Bounce and Go-Around in Gusty Wind
A crosswind bounce on short final, a go-around decision, and the Archer's heavy energy in gusty conditions — loss of control is seconds away
The scenario
Departing St. Petersburg Clearwater International Airport (KPIE), Pinellas Park, FL — Runway 18, on final approach. Elevation 11 ft MSL. You are a Private pilot with roughly 180 hours total, 45 hours in the Piper Archer PA-28-181. This is an instructional flight; your CFI is in the right seat.
It is a late afternoon in early summer: OAT 31°C, altimeter 29.95, visibility 10 SM. The wind is reported from 160° at 12 knots, gusting to 18 knots. Runway 18's true heading is 171°. The crosswind component is roughly 8 knots steady, with gusts pushing it to 14 knots — at the edge of the Archer's demonstrated crosswind capability (15 knots). The tower has cleared you to land on Runway 18.
You are on short final, 300 ft AGL, descending at 66 KIAS (Vref), flaps 40°, gear down, trim set. The approach has been stable until the last 200 feet. A gust from the left (south) lifts the left wing and pushes the nose right. You correct with right aileron and left rudder. The airplane settles. You are now 100 ft AGL, lined up on the runway.
At 50 ft AGL, another gust — stronger — lifts the left wing again. You add more right aileron and left rudder. The airplane is drifting left. You correct with more rudder. At 20 ft AGL, the left main gear touches down, then the nose gear, then the right main gear — a firm landing, but not catastrophic. The airplane bounces.
You are now 15 ft AGL, airspeed 55 KIAS (below Vref, below Vs0 stall speed of 45 KIAS by only 10 knots), flaps still 40°, and the airplane is climbing slightly due to the bounce. The wind is still gusting. Your CFI is watching. The runway is ahead. You have a decision to make in the next 3 seconds.
- {'label': 'Field', 'value': 'KPIE · St. Petersburg Clearwater'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '11 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you already know about go-around procedures in the PA-28-181? (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 student pilot did not add power during the go-around, and the instructor delayed remedial action. The accident resulted in a stall and loss of control at low altitude.
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. The pilot failed to attain a proper touchdown point and speed, failed to initiate a proper go-around, and the airplane's inadequate climb gradient after the aborted landing resulted in impact with trees.
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 trees were a factor.
NTSB ERA20CA072 (2020, regional precedent): A Beech C23 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.
NTSB GAA17CA103 (2016, regional precedent): A Piper PA-28 encountered multiple crosswind gusts during approach and go-around; the left wing dropped and contacted the ground during the go-around, causing the aircraft to cartwheel. The accident resulted from the pilot's inadequate compensation for crosswind conditions during the go-around.
All of these real accidents occurred at other airports and in other circumstances — NOT at KPIE. KPIE's own dominant accident pattern shows LOSS_OF_CONTROL_INFLIGHT (21.2%), LOSS_OF_CONTROL_GROUND (15.2%), and STALL_SPIN (12.1%) — the same failure modes that killed pilots in the NTSB cases above. The scenario is localized to KPIE to make the crosswind, the runway environment, and the decision window real for you as a student here.
The consistent thread: a bounce or unstable approach in gusty wind triggers a go-around decision. The pilot who applies full power immediately, maintains airspeed above Vy (76 KIAS), and raises flaps gradually survives. The pilot who raises flaps suddenly, allows airspeed to decay, or fails to commit to the go-around early stalls at low altitude. In the PA-28-181, the Archer's heavier weight and higher wing loading mean it needs all 180 hp and careful flap management to climb out of a low-altitude go-around in gusty wind.
Key lesson — A bounce or unstable approach in crosswind gusts at KPIE Runway 18 is a go-around trigger. Commit early, apply full power immediately, maintain airspeed above Vy (76 KIAS), and raise flaps gradually — never all at once. The Archer is heavy; it needs all its power and careful control to climb out of a low-altitude go-around. Airspeed is more important than altitude gain rate. At 55 KIAS with flaps 40°, you are only 10 knots above stall speed — one gust or one wrong control input away from a stall/spin at 15 ft AGL.
Debrief — teaching points
A bounce at low airspeed in gusty wind is a go-around trigger.
The PA-28-181 is a heavier airplane than a Warrior or Tomahawk. It carries more energy into the landing. A bounce at 15 ft AGL, 55 KIAS, flaps 40°, in gusty crosswind is unstable and dangerous. The correct response is to apply full power immediately and commit to a go-around. Trying to land through a bounce at low airspeed in gusty wind invites a second bounce, a wing drop, or a stall. The go-around is the safe choice.
Full power must be applied immediately — the Archer needs all 180 hp to climb out of a low-altitude go-around.
The PA-28-181 has a 180 hp Lycoming O-360. In a go-around from 15 ft AGL, you need full power to establish a positive climb rate. Partial power or a gradual power application leaves you marginal on climb gradient, especially in gusty wind or high density altitude. Push the throttle to full power immediately. The engine can handle it.
Flaps must be raised gradually during go-around — never all at once.
Raising flaps suddenly at low airspeed causes an immediate loss of lift. In the PA-28-181, raising from 40° to 0° in one motion at 55 KIAS will cause the nose to drop and airspeed to decay below Vs0 (45 KIAS). The correct procedure is to raise flaps in stages: first to 20°, then to 10°, then to 0° as airspeed increases above Vy (76 KIAS). This maintains lift and prevents a stall.
Maintain airspeed above Vy (76 KIAS) during go-around — airspeed is more important than altitude gain rate.
In a go-around, the temptation is to pitch up steeply to gain altitude quickly. This is wrong. The PA-28-181's best rate of climb is at 76 KIAS. Below that speed, the airplane is no longer climbing efficiently — it is descending or maintaining altitude. Maintain 76 KIAS or higher during the go-around climb. Altitude will come; airspeed is the priority.
Crosswind gusts during go-around can cause a wing drop — anticipate and correct early.
Runway 18 at KPIE has a crosswind component from the south (160° wind, 171° runway heading). Gusts from the left can lift the left wing and drop the right wing. Anticipate this by holding a slight right-aileron input and left-rudder input during the go-around climb. Correct early and smoothly; do not allow a wing drop to develop. A wing drop at 50 ft AGL in a stall is unrecoverable.
Trim should be adjusted for the go-around configuration to reduce control pressure.
After applying full power and raising the landing gear (if applicable), adjust trim for the go-around climb. The Archer will want to pitch up in a go-around; trim will reduce the forward pressure needed on the yoke. This allows you to focus on airspeed, altitude, and crosswind correction without fighting the controls. Trim is not optional in a go-around.
At KPIE Runway 18, the off-field environment off the approach end is marginal (medium development, open developed, dense development).
If a go-around stalls at 50 ft AGL over the approach end of Runway 18, the off-field environment is developed land — buildings, roads, obstacles. There is no open field. A stall/spin at that altitude is fatal. This is why the go-around decision must be made early, and why airspeed and flap management are critical. The margin for error is zero.
Built from the real accident record
Scenario built from NTSB ERA21LA139 (2021 PA-28-181 stall during go-around), CEN12LA337 (2012 PA-28-181 inadequate climb after aborted landing), ERA09CA322 (2009 PA-28-181 loss of directional control), CHI08CA147 (2008 PA-28-181 stall during go-around with improper flap management), and regional precedents ERA20CA072, ATL07CA048, GAA17CA103, MIA08CA179. Anonymized and localized to KPIE.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ERA20CA072 · ATL07CA048 · GAA17CA103 · MIA08CA179
ACS tasks: PA.I.F — Weather Information · PA.I.H — Human Factors · PA.II.E — Takeoff and Departure · PA.III.A — Normal Approach and Landing · PA.III.B — Forward Slip to a Landing · PA.III.C — Go-Around / Rejected Landing · 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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