Bounce, Gust, and the Go-Around Decision
Crosswind gusts, a floating landing, and the critical moment when go-around becomes mandatory — energy management and control authority in the DA40
The scenario
Departing St. Petersburg Clearwater International Airport (KPIE), Pinellas Park, FL — Runway 18, landing in gusty crosswind conditions. Field elevation 11 ft MSL. You are on an instructional flight with a safety pilot; this is a training scenario, not a solo flight.
It is a breezy afternoon in late spring: OAT 31°C, wind from 220° at 14 gusting to 22 knots. Runway 18 is aligned 171° true — a crosswind from the right (southwest). The gusts are pushing the airplane around on approach. Visibility 10 SM, scattered clouds at 3,500 ft. KPIE tower is active (0600–2300 local); you are in Class D airspace with Tampa Class B overhead at 1,200 ft MSL.
You are on a 3-mile final for Runway 18, descending through 800 ft AGL, configured for landing: gear down (fixed), flaps 25°, power 1,500 RPM, airspeed 70 KIAS (Vref). The DA40 is a slippery, energy-rich airplane — it floats in ground effect and resists slowing. A gust lifts the right wing; you correct with left aileron. The approach is unstable but workable.
Aircraft: Diamond DA40, dual-seat, within limits. Lycoming IO-360-M1A fuel-injected, constant-speed prop, fuel selector on RIGHT (you switched tanks on downwind). G1000 glass panel. Fixed gear. Flaps 25°, approach speed 70 KIAS.
Pilot: you — a Commercial pilot, 450 hours total, 120 hours in type. You have logged 8 landings in the DA40 in calm conditions. This is your first approach in gusty crosswind. Your safety pilot is a CFI with 2,000 hours; he is monitoring but not intervening unless you ask or the situation becomes unsafe.
- {'label': 'Field', 'value': 'KPIE · St. Petersburg Clearwater'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '11 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before the approach begins — what do you know about go-around technique 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 air traffic control. The probable cause was the pilot's inadequate decision-making and loss of control during the go-around.
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 probable cause was the pilot's inadequate control inputs during landing and go-around in gusty wind.
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 and high-density altitude conditions and his exceedance of the airplane's critical angle of attack. The probable cause was the pilot's failure to recognize an unstable approach and his delayed go-around decision.
NTSB ERA20CA072 (2020, Beech C23): 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 probable cause was the pilot's inadequate airspeed management during go-around and the flight instructor's delayed recognition of the stall.
NTSB ATL07CA048 (2007, Mooney M20J): A Mooney M20J 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 probable cause was the pilot's failure to maintain airspeed above stall speed during go-around.
The consistent thread across all these events: go-around accidents in the DA40 and comparable aircraft result from delayed decisions, inadequate airspeed management, and improper flap handling during the go-around. The DA40 is a slippery, energy-rich airplane — it floats in ground effect and resists slowing. A bounce or drift in crosswind conditions is not a reason to force the landing; it is a reason to go around. But the go-around must be initiated early (short final at the latest), with full power applied immediately, flaps raised gradually (not all at once), and airspeed maintained above stall speed throughout. A late go-around with improper flap handling is more dangerous than the original unstable approach.
At KPIE, Runway 18 is 9,730 ft long — plenty of runway for a go-around if the decision is made early. The off-field environment off Runway 18's climb-out (heading 171°) is marginal — medium development, open developed areas, and dense development. A go-around that climbs away from the runway is the safe option. The real accidents cited above occurred at other airports and in other aircraft — NOT at KPIE. But the decision patterns and the failure modes are the same: recognize an unstable approach early, commit to the go-around before the situation becomes critical, and execute the go-around with proper technique (full power, gradual flap retraction, airspeed maintenance).
Key lesson — In the DA40, an unstable approach in crosswind conditions is not a challenge to overcome — it is a signal to go around. The go-around decision must be made early (on short final at the latest), before the airplane is committed to landing. Once the decision is made, execute the go-around with full power, gradual flap retraction (not all at once), and strict airspeed management above Vs0 (49 KIAS). A late go-around with improper flap handling is more dangerous than the original unstable approach. The DA40 floats in ground effect — if you are not on the ground by mid-runway, a go-around is safer than trying to land on the remaining pavement.
Debrief — teaching points
Recognize an unstable approach early — before you are committed to landing.
An unstable approach is one in which the airplane is not aligned with the runway, the descent rate is not controlled, the airspeed is not stable, or the airplane is being pushed around by wind shear. In the DA40, crosswind gusts that cause wing drop and drift are a clear sign of instability. The correct response is not to 'fix' the approach by correcting at the last moment — it is to go around early, climb away, and set up for another approach. The decision window is short: on short final (1 mile from touchdown) is the latest point to commit to a go-around without risk. Below short final, the go-around becomes marginal and the risk of loss of control increases.
Apply full power first — before raising flaps — to arrest the descent and establish a climb.
In a go-around, the first action is to apply full power (throttle to full, prop to 2,700 RPM in the DA40). This arrests the descent and begins the climb. Only after the airplane is climbing and the descent is arrested should you begin to raise flaps. Raising flaps before establishing a climb can cause a sudden loss of lift and a pitch-down, which can lead to a stall at low altitude.
Raise flaps gradually — not all at once — to maintain lift and avoid a sudden pitch change.
In the DA40, flaps are typically raised in stages: 25° to 15° to 0°. Raising flaps all at once (from 25° to 0°) causes a sudden loss of lift and a pitch-down. At low altitude during a go-around, this pitch-down can be dangerous — the airplane may descend toward the runway or stall if the pilot tries to pitch up to arrest the descent. Gradual flap retraction maintains lift and allows the airplane to climb smoothly.
Maintain airspeed above Vs0 (49 KIAS) throughout the go-around — airspeed is the primary defense against stall.
In the DA40, stall speed in landing configuration (flaps 25°, gear down) is Vs0 = 49 KIAS. During a go-around, the airspeed must be maintained above this value at all times. If the airspeed drops below Vs0, the airplane will stall. At low altitude during a go-around, a stall is fatal. The pilot must monitor the airspeed constantly and lower the nose if the airspeed approaches stall speed, even if this means descending toward the runway. A controlled descent is better than a stall.
In crosswind conditions, anticipate wing drop and apply aileron correction early — gusts can cause sudden bank changes.
The DA40 is susceptible to wing drop in crosswind gusts, especially during landing and go-around when the airplane is at low airspeed and high angle of attack. During approach and go-around, the pilot must anticipate gusts and apply aileron correction before the wing drops, not after. This requires active hand-flying and constant attention to the wings. Autopilot is not appropriate for crosswind landings or go-arounds.
The DA40 floats in ground effect — if you are not on the ground by mid-runway, a go-around is safer than trying to land on the remaining pavement.
The DA40 is a slippery, energy-rich airplane. In ground effect, it resists slowing and floats. If the airplane is still airborne at mid-runway (roughly 5,000 ft down a 9,730 ft runway), a go-around is safer than trying to land on the remaining 4,700 ft. The remaining runway may not be enough to stop if the landing is firm or if the airplane drifts. A go-around at mid-runway is a sound decision.
Built from the real accident record
Scenario built from NTSB GAA19CA582, GAA19CA409, GAA19CA431 (DA40 go-around loss-of-control events), ERA20CA072 (Beech C23 stall during go-around in crosswind), ATL07CA048 (Mooney M20J stall during go-around), GAA17CA103 (Piper PA-28 wing drop in go-around), and MIA08CA179 (Cessna 172S go-around in gusty wind). Localized to KPIE.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ERA20CA072 · ATL07CA048 · GAA17CA103 · MIA08CA179
ACS tasks: PA.VII.A — Approach and Landing · PA.VII.B — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.V.A — Preflight Assessment
Relevant FARs: §91.3 · §91.13 · §91.103
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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