Bounce and Climb in Gusty Crosswind
A go-around in wind gusts at low altitude — airspeed, control, and the decision to commit
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Sarasota, FL — Runway 14, landing in gusty crosswind conditions. Elevation 30 ft MSL. This is an instructional flight; your CFI is in the right seat.
It is a late-afternoon VFR flight on a warm, humid Florida day: OAT 32°C, dew point 24°C, altimeter 29.89. Scattered clouds at 3,500 ft. Visibility 10 SM. Wind is from 160° at 12 knots, gusting to 18 knots — a 26° crosswind to Runway 14 (magnetic heading 134°). The tower has cleared you for a full-stop landing on Runway 14. Runway 14 is 9,500 ft long — plenty of distance.
You are on short final, 300 ft AGL, descending at 70 KIAS (Vref for the DA40), flaps full (landing), gear fixed (DA40 has fixed gear). The approach has been stable until the last 500 ft, when wind gusts have pushed you left of the runway centerline twice. You corrected both times with right aileron and right rudder. The runway is ahead.
Aircraft: Diamond DA40, full fuel, within limits. Lycoming IO-360-M1A fuel-injected engine, constant-speed prop, G1000 glass panel. Fuel selector is set to RIGHT (you switched from LEFT on downwind to balance tanks). Nothing was written up; the airplane is airworthy.
Pilot: you — a Commercial pilot, current, roughly 400 hours total. You have 80 hours in the DA40. This is your third landing at KSRQ; you are familiar with the field. Your CFI is observing. You have not landed in crosswind gusts this strong in the DA40 before.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you already know about go-arounds in crosswind gusts in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB GAA19CA582 (2019): A Diamond DA40 on an instructional flight experienced a loss of control during an aborted go-around when the pilot cut power and applied brakes with insufficient runway remaining. The accident resulted from the pilot's decision to abort the go-around without adequate runway distance and his failure to accurately communicate his intentions to air traffic control. The pilot attempted to land, bounced, and then tried to abort the go-around with insufficient runway remaining — a critical error in decision-making and communication.
NTSB GAA19CA409 (2019): A Diamond DA40 on an instructional flight drifted left of the runway during landing in crosswind conditions and struck a runway edge light during a go-around. The accident resulted from the pilot's failure to maintain runway heading and bank control in crosswind conditions. The pilot did not correct for the crosswind drift early enough, and when the go-around was initiated, the airplane was already off the runway centerline.
NTSB GAA19CA431 (2019): A Diamond DA40 stalled during a go-around attempt on a short grass runway in high-density altitude conditions after the pilot delayed the go-around decision and the aircraft floated. The accident resulted from the pilot's delayed decision to go around in high-temperature, high-density altitude conditions and his exceedance of the airplane's critical angle of attack. The pilot held the flare too long, the airplane floated, and when the go-around was finally initiated, the pitch attitude was too high and the airspeed was marginal.
NTSB ERA20CA072 (2020, Beech C23): A Beech 23 on instructional flight bounced during landing in crosswind conditions, became airborne, and entered a full stall during the go-around despite full power and flaps. The accident resulted from the pilot's failure to maintain control during landing and the flight instructor's delayed intervention. The lesson: recognize when a go-around is necessary after a bounce, apply full power promptly, and maintain adequate airspeed and control inputs to avoid stall during the recovery.
NTSB ATL07CA048 (2007, Mooney M20J): A Mooney M20J stalled during a go-around at 20–30 feet AGL with landing gear and flaps extended, striking the ground in an uncontrolled descent. The accident resulted from the pilot's failure to maintain airspeed during the go-around and inadequate adherence to the aircraft's operating procedures. The pilot raised the nose too high and allowed the airspeed to decay below the stall speed.
NTSB GAA17CA103 (2016, Piper PA-28): A Piper PA-28 encountered multiple crosswind gusts during approach and go-around; the left wing dropped and contacted the ground during the go-around, causing the airplane to cartwheel. The accident resulted from the pilot's inadequate compensation for crosswind conditions during the go-around. The pilot did not apply sufficient aileron and rudder to maintain wings level when gusts pushed the airplane.
NTSB GAA17CA513 (2017, Cessna 172): A Cessna 172 on an instructional flight stalled during a go-around in gusting crosswind conditions after a wind gust lifted the aircraft during a full-stall landing demonstration. The accident resulted from the flight instructor's failure to maintain adequate airspeed and exceedance of the critical angle of attack. The instructor held the flare too long, the airplane floated, and when the go-around was initiated, the pitch attitude was too high.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Sarasota Bradenton International Airport (KSRQ). KSRQ's dominant accident pattern includes LOSS_OF_CONTROL_GROUND (19.2%), FORCED_LANDING (15.4%), RUNWAY_EXCURSION (11.5%), HARD_LANDING (11.5%), and LOSS_OF_CONTROL_INFLIGHT (11.5%). The scenario is localized to KSRQ to make the crosswind conditions and the runway environment real and consequential for you as a student here.
The consistent thread across all these events: go-around decisions in crosswind gusts are made too late, power is applied hesitantly, and the pitch attitude is raised too high in an attempt to climb away from the ground. The result is a stall at low altitude, where recovery is marginal or impossible. The fix is simple: commit to the go-around early, apply full power immediately, lower the nose to maintain airspeed (especially Vref 70 KIAS or best glide 73 KIAS), and manage the flaps gradually. At 300 ft AGL in gusty crosswind, the decision window is measured in seconds — not minutes.
Key lesson — In gusty crosswind conditions, commit to the go-around early — before the airplane floats, bounces, or drifts off the runway centerline. Apply full power immediately, lower the nose to maintain airspeed (70 KIAS Vref or 73 KIAS best glide), and manage the flaps gradually as you climb. Do not raise the pitch attitude to climb faster; maintain airspeed first, altitude second. A stall at 90 ft AGL during a go-around is fatal. Off Runway 14 at KSRQ, the climb-out environment is dense development — but on landing, you are arriving over that development, which is fine. The runway is yours; commit to the go-around early and fly the airplane.
Debrief — teaching points
Commit to the go-around early — before the airplane floats, bounces, or drifts off centerline.
In the DA40, a slippery, clean airframe, floating in ground effect is common in calm conditions. In gusty crosswind, floating becomes dangerous because the airplane is drifting, the wind is pushing you off the runway, and you are running out of decision time. The moment you recognize that the approach is unstable — the airplane is floating, bouncing, or drifting off centerline — commit to the go-around. Do not wait for a second bounce or a third gust. The decision window at 300 ft AGL is measured in seconds.
Apply full power immediately and lower the nose to maintain airspeed.
When you commit to the go-around, push the throttle to full power. The constant-speed prop will govern RPM; you do not need to manage it. Lower the nose slightly to maintain 70 KIAS (Vref) or 73 KIAS (best glide). Do not raise the pitch attitude to climb faster — that is the trap that leads to stall. Airspeed first, altitude second. At 90 ft AGL with a stall warning, the nose must go down, even if it means a shallower climb.
Manage the flaps gradually during the go-around climb.
Retract flaps in stages — first to approach (5°), then to cruise (0°) — as you climb and airspeed increases. Do not retract flaps fully all at once; the sudden loss of flap lift causes a pitch-down moment that you will instinctively correct by raising the nose, which can lead to a stall. Gradual flap retraction keeps the pitch attitude stable and the airspeed constant.
Maintain wings level during the go-around in crosswind gusts.
Crosswind gusts will push the airplane left or right during the go-around. Apply immediate aileron and rudder to level the wings and maintain runway heading. A wing drop at 60 ft AGL can lead to a cartwheel if the wing strikes the ground. Anticipate the gusts and be ready with aileron and rudder inputs. The airplane will be stable once you are above the gust layer, typically around 500 ft AGL.
Understand the DA40's stall characteristics in landing configuration.
The DA40's stall speed in landing configuration (flaps full, gear fixed) is 49 KIAS. During a go-around, you are at 70 KIAS Vref, which is 21 KIAS above stall. That margin is adequate, but it is not large. If the pitch attitude is raised too high, the airspeed will decay quickly. The stall warning horn will sound at approximately 5–10 KIAS above stall. When the horn sounds, lower the nose immediately — do not hold the pitch attitude hoping the engine will climb you out.
At KSRQ, the off-field environment varies by runway, but Runway 14's climb-out is dense development.
Off Runway 14's departure end (heading 134°), the off-field environment is dense development and low-density development. A forced landing in that environment is difficult. The runway itself is 9,500 ft long — plenty of distance for a go-around. Commit to the go-around early and use the runway to climb safely. Do not attempt to land in dense development; use the runway.
Built from the real accident record
Scenario built from NTSB GAA19CA582, GAA19CA409, GAA19CA431 (DA40 go-around loss-of-control events), ERA20CA072, ATL07CA048, GAA17CA103, GAA17CA513 (crosswind go-around stall/control loss in comparable aircraft). Anonymized and localized to KSRQ.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ERA20CA072 · ATL07CA048 · GAA17CA103 · GAA17CA513
ACS tasks: PA.VII.A — Preflight Preparation · PA.VII.B — Preflight Procedures · PA.VIII.A — Normal Takeoff and Climb · PA.VIII.C — Forward Slip · PA.VIII.D — Go-Around / Rejected Landing · PA.VIII.E — 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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