Bounce and Climb
A gusty crosswind go-around in a Piper Archer — when the wind gusts lift the wing and airspeed bleeds away, the margin between recovery and stall is measured in seconds
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Runway 14, Sarasota, FL — elevation 30 ft MSL. You are on an instructional flight with your CFI in a Piper Archer PA-28-181. The field is towered (part-time, currently open); you are in Class C airspace.
Conditions: VFR, scattered clouds at 3,500 ft, visibility 8 SM. Wind is from 160° at 12 knots, gusting to 18 knots. Runway 14's magnetic heading is 134°. The crosswind component is roughly 8–10 knots steady, with gusts pushing it to 14–16 knots. This is within limits for the Archer (max demonstrated crosswind is 17 knots), but the gusts are active and the approach will be dynamic.
You are on short final to Runway 14, 500 ft AGL, descending at 66 KIAS (Vref), full flaps (40°), landing gear down, trim set for approach. The runway is made. Your CFI is in the right seat, observing. You are the pilot flying.
Aircraft: Piper Archer PA-28-181, solo (you and CFI), within limits. Lycoming O-360-A carbureted, 180 hp, fixed-pitch prop, fixed gear. Fuel selector on RIGHT tank (you switched before descent). Vacuum system normal. Steam gauges.
Pilot: you — a Private pilot, roughly 80 hours total, 15 hours in the Archer. You have 12 landings in this airplane. You have not practiced go-arounds in gusty wind. Your CFI has not briefed you on go-around technique in crosswind gusts.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you already know about go-arounds in gusty crosswind conditions? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA139 (2021): A Piper PA-28-181 on a stage check landing attempt stalled when the student pilot flared too high and failed to execute a go-around despite stall warning and instructor command. The student pilot's improper landing flare and failure to add power during the go-around resulted in an aerodynamic stall and loss of control. Contributing to the accident was the flight instructor's delayed remedial action.
NTSB CEN12LA337 (2012): A Piper PA-28-181 touched down too far down the runway at high speed, porpoised, and struck trees during a shallow climb-out after an aborted landing. The accident was attributed to the pilot's failure to attain a proper touchdown point and speed, failure to initiate a proper go-around, and inadequate climb gradient after the aborted landing.
NTSB CHI08CA147 (2008): A Piper PA-28-181 on an instructional flight stalled during a go-around when the student pilot improperly raised flaps and lost airspeed. The accident resulted from improper flap management during the go-around and failure to maintain airspeed.
Regional precedent NTSB ERA20CA072 (2020): 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.
Regional precedent NTSB GAA17CA103 (2016): A Piper PA-28-140 encountered multiple crosswind gusts during approach and go-around; the left wing dropped and contacted the ground during the go-around, causing the aircraft to cartwheel. The accident resulted from the pilot's inadequate compensation for crosswind conditions during the go-around.
The real accidents cited above occurred at other airports and in other aircraft — NOT at 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 off-field environment (dense development off Runway 14's climb-out) real and consequential for you as a student here.
The consistent thread across all these events: a bounce or unstable approach during landing in gusty wind triggers a go-around. The pilot either delays the decision, fails to apply full power immediately, or fails to maintain airspeed during the climb. The result is a stall at low altitude — unrecoverable. The fix is simple: recognize the need for a go-around early, commit to it immediately with full power, lower the nose to maintain airspeed (do not allow a pitch-up), and retract flaps gradually. Airspeed is the priority.
Key lesson — A bounce or unstable approach in gusty wind demands an immediate go-around decision. Full power, lower the nose to maintain airspeed (do not allow the pitch attitude to climb), and retract flaps gradually. The Archer's best rate of climb is 76 KIAS (Vy); maintain that speed or slightly faster to ensure a safe margin above stall. Off Runway 14 at KSRQ, the off-field environment is dense development — an uncontrolled descent or stall at low altitude in this environment is fatal. The decision window is measured in seconds, not minutes.
Debrief — teaching points
A bounce or unstable approach is a go-around trigger — commit early.
If the airplane bounces during landing or the approach is unstable (high, fast, or drifting), a go-around is the correct decision. Do not try to salvage a bad approach by adding partial power and landing anyway. The Archer is a heavier, faster airplane than a Cessna 172; it floats in a fast approach and bites the runway hard. A bounce at 30 ft AGL is a signal to go around, not to try again. Commit to the go-around immediately — the decision window is short.
Full power immediately — partial power during a go-around is not enough.
When you decide to go around, push the throttle to full power (180 hp in the Archer) immediately. Partial power will leave you in a slow-climb or no-climb state, especially at low altitude. Full power is non-negotiable. The Archer's engine will respond; trust it.
Lower the nose to maintain airspeed — do not allow a pitch-up.
When you apply full power, the airplane will want to pitch up. You must lower the nose to maintain airspeed. In a go-around from a landing configuration, your target is Vy (76 KIAS for the Archer at gross weight). Do not allow the pitch attitude to climb above the level needed to maintain that speed. If a gust lifts the airplane, the nose will want to pitch up further — you must actively lower the nose to prevent a stall. Airspeed is the priority; altitude will come naturally.
Retract flaps gradually — not all at once.
Flaps provide lift at low airspeed. If you retract them all at once during a go-around, you lose that lift suddenly and the airplane can stall. Retract flaps gradually: first from 40° to 20°, then 20° to 10°, then 10° to 0°. Do this as airspeed increases. In a go-around from 66 KIAS (Vref), you should not be fully retracting flaps until you are above 76 KIAS (Vy) and climbing steadily.
Trim is set for landing — adjust it for the go-around climb.
Landing trim is nose-up, designed to hold the flare attitude. When you apply full power for a go-around, that nose-up trim will cause the airplane to pitch up aggressively. You must actively lower the nose and then adjust trim for the go-around climb attitude. Do not rely on trim to hold the pitch; use elevator pressure and then trim to relieve that pressure. Trim is a secondary control; the elevator is primary.
Crosswind gusts during a go-around can drop a wing — maintain control authority.
A crosswind gust during a go-around can lift one wing and drop the other. You must immediately apply aileron to level the wings and maintain control. Do not allow a wing drop at low altitude — it is unrecoverable. Maintain wings level and adequate airspeed. If a gust drops the left wing, apply right aileron immediately and lower the nose to maintain airspeed. Control authority comes from airspeed; airspeed comes from a level nose attitude.
Built from the real accident record
Scenario built from NTSB ERA21LA139 (2021 PA-28-181 stall during go-around, improper flare), CEN12LA337 (2012 PA-28-181 high-speed touchdown, inadequate climb after abort), ERA09CA322 (2009 PA-28-181 directional control loss during landing), CHI08CA147 (2008 PA-28-181 stall during go-around after improper flap raise), and regional precedents ERA20CA072 (Beech 23 stall during go-around in crosswind), ATL07CA048 (Mooney M20J stall during go-around), GAA17CA103 (PA-28-140 wing drop during go-around in gusts), GAA17CA513 (C172 stall during go-around in gusty crosswind). Localized to KSRQ.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ERA20CA072 · ATL07CA048 · GAA17CA103 · GAA17CA513
ACS tasks: PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.III.A — Aeromedical Factors · PA.II.D — Steep Turns
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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