Bounce and Go-Around at Sarasota Bradenton
A bounced landing, an aggressive go-around, and the critical angle of attack — recovery at low altitude is measured in feet, not seconds
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Sarasota/Bradenton, FL — Runway 14, conducting a series of touch-and-go landings. Elevation 30 ft MSL. It is a clear, calm afternoon: winds 080° at 4 kt, visibility 10 SM, altimeter 29.98. The runway is 9,500 ft long and wide — plenty of room for practice.
You are a Private pilot with 180 hours total, 40 hours in the C172S. You are current and proficient. This is your third touch-and-go of the afternoon. The first two were smooth. On the third approach, you are stable on short final at 65 KIAS (Vref), flare is normal, but the landing is firm — the airplane bounces. The main gear leaves the runway. You are now 15 ft AGL, airspeed has bled to 58 KIAS, and the airplane is sinking. You have a decision to make in the next 3 seconds.
Aircraft: Cessna 172S, solo, within limits, full fuel. Lycoming IO-360-L2A fuel-injected engine, G1000 glass panel, fixed gear, fixed-pitch prop. The airplane is airworthy; nothing was written up.
Runway 14 climb-out environment: dense development, low-density development, medium development — built-up area. Off the departure end (heading 134°) is not open field or water; it is residential and commercial development. An engine failure on the Runway 14 departure at low altitude is a forced landing into developed terrain, not a field landing. Runway 32 (reciprocal, heading 314°) climb-out is similar: medium development, dense development, marsh. Runway 04 (heading 38°) climb-out is marginal — wooded wetland and low-density development. Runway 22 (heading 218°) climb-out is the only option with open water nearby — but that is a ditching, not a field landing.
Pilot: you — a Private pilot, current, 180 hours total. You have practiced go-arounds in training, but this is your first real bounce-and-go-around scenario in the C172S. You are focused on getting the airplane back on the runway. The tower is watching.
- {'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 already know about stall/spin recovery in the C172S at low altitude? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB CEN25LA128 (2025): A Cessna 172S lost control during landing flare and the pilot initiated a go-around near a tree line at low altitude. The accident resulted from the pilot's failure to maintain adequate airspeed during the go-around, leading to an aerodynamic stall and terrain impact. The probable cause was the pilot's failure to maintain airplane control and adequate airspeed during the go-around.
NTSB CEN14CA322 (2014): A Cessna 172S being flown by a student pilot during landing practice stalled and impacted terrain off the left side of the runway when the student applied excessive back pressure on the control yoke during a go-around after a bounced landing. The accident was attributed to the student pilot's use of excessive back pressure on the flight controls during the attempted go-around that induced a stall and loss of control.
NTSB CEN13LA348 (2013): A Cessna 172S flown by a solo student pilot stalled during a go-around after a bounced landing at Grand Forks International Airport. The accident resulted from inadequate recovery technique from the bounce, leading to an aerodynamic stall at insufficient altitude for recovery.
NTSB ERA14FA283 (2014, FATAL): A Cessna 172S on an instructional night flight experienced a partial loss of engine power during initial climb after a touch-and-go landing at Daytona Beach and impacted the ground. The accident resulted from a partial loss of engine power for undetermined reasons, with contributing factors including the pilots' decision to turn back to the airport, which led to the aircraft exceeding its critical angle of attack and experiencing an aerodynamic stall. The probable cause was the pilots' failure to apply prompt and correct flight control inputs to recover from the stall.
NTSB WPR12FA230 (2012, FATAL): A Cessna 172S stalled during an aggressive pitch-up maneuver shortly after takeoff from St. George Municipal Airport and impacted terrain. The accident resulted from the pilot's failure to maintain adequate airspeed during the maneuver, with contributing factors including alcohol impairment and an over-gross-weight aircraft.
The consistent thread across all these events: a bounce or a partial power loss at low altitude, followed by an aggressive pitch-up (excessive back pressure on the yoke) to climb out quickly. The aggressive pitch-up bleeds airspeed rapidly. At low altitude — 15 ft, 20 ft, 50 ft AGL — there is no altitude margin for stall recovery. The stall develops into a spin or a hard impact. The fix is simple: smooth pitch-up, maintain or increase airspeed, let power do the work. At low altitude, airspeed is life.
The real accidents cited above occurred at other airports — NOT at KSRQ. Sarasota Bradenton has its own accident history (see field dominant patterns), but these specific events happened elsewhere. The scenario is localized to KSRQ to make the runway environment and the off-field terrain real and consequential for you as a student here.
Off Runway 14 at KSRQ (heading 134°), the off-field environment is dense development, low-density development, and medium development — built-up area. An engine failure or a stall on the Runway 14 departure at low altitude is a forced landing into developed terrain, not a field landing. Runway 32 (reciprocal, heading 314°) is similar. Runway 04 (heading 38°) is marginal — wooded wetland and low-density development. Runway 22 (heading 218°) is the only option with open water nearby — but that is a ditching, not a field landing. The point: at KSRQ, a low-altitude stall or engine failure on any departure is a serious event. Smooth go-around technique and airspeed management are not optional.
Key lesson — A bounce at low altitude is not a failure — it is a learning event. The critical decision is how you respond: a smooth go-around with airspeed management, or an aggressive pitch-up that bleeds airspeed and risks a stall at insufficient altitude for recovery. In the C172S, best rate of climb (Vy) is 74 KIAS and best glide is 68 KIAS. An aggressive pitch-up immediately after a bounce will drop airspeed below these values. At 15 ft AGL, you do not have altitude to recover from a stall. Smooth pitch-up, maintain airspeed, let power do the work. Airspeed is life.
Debrief — teaching points
A bounce is a learning event, not an emergency.
A firm landing that causes the main gear to leave the runway is a bounce. On a 9,500 ft runway like Runway 14 at KSRQ, a bounce is not a threat — you have 9,000 ft of runway ahead of you. The correct response is to either land again smoothly (lower the nose, regain airspeed, touch down) or execute a go-around. A bounce does not require an aggressive pitch-up or a desperate climb. Treat it as a practice opportunity: what caused the bounce? Flare timing? A gust? A crosswind? Debrief with your CFI.
The go-around pitch-up must be smooth, not aggressive.
When you commit to a go-around, the procedure is: full throttle, reduce flaps to 10°, pitch up smoothly to a climb attitude (5–10° nose-up), maintain level wings, and let power take effect. The pitch-up should be smooth and gradual — not aggressive. An aggressive pitch-up (pulling hard on the yoke) will bleed airspeed rapidly. In the C172S, Vy (best rate of climb) is 74 KIAS and Vs0 (stall speed in landing configuration) is 40 KIAS. An aggressive pitch-up can drop airspeed below 50 KIAS in seconds. At 15 ft AGL, you do not have altitude to recover from a stall.
Airspeed is life at low altitude.
At 15 ft AGL after a bounce, airspeed is your only margin. Stall speed in landing configuration (flaps 30°) is 40 KIAS. Vref (approach speed) is 65 KIAS. Best glide is 68 KIAS. If your airspeed drops below 50 KIAS at 15 ft AGL, you are in a stall with no altitude to recover. The NTSB cases CEN25LA128, CEN14CA322, and CEN13LA348 all document this: a bounce, an aggressive pitch-up, a stall at low altitude, and impact. The fix is to maintain or increase airspeed during the go-around. Let power do the climbing; you maintain airspeed.
Stall recovery requires altitude — you do not have it at 15 ft AGL.
Stall recovery in the C172S requires pushing the yoke forward to unload the wing, reducing flaps, and regaining airspeed. The recovery typically takes 500–1,000 ft of altitude, depending on the severity of the stall. At 15 ft AGL, you do not have that altitude. A stall at 15 ft AGL will result in impact. The only way to avoid a stall at 15 ft AGL is to maintain airspeed above the stall speed — which means a smooth pitch-up and power application, not an aggressive pitch-up.
The C172S IO-360-L2A fuel-injected engine responds immediately to throttle input.
The C172S has a fuel-injected Lycoming IO-360-L2A engine — not a carbureted engine. There is no carburetor heat system. The fuel-injected engine develops full power cleanly and immediately when you advance the throttle. There is no carb-ice risk, no carb-heat delay, and no need for a hot-start procedure. When you push the throttle to full power during a go-around, the engine responds immediately. This is an advantage: power is available instantly to help you climb out of the bounce. Use it.
Off-field environment at KSRQ makes low-altitude stalls particularly dangerous.
Off Runway 14 at KSRQ (heading 134°), the off-field environment is dense development, low-density development, and medium development — built-up area. There is no open field, no park, no road suitable for a forced landing. A stall at 15 ft AGL on the Runway 14 departure will result in impact with developed terrain. Runway 32 (reciprocal, heading 314°) is similar. Runway 04 (heading 38°) is marginal — wooded wetland and low-density development. Runway 22 (heading 218°) is the only option with open water nearby — but that is a ditching. The point: at KSRQ, a low-altitude stall on any departure is a serious event. Smooth go-around technique is not optional.
Built from the real accident record
Scenario built from NTSB CEN25LA128 (2025 C172S go-around stall), CEN14CA322 (2014 C172S student stall on go-around after bounce), CEN13LA348 (2013 C172S solo student stall during go-around), ERA14FA283 (2014 C172S fatal stall during go-around after touch-and-go), and WPR12FA230 (2012 C172S fatal stall on aggressive pitch-up after takeoff). Real events occurred at other airports — NOT at KSRQ.
NTSB reports: CEN25LA128 · CEN14CA322 · CEN13LA348 · ERA14FA283 · WPR12FA230 · WPR25LA211
ACS tasks: PA.II.H — Approach and Landing · PA.II.I — Go-Around / Rejected Landing · PA.V.A — Stall Recognition and Recovery · PA.V.B — Spin Awareness · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.107
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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