braking on the runway.
NTSB GAA19CA038 (2018): A Diamond DA40 flown by a solo student pilot experienced a runway excursion and struck a taxiway sign after landing with excessive speed. The accident was attributed to the student pilot's excessive taxi speed during a turn from the runway to a taxiway. The lesson: even after a successful landing, loss of directional control during the rollout or taxi can result in an excursion.
NTSB GAA17CA105 (2016, regional precedent): A Piper PA-46 experienced loss of directional control during landing rollout in gusting crosswind conditions that exceeded the aircraft's demonstrated crosswind capability. The pilot did not recognize the limit and did not go around. The lesson: the demonstrated crosswind capability is a limit, not a guideline. Gusts that exceed it should trigger a go-around or divert.
NTSB ERA21LA119 (2021, regional precedent): A Cessna 172R on a personal flight veered left off the runway during landing in gusting crosswind conditions and struck the ground with the propeller and left wing tip. The accident was attributed to the pilot's failure to maintain directional control during landing in a gusting crosswind. The lesson: technique adjustments (reduced flaps, extra airspeed) have limits; recognize when wind conditions exceed personal minimums and when to divert or go-around.
The consistent thread: crosswind landings in gusting conditions are a trap. Pilots commit to the landing, the approach becomes unstable, and by the time they recognize the problem, they are too low to go around safely. The correct decision is to go around or divert EARLY — at 3 miles or 500 ft AGL — not at 200 ft AGL. The DA40 is a slippery, high-wing-loading airplane that floats in ground effect; it is particularly unforgiving in a crosswind bounce or drift.
At KLAL, the off-field environment off Runway 10's departure end (heading 090°) is marginal — mostly low-density development, open developed areas (parks/large lots), and dense development. An engine failure on the Runway 10 departure would be a forced landing in a developed area, not ideal. But this scenario is about landing, not takeoff. The lesson is about recognizing when crosswind conditions exceed your limits and committing to a go-around or divert before the approach becomes unstable.
Key lesson — The DA40 is a slippery, high-wing-loading airplane that floats in ground effect and resists slowing down. In gusting crosswind conditions at or near the demonstrated limit (12 knots), an unstable approach can develop quickly. The correct decision is to go around or divert EARLY — at 3 miles or 500 ft AGL — not to push through and land a misaligned airplane at 200 ft AGL. Recognize the limits, respect them, and execute a safe alternative. On a commercial checkride, this is the decision that matters most.
Debrief — teaching points
The DA40's demonstrated crosswind capability is 12 knots — that is the limit, not a guideline.
The POH states a demonstrated crosswind capability of 12 knots. This is the maximum crosswind component the airplane has been tested to handle safely in normal landing technique. Gusts that exceed this limit — or conditions where the gust factor pushes the crosswind component above 12 knots — warrant a go-around or divert. A surface wind of 120° at 12 kt gusting to 18 kt on Runway 10 (090°) produces a crosswind component of roughly 10 kt steady, with gusts to 16 kt. That exceeds the limit. Recognize this before committing to the landing.
The DA40 is slippery and floats in ground effect — energy management is critical.
The DA40 has a high wing loading and a slippery airframe. It resists slowing down and floats in ground effect. On a normal approach, this means you must plan to land in the first third of the runway and be prepared for a longer landing distance than you might expect in a Cessna. In a crosswind, the float becomes a liability: if the airplane is drifting or misaligned, the float means you cannot easily correct by adding power and going around — you are committed. Reduce flaps to 15° if needed to improve control response and reduce the floating tendency.
An unstable approach in a crosswind should trigger a go-around at 500 ft AGL, not at 200 ft AGL.
If the approach becomes unstable — you are hand-flying corrections to wind gusts, the airplane is drifting, or you are not aligned with the runway — the correct response is to recognize this at 500 ft AGL or higher and go around. At 500 ft AGL, a go-around is safe and straightforward: apply full power, retract flaps to 15°, and climb out. At 200 ft AGL, a go-around is marginal and a misaligned landing is a cartwheel. The decision window is narrow. Commit to the go-around early.
Forward slip technique can be used to increase descent rate and manage energy, but it requires altitude and commitment.
A forward slip — right wing down, left rudder — increases descent rate and bleeds energy. It is a valid technique for managing a high-energy approach or for increasing descent rate in a crosswind. However, a slip at 200 ft AGL is a committed maneuver; there is no altitude to abort if something goes wrong. Use the slip earlier in the approach (at 600 ft AGL or higher) to manage energy, then exit the slip and transition to a normal crab for final alignment.
Recognize when crosswind conditions exceed your personal minimums and commit to a divert or go-around.
Your personal crosswind limit may be lower than the demonstrated limit. If you are not comfortable landing in gusting crosswind conditions at the demonstrated limit, your personal limit is lower — and that is the limit you should respect. On a commercial checkride, the examiner is evaluating your judgment, not just your skill. Recognizing when conditions exceed your limits and committing to a safe alternative is the correct decision.
Built from the real accident record
Scenario built from NTSB ERA21LA039 (2020 DA40 landing loss of directional control, bounce, cartwheel), GAA19CA582 (2019 DA40 aborted go-around, runway excursion), GAA19CA038 (2018 DA40 excessive taxi speed, excursion), and regional crosswind-loss-of-control precedents GAA17CA105 (PA-46, gusting crosswind), ERA21LA119 (C172R, gusting crosswind), GAA19CA170 (PA-11 tailwheel, crosswind rollout), ERA10CA448 (C182E, inadequate crosswind compensation). Anonymized and localized to KLAL.
NTSB reports: ERA21LA039 · GAA19CA582 · GAA19CA038 · GAA17CA105 · ERA21LA119 · GAA19CA170 · ERA10CA448
ACS tasks: PA.VII.A — Preflight Inspection · PA.VII.B — Cockpit Management · PA.VIII.A — Approach and Landing · PA.VIII.B — Go-Around / Rejected Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.175
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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