Float and Drift at Lakeland Linder
Excess approach energy, ground effect float, and crosswind gusts — the DA20's slippery nature demands precision on short final
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10 (true heading 090°), 8,500 ft of concrete. Elevation 142 ft MSL. You are a Private pilot with 180 hours total, 25 hours in the Diamond DA20. Today is a solo cross-country return; you are approaching from the north after a 2-hour flight.
Current conditions: VFR, clear skies, visibility 10 SM. Surface wind 120° at 12 knots, gusting to 18 knots. That is a 30° crosswind to Runway 10 — within limits (DA20 crosswind limit is roughly 15 knots demonstrated, but gusts to 18 are workable if you are sharp). The runway is dry. KLAL tower is active (24-hour ATCT) and you are in Class D airspace (ceiling 2,600 ft MSL).
You are on a 5-mile final to Runway 10, descending through 1,200 ft MSL, speed 90 KIAS. The approach is stable: descent rate 300 fpm, heading 090°, slight left crosswind correction. You have briefed a forward slip if needed to steepen the descent and kill excess energy. You are planning to land in the first third of the runway.
Aircraft: Diamond DA20-C1, solo, 1,500 lb gross weight (you + 40 lb fuel remaining). The DA20 is a slippery, light composite trainer with a bubble canopy and fixed gear. It floats in ground effect — a common complaint from pilots transitioning from heavier trainers. The nosewheel is castering and needs differential braking for directional control on rollout. You have done 8 landings in the DA20; 6 were acceptable, 2 were firm.
Pilot: you — Private pilot, current, 180 hours total. You are a competent cross-country pilot but have limited experience in crosswind landings in gusty conditions. You have not practiced forward slips in the DA20. Your last three landings here were all on Runway 28 (downwind); Runway 10 (crosswind) is less familiar.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about the DA20's landing characteristics? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR20CA305 (2020): A Diamond DA20 on an instructional flight bounced during landing and veered left during a go-around attempt. The student pilot did not abort the landing early enough and the airplane impacted uneven terrain off the runway. The probable cause was the student pilot's improper landing flare and delayed remedial action to abort the landing, which resulted in a loss of aircraft control and a runway excursion.
NTSB GAA19CA490 (2019): A Diamond DA20 flown by a student pilot on a first solo flight experienced right yaw during the third approach that could not be corrected with rudder input. The student attempted to abort the landing but the aircraft continued to descend with right yaw, exited the runway, and struck rough terrain. The probable cause was the student pilot's failure to maintain the runway heading during an attempted aborted landing.
NTSB GAA19CA330 (2019): A Diamond DA20 student pilot flared too early during a crosswind landing, ballooned, and drifted left. When the instructor called for a go-around, the student maintained a strong grip on the controls, preventing the instructor from making control inputs. The airplane continued to descend, exited the runway, and struck runway lights. The probable cause was the student pilot's failure to maintain the runway heading and to relinquish the flight controls to the flight instructor when told to do so while landing in gusting, crosswind conditions.
NTSB WPR11CA099 (2011): A Diamond DA20C1 drifted left during landing rollout and struck a snow bank after the left main tire caught the bank edge. The probable cause was the pilot's failure to maintain directional control during landing.
The common thread across all these accidents: the DA20 is a light, slippery composite airframe that floats in ground effect. In crosswind conditions with gusts, the airplane's light weight and the castering nosewheel make directional control challenging. The accidents occurred when pilots did not recognize an unstable approach early enough, did not execute a go-around, or did not use differential braking to maintain directional control during rollout.
All of these real accidents occurred at other airports — NOT at KLAL. However, KLAL's own accident history shows that LOSS_OF_CONTROL_GROUND (19.4%) and RUNWAY_EXCURSION (8.6%) are significant risks at this field. The off-field environment off Runway 10's departure end is marginal — low-density development, open developed areas, and some dense development. A runway excursion to the left could result in impact with structures or rough terrain.
The scenario is localized to KLAL and Runway 10 to make the crosswind conditions and the off-field environment real and consequential for you as a student here. The DA20's characteristics — light weight, ground effect float, castering nosewheel, and sensitivity to gusts — are the same at KLAL as they are everywhere else. The lesson is the same: maintain a stable approach, execute a normal flare at 50 ft AGL, and use differential braking to maintain directional control during rollout.
Key lesson — The Diamond DA20 is a light, slippery composite trainer that floats in ground effect and is sensitive to crosswind gusts. In crosswind conditions, maintain a stable approach at 55–60 KIAS on short final, execute a normal flare at 50 ft AGL, and use differential braking (left brake for left turn, right brake for right turn) to maintain directional control during rollout. An unstable approach with excess energy, a balloon during flare, or a drift in a crosswind gust is a go-around. A runway excursion at KLAL off Runway 10 could result in impact with structures or rough terrain — the off-field environment is marginal.
Debrief — teaching points
The DA20 floats in ground effect — an early flare can cause a balloon.
The DA20 is a light, composite airframe with a high wing loading relative to its weight. In ground effect (below 50 ft AGL), the airplane floats easily. An early flare (above 50 ft AGL) or a flare with excess energy can cause the airplane to balloon upward. The correct technique is a normal flare at 50 ft AGL with a smooth, gradual reduction in descent rate. If the airplane balloons, a go-around is the correct response — do not try to force it down.
The DA20's castering nosewheel requires differential braking for directional control.
The DA20's nosewheel is castering — it is not steerable and will follow the airplane's direction of motion. During rollout, especially in crosswind conditions or with gusts, the nosewheel can wander. Rudder input alone is not enough to maintain directional control. Use differential braking: apply left brake to turn left, right brake to turn right. This is the correct technique for the DA20 and is essential for maintaining runway heading during rollout.
An unstable approach with excess energy is a go-around.
If you are carrying excess energy on short final (more than 60 KIAS), if the descent is shallow (less than 300 fpm), or if you are floating during the flare, a go-around is the correct decision. The DA20 has the power to climb out safely, and a rejected landing is always better than a bad one. Do not try to force a bad approach down — go around and plan another one.
Crosswind landings in the DA20 require a slip or forward slip to align the fuselage with the runway.
In a crosswind, the DA20 can be landed in a slip (wing low into the wind, opposite rudder) or a forward slip (to steepen the descent and kill excess energy). A crabbed approach (nose pointed into the wind, fuselage not aligned with the runway) will result in a sideways touchdown and potential directional loss. Practice the slip technique in calm conditions before attempting crosswind landings in gusty conditions.
Approach speed on short final is 55 KIAS (Vref) — carry this speed to the flare.
The DA20's approach speed (Vref) is 55 KIAS. On a 5-mile final at 90 KIAS, you must slow to 55 KIAS by the time you reach the runway threshold. Carrying excess speed into the flare increases float and makes directional control harder. Plan a stable descent that allows you to slow gradually to 55 KIAS by short final.
Off Runway 10 at KLAL, the off-field environment is marginal — a runway excursion could result in impact with structures or rough terrain.
The off-field environment off Runway 10's departure end (heading 090°) is marginal — low-density development, open developed areas, and some dense development. A runway excursion to the left (the direction of crosswind drift) could result in impact with structures or rough terrain. Maintain runway heading during rollout and use differential braking to prevent a drift off the runway.
Built from the real accident record
Scenario built from NTSB WPR20CA305 (2020 DA20 improper flare and bounce), GAA19CA490 (2019 DA20 student loss of directional control on go-around), GAA19CA330 (2019 DA20 crosswind flare and control-grip interference), and WPR11CA099 (2011 DA20C1 directional control loss during rollout). Anonymized and localized to KLAL.
NTSB reports: WPR20CA305 · GAA19CA490 · GAA19CA330 · WPR11CA099
ACS tasks: PA.II.F — Approach and Landing · PA.II.G — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.E — Crosswind Takeoff and Landing
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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