Float and Climb — Low Altitude Over Water
A balked landing, improper flap configuration, and an uncoordinated climb at low airspeed — the stall/spin trap in the SR22
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, landing approach after a 45-minute local flight. Elevation 7 ft MSL. It is a warm, humid Florida afternoon in late June: OAT 31°C, dew point 24°C, altimeter 29.89. Scattered clouds at 3,500 ft, light and variable winds (2–4 kt), visibility 10 SM. Density altitude is approximately 2,200 ft — the airplane will perform as if it is 2,200 ft above sea level, not 7 ft.
You are on short final to Runway 07, 400 ft AGL, 85 KIAS, full flaps (100%), descending at a normal rate. The runway is ahead. The water of Tampa Bay is off both sides and behind you. The tower is open (it is 1530 local); you are in Class D airspace.
As you enter the flare at 50 ft AGL, the airplane does not slow as expected. The descent rate is still high. You realize you are going to land long — well past the touchdown zone. You have a choice: land long on the remaining runway (Runway 07 is 3,676 ft, so there is pavement ahead) or abort the landing and go around.
Aircraft: Cirrus SR22, solo, 2,800 lb (within limits). Continental IO-550-N fuel-injected engine, 310 hp, constant-speed prop, glass Perspective panel. The airplane is responsive and fast — it floats in ground effect and requires discipline on approach speed and flap configuration.
Pilot: you — a Private pilot, current, roughly 180 hours total, with 35 hours in the SR22. You are familiar with KSPG; this is your home base. You have not flown in high density altitude conditions before. You did not brief the go-around procedure or the flap configuration for a balked landing.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 ft'}
- {'label': 'Aircraft', 'value': 'SR22'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about the SR22's landing characteristics and go-around procedure? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR11LA169 (2011): A Cirrus SR22 on return to its home base at Falcon Field, Arizona, encountered excessive float during landing flare. The pilot aborted the landing and retracted the flaps to climb out, but the aircraft stalled at low altitude and lost control. The accident resulted from improper flap configuration during the go-around (flaps retracted all at once instead of in stages) and an attempt to climb out of ground effect at insufficient airspeed. The airplane struck the runway, veered left, and collided with a parked Cessna 172. The pilot and passenger were seriously injured.
NTSB WPR20FA019 (2019, FATAL): A Cirrus SR22 stalled during landing approach while maneuvering in the traffic pattern at low airspeed. The accident was attributed to the pilot's exceedance of the critical angle of attack while maneuvering for landing. The airplane descended into a residential area. The pilot did not deploy CAPS.
NTSB CEN18FA204 (2018, FATAL): A Cirrus SR22 on a personal flight from Midland to Ruidoso stalled during initial climb at 200 feet and entered an uncontrollable descent, impacting terrain. The accident was attributed to an inadvertent stall, with contributing factors including high density altitude and the student pilot's limited experience. The pilot did not deploy CAPS.
The common thread: the SR22 is a fast, slippery airplane with significant float in ground effect. It requires discipline on approach speed and flap configuration. A go-around in high density altitude is a high-energy maneuver — flaps must be retracted in stages, not all at once, and airspeed must be maintained above Vy (101 KIAS) during the climb. Attempting to climb out of ground effect at insufficient airspeed (below Vy) risks a stall. At low altitude, a stall can be unrecoverable by control inputs alone. CAPS — the Cirrus Airframe Parachute System — is the POH's primary response to an unrecoverable stall/spin or loss of control at low altitude. It is not a backup; it is the procedure.
The real accidents cited above occurred at Falcon Field, Arizona (WPR11LA169), at an unspecified location (WPR20FA019), and near Ruidoso, New Mexico (CEN18FA204) — NOT at Albert Whitted Airport. KSPG has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_INFLIGHT 20%, FORCED_LANDING 16.4%, DITCHING 12.7%), but these specific SR22 stall/spin events happened elsewhere. The scenario is localized to KSPG to make the off-field environment real and consequential for you as a student here: Runway 07's departure and approach environment is open water — Tampa Bay. A stall/spin at low altitude off Runway 07 is a ditching, not a field landing.
The lesson: brief the go-around procedure before you need it. In high density altitude, plan for longer landing distances. Retract flaps in stages during a go-around, not all at once. Maintain airspeed above Vy (101 KIAS) during the climb. If you exceed the critical angle of attack at low altitude and cannot recover by control inputs, deploy CAPS. CAPS is the system; using it is not a failure — it is the procedure.
Key lesson — The SR22 floats in ground effect and requires discipline on approach speed and flap configuration. A go-around in high density altitude is a high-energy maneuver. Flaps must be retracted in stages, airspeed must be maintained above Vy (101 KIAS), and any attempt to climb out of ground effect at insufficient airspeed risks a stall. At low altitude, a stall can be unrecoverable by control inputs alone. CAPS is the POH's primary response to an unrecoverable stall/spin or loss of control at low altitude — it is the procedure, not a backup. Off Runway 07 at KSPG, the off-field environment is Tampa Bay: a stall/spin at low altitude is a ditching, not a field landing.
Debrief — teaching points
The SR22 floats significantly in ground effect — it is a fast, slippery airplane.
The SR22's Continental IO-550-N (310 hp) and constant-speed prop make it a high-performance airplane. In ground effect, it floats — the descent rate decreases and the airplane wants to stay airborne. Approach speed (Vref, 77 KIAS, short field, full flaps) must be flown precisely. In high density altitude, the airplane floats even more because the air is thinner and the wing generates less lift per unit of airspeed. Plan for longer landing distances. Brief the go-around procedure before you need it. Do not expect the airplane to slow down and descend as quickly as a lower-performance airplane.
On a go-around, retract flaps in stages — not all at once.
When you retract flaps all the way to 0° in one motion, the sudden loss of flap lift causes a pitch-up and the airspeed decays rapidly. The correct procedure is to retract flaps in stages (e.g., from 100% to 50%, then to 0°) while maintaining airspeed. This allows the airplane to accelerate gradually as you climb. The POH and the Cirrus training materials are clear: staged flap retraction during a go-around is the procedure. NTSB WPR11LA169 documents the fatal outcome of all-at-once flap retraction at low altitude.
During a go-around climb, maintain airspeed above Vy (101 KIAS).
Vy — best rate of climb — is 101 KIAS for the SR22 at sea level. During a go-around, you must maintain airspeed above Vy to ensure the airplane is climbing, not descending. Attempting to climb out of ground effect at insufficient airspeed (below Vy) risks a stall. At low altitude, a stall can be unrecoverable by control inputs alone. If you find yourself at low altitude with airspeed below Vy and a stall warning, lower the nose to regain airspeed — prioritize airspeed over altitude. If you cannot recover by control inputs, deploy CAPS.
High density altitude reduces climb performance and increases landing distance.
Density altitude is the altitude at which the airplane performs as if it is at that altitude, given the current temperature and pressure. At KSPG on a warm, humid afternoon (OAT 31°C, pressure 29.89), the density altitude is roughly 2,200 ft. The SR22 will not climb as well as it does at sea level. Landing distance will be longer. Takeoff distance will be longer. Plan accordingly. Brief the go-around procedure before you need it. Do not assume the airplane will perform as it does on a cool, dry day.
The critical angle of attack is exceeded in a steep turn at low airspeed.
The critical angle of attack is the angle of attack at which the wing stalls — it is independent of airspeed. A steep turn at low airspeed increases the load factor and brings the critical angle of attack closer. At 85 KIAS and 30° bank, the load factor is 1.15 G and the critical angle of attack is exceeded. The airplane stalls. At low altitude, there is no room to recover. Keep bank angles shallow (10–20°) at low altitude and low airspeed. If you must turn back to the runway, keep the turn shallow and prioritize airspeed over altitude.
CAPS is the POH's primary response to an unrecoverable stall/spin or loss of control at low altitude.
The Cirrus Airframe Parachute System (CAPS) is a whole-airframe parachute designed to be deployed in an emergency. The POH lists CAPS as the primary response to an unrecoverable stall/spin, loss of control, or other emergency at low altitude. CAPS is not a backup — it is the system. If you are at low altitude with a stall warning and no safe landing option, deploy CAPS. The descent rate will be roughly 1,800 ft/min — survivable. An uncontrolled stall/spin is not. Using CAPS is not a failure — it is the procedure.
Off Runway 07 at KSPG, the off-field environment is Tampa Bay — a ditching, not a field landing.
The off-field environment off Runway 07's departure and approach end (heading 62°) is open water — Tampa Bay. There is no alternate landing surface. If the engine fails or you lose control at low altitude off Runway 07, the outcome is a ditching. A controlled ditching at 85 KIAS is survivable. An uncontrolled stall/spin is not. Know the off-field environment before you line up on the runway. If you are in doubt about your ability to return to the airport or execute a safe landing, deploy CAPS or ditch in the water in a controlled manner.
Built from the real accident record
Scenario built from NTSB WPR11LA169 (2011 SR22 stall during go-around, improper flap retraction), WPR20FA019 (2019 SR22 stall during landing approach, exceedance of critical angle of attack), and CEN18FA204 (2018 SR22 stall during initial climb, high density altitude). Localized to KSPG with its real off-field environment (open water off Runways 07, 18, 36; dense development off Runway 25).
NTSB reports: WPR11LA169 · WPR20FA019 · CEN18FA204 · ATL06LA035
ACS tasks: PA.I.F — Weather Information · PA.VIII.D — Approach and Landing · PA.VIII.E — Go-Around / Rejected Landing · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.303
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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