Bounce and Climb — Gusty Go-Around at Lakeland
A bounced landing in crosswind gusts triggers a go-around. Pitch, power, and airspeed management at low altitude — the decision window is measured in seconds.
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, landing attempt in gusty crosswind conditions. Field elevation 142 ft MSL. The tower is active (KLAL is towered 24 hours).
It is a Friday afternoon in late spring: OAT 31°C, wind 130° at 12 gusting to 22 knots. Runway 10 is aligned 090° true; the wind is a 40° crosswind gust. Visibility 10 SM, scattered clouds at 3,500 ft. The crosswind component is near the Piper Archer's demonstrated crosswind limit (15 knots demonstrated; gusts to 22 knots are beyond that). The tower has been issuing go-around advisories all afternoon — the wind is gusty and the runway is busy.
You are on short final to Runway 10, 200 ft AGL, 66 KIAS (Vref — approach speed), flaps full 40°, landing gear down, configured for landing. The approach has been stable until the last 500 ft, where a gust pushed you left and high. You corrected, but the airplane is now slightly fast and slightly high. You are committed to the landing.
Aircraft: Piper PA-28-181 Archer, solo, within limits. Lycoming O-360-A, 180 hp, carbureted, fixed-pitch prop, fixed gear, LEFT/RIGHT fuel selector (no BOTH position). Fuel selector on LEFT (you switched before descent). You have 1.5 hours of fuel remaining.
Pilot: you — a Private pilot, current, roughly 180 hours total. You have 12 hours in the Archer (a faster, heavier airplane than the Cessna 172 you trained in). You have done go-arounds before, but not in gusty crosswind conditions at low altitude. Your CFI is not on board — this is a solo flight.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about go-around procedures in the PA-28-181, especially at low altitude in gusty wind? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA139 (2021): A Piper PA-28-181 on a stage check landing attempt stalled when the student pilot flared too high and failed to execute a go-around despite stall warning and instructor command. The accident resulted from the student pilot's improper landing flare and failure to add power during go-around, with contributing factor of delayed instructor remedial action. The airplane impacted the runway hard.
NTSB CEN12LA337 (2012): A Piper PA-28-181 touched down too far down the runway at high speed, porpoised, and struck trees during a shallow climb-out after an aborted landing at Put-in-Bay Airport. The accident was attributed to the pilot's failure to attain a proper touchdown point and speed, failure to initiate a proper go-around, and inadequate climb gradient after the aborted landing.
NTSB CHI08CA147 (2008): A Piper PA-28-181 on an instructional flight stalled during a go-around when the student pilot improperly raised flaps and lost airspeed. The accident resulted from improper flap management during the go-around and failure to maintain airspeed. The airplane impacted trees at low altitude.
NTSB CEN09CA459 (2009, regional precedent): 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.
NTSB ERA20CA072 (2020, regional precedent): A Beech 23 on instructional flight bounced during landing in crosswind conditions, became airborne, and entered a full stall during the go-around despite full power and flaps. The accident resulted from the pilot's failure to maintain control during landing and the flight instructor's delayed intervention.
The consistent thread across all these events: a go-around at low altitude in gusty or crosswind conditions is a high-risk maneuver. The Piper Archer is heavier and faster than a Cessna 172 — it carries more energy and requires more runway to land. A bounced landing or a high/fast approach in gusty wind is a signal to go around cleanly, not to try to salvage the landing. Once committed to a go-around, the priorities are: (1) full power immediately, (2) safe pitch attitude (5–10° nose-up), (3) maintain airspeed above Vs0 (45 KIAS), and (4) retract flaps incrementally as airspeed increases. Aggressive pitch-up or full flap retraction at low airspeed is the trap that kills pilots.
These real accidents occurred at other airports and in various conditions — NOT at KLAL. KLAL's dominant accident pattern is LOSS_OF_CONTROL_INFLIGHT (23.7%), LOSS_OF_CONTROL_GROUND (19.4%), and FORCED_LANDING (17.2%), which reflects the field's busy traffic and challenging wind conditions. The scenario is localized to KLAL to make the gusty crosswind environment real and consequential for you as a student here.
The key lesson: in gusty crosswind conditions, a bounced landing or a high/fast approach is a signal to go around. Commit to the go-around cleanly — full power, safe pitch, maintain airspeed, retract flaps incrementally. Do not try to salvage a marginal landing at low altitude in gusty wind. The go-around is the safe option.
Key lesson — In gusty crosswind conditions, a bounced landing or a high/fast approach is a signal to go around cleanly. Commit to full power, establish a safe climb pitch (5–10° nose-up), maintain airspeed above Vs0 (45 KIAS), and retract flaps incrementally as airspeed increases. Do not try to salvage a marginal landing at low altitude. Aggressive pitch-up or full flap retraction at low airspeed during a go-around is the trap that leads to stall/spin at low altitude — unrecoverable.
Debrief — teaching points
Recognize when a go-around is necessary — before the airplane gets into an uncontrollable state.
A high/fast approach, a bounce, or a drift in crosswind gusts are all signals to go around. The Piper Archer is heavier and faster than a Cessna 172 — it carries more energy and requires more runway to land. If the approach is not stable by 500 ft AGL, go around. If the landing is not smooth, go around. Do not try to salvage a marginal landing at low altitude in gusty wind. The go-around is the safe option.
Full power is the first action in a go-around — apply it immediately.
When you commit to a go-around, apply full power to the Lycoming O-360 immediately. The engine will respond quickly. Full power is the foundation of a safe go-around — it gives you the climb performance and the energy to manage the airplane safely.
Establish a safe climb pitch attitude before adjusting flaps.
After applying full power, pitch to a safe climb attitude — typically 5–10° nose-up. This attitude will give you a climb rate of 400–600 ft/min in the Archer. Do not pitch up aggressively; a gentle pitch-up is safer and more effective. Once the pitch is set, then manage the flaps.
Maintain airspeed above Vs0 (45 KIAS) during the go-around — do not allow the nose to pitch up if airspeed is dropping.
Vs0 is the stall speed in landing configuration (flaps 40°, gear down). In the PA-28-181, Vs0 is 45 KIAS. If airspeed is dropping toward 45 KIAS during a go-around, lower the nose to regain airspeed before adjusting pitch further. A stall at 50 ft AGL is unrecoverable.
Retract flaps incrementally — never all at once — as airspeed increases.
Retract flaps in steps: 20° at 60 KIAS, 10° at 70 KIAS, 0° at 80 KIAS. Each flap retraction reduces drag and improves climb performance. Full flap retraction at once causes a sudden loss of lift and a pitch-down that can induce a stall if airspeed is marginal. Incremental retraction is safer and more controlled.
In gusty crosswind conditions, a bounced landing is a signal to go around — not to try to land again.
A bounce means the airplane left the runway and became airborne again. At 15 ft AGL in a crosswind gust, the airplane is in a marginal state. Commit to a go-around immediately — full power, safe pitch, manage flaps. Do not try to land again from 15 ft AGL. The go-around is the safe option.
The Piper Archer is heavier and faster than a Cessna 172 — it requires more runway and more planning.
The Archer carries more energy than a Cessna 172. A high/fast approach in the Archer will float further down the runway. A bounced landing in the Archer will be harder. Plan for a longer landing distance and a more stable approach. If the approach is not stable by 500 ft AGL, go around.
Built from the real accident record
Scenario built from NTSB ERA21LA139 (2021 PA-28-181 stall during go-around, improper flare), CEN12LA337 (2012 PA-28-181 high-speed touchdown, inadequate climb after go-around), ERA09CA322 (2009 PA-28-181 loss of directional control during landing), CHI08CA147 (2008 PA-28-181 stall during go-around from improper flap management), and regional precedents ATL07CA048, CEN09CA459, ERA20CA072, LAX07CA256 (go-around stalls in gusty conditions). Localized to KLAL.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ATL07CA048 · CEN09CA459 · ERA20CA072 · LAX07CA256
ACS tasks: PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Preparation · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.21
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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