Bounced Landing, Gusty Wind, and a Go-Around Decision
Loss of control during go-around in crosswind gusts — the DA40's slippery airframe and constant-speed prop demand precise energy management at low altitude
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, on an instructional flight with your CFI in the right seat. Elevation 142 ft MSL. You are a commercial pilot with roughly 350 hours total, 80 hours in the DA40. This is a training sortie: approaches in gusty wind, go-around practice, and crosswind technique.
It is a hot, humid Florida afternoon in late May. OAT 32°C, dew point 24°C, altimeter 29.89. Density altitude is approximately 2,200 ft — the airplane will perform as if it were at 2,200 ft elevation, not 142 ft. Winds are from 080° at 12 knots, gusting to 18 knots. Runway 10 is aligned 090° true — a 10-knot headwind with occasional 8-knot crosswind gust from the left. Visibility 10 SM, scattered clouds at 3,500 ft. Classic thermal afternoon at a Florida airport.
You have completed two approaches and landings on Runway 10 without incident. The third approach is stable until short final, where a thermal gust lifts the left wing and the airplane balloons 15 feet above the runway. You correct with right aileron and forward stick, but the airplane floats. The touchdown zone passes beneath you. You are now 200 feet down the runway, 25 feet AGL, still descending slowly, with 4,800 feet of runway remaining ahead.
Aircraft: Diamond DA40, solo with CFI, within limits. Constant-speed prop (prop control active), fuel selector on RIGHT, flaps 20° (landing), gear fixed. G1000 glass panel. The DA40 is a slippery airframe — it floats in ground effect and resists descent. Energy management on approach is critical.
Pilot: you — commercial pilot, 350 hours total, 80 hours DA40. You have practiced go-arounds in training, but this is the first time you have faced the decision in a real gusty-wind scenario with a float. Your CFI is watching. The decision is yours.
- {'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 the decision tree — what do you know about go-around procedure in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
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 airplane ran off the runway and struck a concrete barrier.
NTSB GAA19CA409 (2019): A Diamond DA40 on an instructional flight drifted left of the runway during landing in crosswind conditions and struck a runway edge light during a go-around. The accident resulted from the pilot's failure to maintain runway heading and bank control in crosswind conditions. The go-around itself was initiated correctly, but the pilot lost directional control during the initial climb.
NTSB GAA19CA431 (2019): A Diamond DA40 stalled during a go-around attempt on a short grass runway in high-density altitude conditions after the pilot delayed the go-around decision and the aircraft floated. The accident resulted from the pilot's delayed decision to go around in high-temperature, high-density altitude conditions and his exceedance of the airplane's critical angle of attack. The stall occurred at low altitude and the airplane impacted the ground.
NTSB ATL07CA048 (2007, Mooney M20J): A Mooney stalled during a go-around at 20–30 feet AGL with landing gear and flaps extended, striking the ground in an uncontrolled descent. The accident resulted from the pilot's failure to maintain airspeed during the go-around and inadequate adherence to the aircraft's operating procedures. The lesson: recognize when a go-around is necessary, commit to proper pitch and power management, and maintain airspeed with gear/flaps extended during initial climb.
NTSB CEN09CA459 (2009, Cessna 172P): A Cessna 172 on approach in gusty winds floated past the touchdown zone, and during the subsequent go-around, the pilot stalled the aircraft at low altitude when setting climb pitch attitude. The accident resulted from failure to maintain adequate airspeed during the go-around in challenging wind conditions. The lesson: during go-around in gusty conditions, establish power and safe airspeed before adjusting pitch; avoid aggressive pitch-up that induces stall at low altitude.
The real accidents cited above occurred at other airports and in other aircraft — NOT at KLAL. 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%), but these specific events happened elsewhere. The scenario is localized to KLAL to make the runway environment and density altitude real for you as a student here.
The consistent thread across all these events: a go-around initiated late, or a go-around executed with aggressive pitch-up and inadequate airspeed management, leads to a stall at low altitude. In high-density altitude conditions (like KLAL on a hot Florida afternoon), the airplane performs sluggishly and is more susceptible to stall. The DA40's slippery airframe floats in ground effect, which tempts pilots to force the landing instead of going around. The correct response is to recognize the float early, commit to the go-around, apply full power, manage flap retraction smoothly, and maintain airspeed above stall before climbing. The go-around is not a failure — it is airmanship.
Key lesson — In the DA40, a float on landing in gusty wind is a go-around, not a forced landing. Recognize the float at 25 feet AGL, commit to full power immediately, advise ATC, and manage flap retraction smoothly while maintaining airspeed above 60 KIAS (Vs0 + margin). Do NOT pitch up aggressively before airspeed is established — a stall at 40 feet AGL is unrecoverable. In high-density altitude conditions (like KLAL at 2,200 ft DA on a hot afternoon), the airplane is sluggish and stall-prone. Pitch for airspeed first, then climb. The go-around is the correct decision.
Debrief — teaching points
A float at 25 feet AGL is a go-around, not a forced landing.
The DA40 is a slippery airframe — it floats in ground effect and resists descent. If the airplane is still 25 feet AGL at 200 feet down the runway, it is floating. Pushing forward on the stick to force the landing stresses the landing gear and nose gear. The correct response is to recognize the float early, apply full power, advise ATC, and climb out. You have 4,800 feet of runway remaining — that is plenty of room to go around and return for another approach. A go-around is not a failure; it is airmanship.
Go-around procedure in the DA40: power, prop, trim, then flaps.
Apply full throttle, push the prop control forward (high RPM), and trim for climb. THEN manage flap retraction. The sequence matters: power first establishes the climb, then flap retraction reduces drag. Do NOT retract flaps before establishing power and a positive climb rate. In the DA40, full flap retraction (20° to 0°) can cause a pitch-down if airspeed is low — so retract to 10° first, establish airspeed, then retract to 0°. Constant-speed prop management is critical: high RPM during climb, not cruise RPM.
Pitch for airspeed first, then climb — do NOT pitch up aggressively before airspeed is safe.
Vs0 (stall, landing config) in the DA40 is 49 KIAS. During a go-around with flaps extended, you must maintain airspeed above 60 KIAS (Vs0 + 11 KIAS margin). If you pitch up aggressively before airspeed is established, the airplane will stall. A stall at 40 feet AGL is unrecoverable. The correct procedure is to apply full power, establish a moderate pitch attitude (8–10° nose-up), and allow the airplane to accelerate. Once airspeed reaches 70+ KIAS, you can increase pitch for a steeper climb. Pitch for airspeed first, then climb.
High-density altitude makes the airplane sluggish and stall-prone.
KLAL on a hot Florida afternoon has a density altitude of approximately 2,200 ft — the airplane performs as if it were at 2,200 ft elevation. Climb performance is reduced, acceleration is slower, and the stall speed is slightly higher. In high-density altitude conditions, a go-around requires more runway and more time to establish a safe climb. The margin for error is smaller. Recognize this before you depart: if you are uncomfortable with a go-around in high-density altitude, do not attempt the approach. If you do attempt it and the float occurs, commit to the go-around early — do not try to force the landing.
The DA40 fuel selector has LEFT / RIGHT only — no BOTH position.
Unlike some aircraft, the DA40 has no BOTH position on the fuel selector. You must manually select LEFT or RIGHT. Fuel starvation from a mis-set or empty selected tank is a real risk. During a go-around, you are focused on power, flaps, and airspeed — but confirm that the fuel selector is set to the tank with fuel. If you inadvertently selected an empty tank during the approach, the engine will lose power during the go-around. This is a secondary but real risk: verify fuel selector before the approach, and do not change it during the go-around unless there is a specific reason.
Advise ATC immediately of the go-around — do NOT assume they will figure it out.
When you initiate a go-around, key the mic immediately: 'Lakeland Tower, Cessna [N-number], going around Runway 10.' Do not assume ATC will see the go-around on radar or understand your intentions. A clear, immediate radio call prevents confusion and allows ATC to sequence you back into the pattern. In a busy airport environment, a silent go-around can lead to a conflict with another aircraft. Communicate early and clearly.
Built from the real accident record
Scenario built from NTSB GAA19CA582, GAA19CA409, GAA19CA431 (DA40 go-around loss-of-control events), and regional precedents ATL07CA048, CEN09CA459, ERA20CA072, LAX07CA256 (go-around stalls in gusty crosswind). Real events occurred at other airports — NOT at KLAL.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ATL07CA048 · CEN09CA459 · ERA20CA072 · LAX07CA256
ACS tasks: PA.VII.A — Normal Approach and Landing · PA.VII.B — Forward Slip to a Landing · PA.VII.C — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.C — Takeoff and Climb
Relevant FARs: §91.3 · §91.13 · §91.121
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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