Bounce and Recovery at Sarasota Bradenton
A misjudged flare in a high-performance Cessna 182 — the bounce, the decision, and the consequences
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Sarasota, FL — Runway 14, a 9,500 ft asphalt runway aligned 134° true. Elevation 30 ft MSL. You are a commercial pilot with roughly 800 hours total time, current in the Cessna 182 Skylane, but this is only your third landing at KSRQ. You are not familiar with the field.
It is a warm Florida afternoon in late May: OAT 31°C, dew point 24°C, altimeter 29.91. Scattered clouds at 3,500 ft. Visibility 10 SM. Light wind from 150°, roughly 4 knots — a slight crosswind from the left on Runway 14. Density altitude is approximately 2,100 ft — the field 'feels' like it is at 2,100 ft elevation. The C182's climb performance is eroded; the landing distance required is longer than the POH standard-day number.
You are on a personal flight, solo, 2,950 lb gross weight (within limits). The C182 is a high-performance, constant-speed propeller airplane — heavier and faster than a 172, with more energy on approach and landing. It requires a high-performance endorsement. The elevator trim system was recently serviced by maintenance; the work order was signed off. You performed a preflight inspection and found nothing amiss.
You are on a 3-mile final approach to Runway 14 at 1,500 ft AGL. The approach is stable: 70 KIAS best glide speed, descent rate 300 ft/min, flaps 20°, prop full RPM, cowl flaps open for cooling. The runway is in sight. You are cleared to land.
At 500 ft AGL, you begin the flare. The descent rate is 200 ft/min — normal. You are holding the elevator back smoothly. At 50 ft AGL, you notice the elevator control feels slightly stiff — not normal. You are committed to the landing; you continue the flare. At 20 ft AGL, the elevator suddenly becomes easier to move — the trim has shifted. Your flare is disrupted. The nose drops slightly. You land harder than intended.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'C182'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you already know about the C182 Skylane's landing characteristics and hard-landing risks? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA113 (2021): A Cessna 182 on a personal flight experienced a hard landing and runway excursion when the pilot failed to properly recover from a bounced landing. The pilot attempted to recover from the bounce and land again, resulting in a second hard landing. The nose wheel separated, and the airplane nosed over. The probable cause was the pilot's improper recovery from the bounced landing. The lesson: a bounce is a rejected landing. Go around.
NTSB WPR20CA269 (2020): A Cessna 182 landed hard more than halfway down the runway, bounced, and the pilot delayed the go-around decision until insufficient runway remained. The airplane departed the runway and collided with trees. The probable cause was the pilot's decision to continue the unstable approach and delayed go-around. The lesson: recognize an unstable approach early, and go around without hesitation.
NTSB ERA26LA009 (2025): A Cessna 182H made a hard landing on the nose gear after the pilot, while holding the jump door closed, attempted to add elevator trim for the landing flare. Maintenance personnel had improperly rigged the elevator trim system, and neither the post-maintenance inspection nor the preflight inspection caught the defect. The probable cause was maintenance personnel's improper rigging of the elevator trim system, with contributing factors of inadequate post-maintenance and preflight inspections. The lesson: post-maintenance inspections are critical, and pilots must be alert to any unusual control behavior.
All three accidents occurred in Cessna 182 Skylanes — a high-performance, constant-speed propeller airplane with more energy and a heavier nose gear than a 172. The C182's landing characteristics demand respect: a misjudged flare, a bounce, or a control-system defect can result in nose-gear damage and a runway excursion.
At KSRQ, Runway 14's departure environment (heading 134°) is poor — mostly dense and medium development with no good forced-landing option. Runway 14 is 9,500 ft long, which provides ample runway for a go-around and a second approach. The real accidents cited above occurred at other airports — NOT at KSRQ. However, the off-field environment at KSRQ makes a runway excursion particularly consequential.
The consistent thread across all three events: a hard landing or bounce in the C182 is not a minor event. It is a warning sign that something is wrong — either the approach was unstable, the flare was misjudged, or a control-system defect is present. The correct response to a bounce is always a go-around. A thorough post-flight inspection after any hard landing is mandatory. A detailed post-maintenance preflight inspection, including a full test of all control systems, is essential.
Key lesson — The C182 Skylane is a high-performance airplane with more energy and a heavier nose gear than a 172. A misjudged flare, a bounce, or a control-system defect can result in nose-gear damage and a runway excursion. A bounce is a rejected landing — go around without hesitation. Post-flight inspection after any hard landing is mandatory. Post-maintenance preflight inspection must include a full test of all control systems. Respect the airplane, plan deliberate approaches, and execute a go-around after any bounce.
Debrief — teaching points
A bounce is a rejected landing — go around without hesitation.
In the C182, a bounced landing is a serious event. The airplane has more energy and a heavier nose gear than a 172. A bounce of 10–20 ft AGL is not recoverable with a second landing attempt — it is a signal that the approach was unstable or the flare was misjudged. The correct response is immediate: full power, flaps up, climb at Vy (80 KIAS). A go-around after a bounce is not a failure; it is airmanship. Continuing to land after a bounce risks nose-gear damage and a runway excursion. At KSRQ, Runway 14 is 9,500 ft long — there is ample runway for a go-around and a second approach.
The C182's high energy and heavier nose gear make hard landings particularly dangerous.
The C182 is a high-performance airplane: 230 hp Continental O-470, constant-speed propeller, and a gross weight of 2,950 lb. It carries more kinetic energy on landing than a 172. The nose gear is heavier and more stressed. A hard landing that a 172 might survive with minor damage can result in nose-wheel separation or collapse in a C182. Respect the airplane. Plan deliberate, stable approaches. Aim for a touchdown speed of 60 KIAS (Vref) or 70 KIAS (best glide). A gentle landing is a safe landing.
Elevator trim defects can be subtle but consequential.
A properly rigged elevator trim system should move smoothly through its full range. An improperly rigged trim can cause stiffness, a sudden shift, or unexpected behavior during the flare. In ERA26LA009, the trim defect was not caught in the post-maintenance or preflight inspection. The pilot felt the stiffness at 50 ft AGL and the shift at 20 ft AGL — but by then, the flare was disrupted and a hard landing resulted. Test the elevator trim through its full range during preflight, especially after maintenance work. Any stiffness, binding, or unexpected behavior is a red flag — do not fly.
Post-maintenance preflight inspection is not optional — it is mandatory.
After any maintenance work, especially work on control systems, a thorough preflight inspection is essential. Test all control systems through their full range. Check for smooth, free movement. Look for any signs of improper rigging or installation. In ERA26LA009, the elevator trim was improperly rigged by maintenance, and neither the post-maintenance inspection nor the preflight inspection caught the defect. A more thorough preflight — including a full test of the elevator trim — would have caught the problem before flight. Your preflight is your last line of defense against maintenance errors.
Post-flight inspection after any hard landing is mandatory.
A hard landing is not a minor event. It is a warning sign that something is wrong. After any hard landing, perform a thorough post-flight inspection. Look for damage to the nose gear, main gear, airframe, and control systems. Check for any signs of stress or deformation. In ERA21LA113, the pilot did not perform a post-flight inspection after the first hard landing. The nose gear was damaged, but the damage was not discovered until the second hard landing resulted in nose-wheel separation. A post-flight inspection after the first hard landing would have caught the damage and prevented the second landing attempt.
High density altitude erodes climb performance and increases landing distance required.
At KSRQ on a warm Florida afternoon, the density altitude is approximately 2,100 ft. The C182's climb performance is eroded; the landing distance required is significantly longer than POH standard-day numbers. Plan for longer landing distances and reduced climb performance. At KSRQ, Runway 14 is 9,500 ft long — adequate for the C182 even at high density altitude. However, be aware of the performance degradation and plan accordingly. If you are uncomfortable with the landing distance available, divert to a longer runway.
Built from the real accident record
Scenario built from NTSB ERA21LA113 (2021 C182 hard landing / nose wheel separation after bounced landing recovery failure), WPR20CA269 (2020 C182 hard landing / bounce / delayed go-around / runway excursion), and ERA26LA009 (2025 C182H hard landing / elevator trim rigging defect). Localized to KSRQ.
NTSB reports: ERA21LA113 · WPR20CA269 · ERA26LA009
ACS tasks: PA.VII.A — Approach and Landing · PA.VII.B — Forward Slip to a Landing · PA.VII.C — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.B — Engine Starting / Systems Preflight
Relevant FARs: §91.3 · §91.13 · §61.31
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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