Long and High on Final
Excess approach energy, a tailwind, and the decision to go around — runway excursion risk in the Cessna 172S
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Sarasota/Bradenton, FL — Runway 14, a 9,500 ft asphalt runway. Elevation 30 ft MSL. You are on a personal VFR flight, solo, full fuel, within weight and balance limits. Aircraft: Cessna 172S, glass panel (G1000), fuel-injected Lycoming IO-360-L2A, fixed gear, fixed-pitch prop.
It is mid-afternoon, late spring. Surface wind is reported as 160° at 12 knots, gusting to 18 knots. You are inbound to Runway 14 (true heading 134°). The wind is nearly a direct tailwind on final — roughly 10 knots of tailwind component, with gusts. Visibility 10 SM, scattered clouds at 3,500 ft, light turbulence in the lower 500 ft. KSRQ tower is active (part-time 0600–0000 local); you are in Class C airspace.
You are on a 3° glide slope, 2 nm from the runway, at 1,200 ft MSL (roughly 1,170 ft AGL). You have configured for landing: flaps 20°, landing gear down (fixed), mixture rich, fuel pump on, trim set for approach. You are carrying slightly more airspeed than ideal — 75 KIAS — to maintain control in the gusts. The runway is in sight, well ahead.
At 1 nm from the runway, you are still high and long. The descent rate is shallow; you are floating. At 500 ft AGL, you are still 1,500 ft down the runway from the threshold. You have not yet crossed the runway threshold. The tailwind is pushing you along the glide slope. You are running out of runway.
Pilot: you — a Private pilot, current, roughly 350 hours total. You have 45 hours in the C172S. This is your home field. You have landed here dozens of times. You are familiar with Runway 14 and its length (9,500 ft is plenty), but today's tailwind and your high-and-long position are creating pressure. The decision to go around or land long is imminent.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'C172S'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you know about landing in a tailwind and the risks of a go-around in the C172S? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN23LA159 (2023): A Cessna 172S on a personal flight experienced a tailwind on final approach. The pilot attempted a go-around when landing appeared long. During the go-around, the aircraft porpoised — a pitch oscillation — and the nose landing gear collapsed. The aircraft departed the runway. The probable cause was the pilot's failure to maintain airplane control during the attempted go-around, resulting in abnormal contact with the runway pavement and a runway excursion.
NTSB ERA21LA202 (2021): A Cessna 172S on short final in gusting crosswind conditions was high and slow. The pilot initiated a go-around, but improper pitch control resulted in a tail strike and runway excursion to the left into grass. The probable cause was the pilot's improper pitch control during a go-around in gusting crosswind conditions. The tail strike and loss of control during the go-around were the failure mechanisms.
NTSB ERA11LA421 (2011): A Cessna 172S experienced total electrical failure shortly after takeoff from Lincoln Park Airport, rendering the flaps inoperable. The pilot landed long on the runway with high airspeed and inadequate braking performance, resulting in a runway overrun and collision with a guardrail. The probable cause was the pilot's improper touchdown point, resulting in a runway overrun. The electrical failure prevented flap extension, which increased landing distance significantly.
The common thread across all three accidents: a decision or control error at low altitude that could not be recovered from. CEN23LA159 involved an aggressive go-around in a tailwind; ERA21LA202 involved improper pitch control during a go-around in gusting wind; ERA11LA421 involved a long landing without flaps due to electrical failure. All three resulted in runway excursions or collisions.
At KSRQ, the runway environment is different from the accident sites. Runway 14 is 9,500 ft long — plenty of pavement for a long landing if the pilot recognizes the energy state early and plans accordingly. Runway 22 is 5,006 ft long — shorter, but with a headwind component in the current wind. Off Runway 14's departure end (heading 134°), the off-field environment is dense development — buildings, roads, trees. An uncontrolled impact in that environment is catastrophic. Off Runway 22's departure end (heading 218°), the off-field environment is open water and low-density development — a forced landing there is marginal but survivable.
The real accidents cited above occurred at other airports and in other aircraft — NOT at KSRQ. The scenario is localized to KSRQ to make the runway environment and the off-field options real and consequential for you as a student here.
The consistent lesson: recognize the energy state early (high and long, tailwind, gusting wind), make a clear decision (land long or go around), and execute it smoothly. Do not let the pressure of a tailwind or a high-and-long approach push you into an aggressive maneuver at low altitude. A go-around in the C172S requires smooth, coordinated pitch control — abrupt pitch-up or nose-heavy trim can cause a tail strike, porpoise, or loss of control. If you go around, plan the second approach carefully. If you land long, use the runway length and manage the landing distance with braking.
Key lesson — In a tailwind on final approach to KSRQ Runway 14, recognize the energy state early and make a deliberate decision: land long with adequate runway remaining, or go around and reset. A go-around in the C172S requires smooth, coordinated pitch control — abrupt pitch-up or nose-heavy trim can cause a tail strike, porpoise, or loss of control at low altitude. Runway 14 is 9,500 ft long; a long landing is safe if you touch down in the first 2,000–2,500 ft and manage the landing distance with braking. Off Runway 14's departure end, the off-field environment is dense development — an uncontrolled impact there is catastrophic.
Debrief — teaching points
A tailwind increases ground speed and landing distance — plan for it.
A 10-knot tailwind can add 500+ ft to your landing distance. At KSRQ Runway 14 (9,500 ft), a long landing is safe if you touch down in the first 2,000–2,500 ft. But a tailwind pushes you down the runway. Recognize the energy state early: if you are high and long on final, either commit to a long landing with adequate runway remaining, or go around and reset. Do not let the pressure of a tailwind push you into an aggressive maneuver at low altitude.
A go-around in the C172S requires smooth, coordinated pitch control.
The C172S is a stable airplane, but abrupt pitch-up or nose-heavy trim during a go-around can cause a tail strike, porpoise, or loss of control. When you go around, advance the throttle to full power, pitch up smoothly to establish a climb at Vy (74 KIAS), and retract the flaps gradually. Do not pitch up aggressively or retract flaps rapidly. Smooth, coordinated control is the key. If you feel the airplane pitching abruptly or the tail dropping, reduce pitch immediately and regain airspeed.
Flap retraction during a go-around should be gradual — sudden flap retraction can cause a pitch change.
When you retract flaps during a go-around, do it gradually — from 20° to 10° to 0°. Sudden flap retraction causes a pitch change as the flaps lose lift. At low altitude in gusting wind, that pitch change can be destabilizing. Gradual flap retraction keeps the airplane stable and gives you time to manage the pitch and airspeed.
Total electrical failure in the C172S renders flaps inoperable — landing distance increases significantly.
The C172S flaps are electrically actuated. A total electrical failure stops the flaps where they are. If the flaps are at 10° or 20° when the failure occurs, you are stuck with that configuration. Landing without full flaps (30°) increases your landing distance by 500–800 ft. Your landing speed is higher (55 KIAS clean vs. 40 KIAS with full flaps), and your descent rate is steeper. Plan for a longer landing distance and use the longest available runway. At KSRQ, Runway 14 (9,500 ft) is longer than Runway 22 (5,006 ft) — but if you are already on approach to Runway 22, land there and manage the distance with maximum braking.
Best glide speed in the C172S is 68 KIAS — that is the speed to fly if engine power is lost on approach.
If you lose engine power on approach, establish 68 KIAS best glide immediately. This speed maximizes glide distance and gives you the most time and distance to reach the runway or a suitable landing area. At KSRQ, off Runway 14's departure end (heading 134°), the off-field environment is dense development — an engine failure on that departure is a crash. Off Runway 22's departure end (heading 218°), the off-field environment is open water and low-density development — a forced landing there is marginal but survivable. Know the off-field environment before you depart.
Off Runway 14 at KSRQ, the off-field environment is dense development — an uncontrolled impact is catastrophic.
Runway 14's departure end (heading 134°) has dense development — buildings, roads, trees. An uncontrolled impact in that environment is fatal or near-fatal. This is not a worst-case scenario; it is the geographic reality. If you lose engine power on the Runway 14 departure and altitude is insufficient to return to the airport, you are in a life-threatening situation. Plan for this before you line up on Runway 14. Consider Runway 22 (heading 218°) if the wind allows — its departure end has open water and low-density development, which is marginal but more survivable.
Built from the real accident record
Scenario built from NTSB CEN23LA159 (2023 C172S go-around porpoise and nose gear collapse), ERA21LA202 (2021 C172S tail strike and runway excursion in gusting crosswind), and ERA11LA421 (2011 C172S electrical failure, long landing, runway overrun). Localized to KSRQ.
NTSB reports: CEN23LA159 · ERA21LA202 · ERA11LA421
ACS tasks: PA.I.F — Weather Information · PA.III.A — Preflight Inspection · PA.III.D — Takeoff and Climb · PA.III.E — Approach and Landing · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
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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