Misjudged Flare Over Tampa Bay
A bounced landing, sink on short final, and the decision to go around — or push it down
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — you are on approach to Runway 07 after a local flight. Elevation 7 ft MSL. The runway is 3,676 ft long, oriented 062° magnetic (true heading 062°).
It is a breezy Florida afternoon: winds are 090° at 12 knots, gusting to 18 knots. This is a 28° crosswind to Runway 07 — significant but within limits for the PA-28-181 (demonstrated crosswind capability is 17 knots in the POH, but 12 knots steady with 18-knot gusts is workable with good technique). The visibility is 10 SM, scattered clouds at 2,500 ft, light chop in the lower 500 ft AGL. KSPG tower is active (1400 local, within 0700–2100 operating hours).
You are a Private pilot with roughly 180 hours total, 40 hours in the PA-28-181. This is your third landing of the day. The first two were acceptable — a bit flat on the first, a bit firm on the second. You are current and proficient, but you are not a seasoned Archer pilot. The airplane is within limits, fuel is adequate, and the weather is VFR.
Aircraft: Piper PA-28-181 Archer, solo, 2,400 lb (within limits). Lycoming O-360-A, 180 hp, carbureted, fixed-pitch prop, fixed gear, steam panel. Fuel selector is on LEFT tank (you switched from RIGHT on downwind). Nothing is written up; the airplane is airworthy.
You are on a 3° glide slope to Runway 07, 500 ft AGL, 90 KIAS, full flaps (40°), heading 062°. The crosswind is noticeable but manageable. The runway is in sight. You are committed to the landing.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 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 crosswind landings and go-arounds in the PA-28-181? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA10CA473 (2010): A Piper PA-28-181 on approach to a destination airport encountered windshear and stalled during landing, resulting in a hard landing and runway excursion. The probable cause was the pilot's inadequate compensation for crosswind conditions, which resulted in a hard landing and loss of directional control. The airplane sustained damage to the landing gear and fuselage.
NTSB LAX08CA199 (2008): A Piper PA-28-181 student pilot on solo flight was vectored to a runway and landed with excessive airspeed after delaying flap extension. The aircraft bounced on touchdown, veered left during recovery, departed the runway, and struck a ditch, collapsing the nose gear and damaging the firewall. The probable cause was the student pilot's inadequate recovery from the bounced landing and failure to maintain directional control.
NTSB LAX04CA289 (2004): A Piper PA-28-181 on a student instructional flight experienced a hard landing and runway excursion at Scottsdale Airport. The probable cause was the student pilot's misjudged flare, resulting in a stall and hard landing, and his failure to maintain directional control during the landing rollout. The improper recovery from a bounced landing was a contributing factor.
The consistent thread across all three accidents: the PA-28-181 is a heavier, faster airplane than a Warrior. It carries more energy into the flare, and a misjudged flare or inadequate crosswind technique results in a hard landing or bounce. The recovery from a bounce is critical — trying to push the airplane back down onto the runway often results in a harder landing, runway excursion, or damage to the landing gear and fuselage. The correct response to a bounce is a go-around.
At KSPG, the off-field environment adds consequence: off Runway 07 (heading 062°) is open water — Tampa Bay. A forced landing off that runway end is a ditching. Off Runway 25 (heading 242°) is dense development — not ideal, but better than water. The field's dominant accident pattern (LOSS_OF_CONTROL_INFLIGHT 20%, FORCED_LANDING 16.4%, LOSS_OF_CONTROL_GROUND 14.5%, DITCHING 12.7%, STALL_SPIN 12.7%) reflects the challenge of operating a small airport in a water-surrounded environment with frequent crosswinds.
The real accidents cited above occurred at other airports — NOT at Albert Whitted Airport. KSPG has its own accident history, but these specific events happened elsewhere. The scenario is localized to KSPG to make the off-field environment real and consequential for you as a student here.
Key lesson — The PA-28-181 is a heavier, faster airplane than a Warrior — it carries more energy into the flare. A misjudged flare in a crosswind results in a hard landing or bounce. The correct response to a bounce is a go-around, not a recovery. If the approach is unstable or the landing is not assured, go around and try again. At KSPG, the off-field environment off Runway 07 is open water — a hard landing on the runway is far better than a forced landing in the water.
Debrief — teaching points
The PA-28-181 carries more energy into the flare than a Warrior.
The PA-28-181 is heavier (2,550 lb gross) and faster (Vno 125 KIAS) than a Warrior (2,300 lb, Vno 111 KIAS). This means it carries more kinetic energy into the landing. A misjudged flare — too early, too late, or too shallow — results in a hard landing or bounce more readily than in a lighter airplane. The flare must be smooth and continuous, with the airplane settling onto the main gear at the slowest safe airspeed (Vref 66 KIAS). Practice flare technique in calm conditions before attempting crosswind landings.
Crosswind technique in the PA-28-181 requires active slip management.
The PA-28-181 POH demonstrates a 17-knot crosswind capability. A 28° crosswind at 12 knots steady with 18-knot gusts is within limits but requires active technique. The slip — lowering the upwind wing and applying opposite rudder to track the runway centerline — must be smooth and coordinated. A crabbed landing (fuselage misaligned with the runway) results in a side load on the downwind main gear and a hard, asymmetric landing. Practice crosswind landings with an instructor in winds up to the demonstrated limit.
A bounced landing is an unstable condition — go around, do not recover.
If the airplane bounces on touchdown, the correct response is to apply go-around power immediately, not to push the nose down and try to recover. Trying to recover a bounce by landing hard often results in a harder landing, runway excursion, or damage to the landing gear and fuselage. A go-around is always an option. If the landing is not assured, go around and try again.
Flare timing is critical — too early results in a float and stall risk; too late results in a hard landing.
The flare should begin at roughly 20 ft AGL in the PA-28-181. Too early (30 ft AGL) and the airplane floats, the airspeed decays, and a stall is possible. Too late (10 ft AGL) and the descent rate is still high, resulting in a hard landing. The flare is a smooth, continuous back-pressure on the yoke, not a sudden pitch-up. Practice flare technique in calm conditions and with an instructor.
Approach speed with a crosswind gust should include a gust margin.
Vref for the PA-28-181 is 66 KIAS. With a 12-knot steady crosswind and 18-knot gusts, a reasonable approach speed is 66 + half the gust (66 + 4 = 70 KIAS minimum). Some pilots use 66 + full gust (66 + 6 = 72 KIAS), which is also reasonable. The key is to have a margin above Vref to ensure you don't stall in a gust. Do not approach at Vref in gusty conditions — you will be marginal on airspeed and stall risk.
At KSPG, the off-field environment off Runway 07 is open water — a hard landing is better than a forced landing.
The off-field environment off Runway 07's departure end (heading 062°) is open water — Tampa Bay. There is no alternate landing surface. A hard landing on the runway is far better than a forced landing in the water. If the approach is unstable or the landing is not assured, go around and request Runway 25 (heading 242°), which has dense development off the departure end — not ideal, but better than water. Know the off-field environment before you line up on the runway.
Built from the real accident record
Scenario built from NTSB ERA10CA473 (2010 PA-28-181 hard landing / windshear), LAX08CA199 (2008 PA-28-181 bounced landing / runway excursion), and LAX04CA289 (2004 PA-28-181 misjudged flare / hard landing). Anonymized and localized to KSPG.
NTSB reports: ERA10CA473 · LAX08CA199 · LAX04CA289
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.VII.C — Approach and Landing · PA.VII.D — Go-Around / Rejected Landing · PA.I.H — Human Factors
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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