Gusts on Final to Runway 19R
Crosswind landing in gusty conditions — recognizing when the airplane is no longer controllable and committing to the go-around
The scenario
Arriving Tampa International Airport (KTPA), Tampa, FL — Runway 19R, a 11,002 ft concrete runway. Field elevation 26 ft MSL. You are a commercial pilot with roughly 800 hours total, current in the Diamond DA40, and you have landed here twice before.
It is a warm afternoon in late spring: OAT 29°C, altimeter 29.94, visibility 10 SM. The wind is reported from 180° at 12 knots, gusting to 22 knots. Runway 19R is aligned 182° true. The crosswind component is approximately 11 knots steady, with gusts to 21 knots — well within the demonstrated crosswind capability of most general-aviation aircraft, but the gusts are sharp and the runway is long and narrow relative to the gust energy.
You are on a 3-mile final approach to Runway 19R, 1,200 ft AGL, at 70 KIAS (Vref, approach speed). The G1000 shows the wind clearly: 180° at 12G22. You have requested and been cleared for a straight-in approach. The runway is in sight. The landing looks routine.
Aircraft: Diamond DA40, solo, within limits. Constant-speed prop (RPM set for approach), fixed gear, fuel selector on RIGHT tank (the left tank was used during cruise and is now at 8 gallons; the right tank has 35 gallons). G1000 glass panel, autopilot off, hand-flying the approach.
Pilot: you — a commercial pilot, current, 800 hours total. You have landed in crosswind conditions before. You are not particularly fatigued, and the approach feels stable. The gusts are noticeable but not alarming. You have not set personal minimums for crosswind landings in the DA40; you are flying the airplane's demonstrated crosswind limit (approximately 12 knots) as your working limit.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before the decision tree — what do you know about crosswind landings in the DA40 and when to go around? (Pick all that apply.)
What the record shows
What the NTSB files show
NTSB GAA17CA105 (2016): A Piper PA-46-350P experienced loss of directional control during landing rollout in gusting crosswind conditions. The wind was reported at 12 knots gusting to 22 knots, and the pilot attempted to land in conditions that exceeded the aircraft's demonstrated crosswind capability. The airplane veered off the runway and struck terrain. The probable cause was the pilot's loss of directional control during the landing rollout in gusting crosswind conditions.
NTSB ERA21LA119 (2021): A Cessna 172R on a personal flight veered left off the runway during landing in gusting crosswind conditions and struck the ground with the propeller and left wing tip. The wind was from 180° at 10 knots gusting to 20 knots. The pilot did not go around when the airplane began to drift off the centerline. The probable cause was the pilot's failure to maintain directional control during landing in a gusting crosswind.
NTSB GAA19CA170 (2019): A Piper PA-11 tailwheel aircraft lost directional control during landing roll in gusting crosswind conditions, veered off the runway, struck a ditch, and came to rest inverted. The pilot maintained an airspeed that was too low to retain control authority in the gusts. The probable cause was the pilot's failure to maintain adequate airspeed during the landing roll in gusting wind conditions.
NTSB GAA17CA021 (2016): A Luscombe 8 tailwheel-equipped aircraft nosed over during landing roll when a wind gust lifted the left wing and the pilot was unable to regain control due to insufficient airspeed. The pilot delayed the crosswind correction and was flying at minimum airspeed, leaving no margin for gust recovery. The probable cause was the pilot's delayed crosswind correction during the landing roll with a gusting left crosswind.
All of these real accidents occurred at OTHER airports — NOT at Tampa International (KTPA). KTPA's own accident corpus shows LOSS_OF_CONTROL_GROUND at 8.9% and HARD_LANDING as a significant pattern. The scenario is localized to KTPA and the DA40 to make the decision-making real and consequential for you as a pilot operating from this field.
The consistent thread across all these events: crosswind landings in gusting conditions are unforgiving. The decision to go around must be made EARLY — on short final or during the flare — not during the landing roll when options are gone. Once the airplane is touching down in a misaligned attitude, recovery is marginal. The pilots who survived or avoided damage were those who recognized the approach was no longer safe and committed to the go-around before the situation deteriorated.
Key lesson — In the DA40, the demonstrated crosswind capability is approximately 12 knots. Personal minimums should be 8–10 knots in normal conditions. When gusts exceed the steady wind by more than a few knots, the effective crosswind component increases significantly. If the airplane is drifting off the runway centerline or the wing is rising in gusts despite control inputs, the approach is no longer safe. Commit to the go-around EARLY — at 600 ft AGL on short final, not at 300 ft during the flare. The go-around is not a failure; it is the correct decision when the approach is no longer stable.
Debrief — teaching points
Demonstrated crosswind capability is not your personal limit.
The DA40's demonstrated crosswind capability is approximately 12 knots — that is the maximum the manufacturer has tested in controlled conditions with a skilled test pilot. Your personal limit should be LOWER, typically 8–10 knots in normal conditions. Factors that reduce your limit: gusty conditions, unfamiliar runway, fatigue, or aircraft loading. Gusts that exceed the steady wind by more than a few knots effectively increase the crosswind component. A 12-knot steady wind with gusts to 22 knots is NOT a 12-knot crosswind — it is a 12-knot steady crosswind with 10-knot gust additions. Know your personal limit and commit to it before you line up on final.
The decision to go around must be made EARLY.
On short final or during the flare — not during the landing roll. Once the airplane is touching down, your options are gone. If the airplane is drifting off the runway centerline, the wing is rising in gusts, or the approach is no longer stable at 600 ft AGL or higher, go around. You have fuel, you have altitude, and you have time. The go-around is the correct decision. Waiting until 300 ft AGL or during the landing roll means you are committed to a landing that is no longer safe.
Maintain approach airspeed throughout the landing roll.
In the DA40, Vref is 70 KIAS. Maintaining this airspeed throughout the approach and landing roll ensures you have control authority to correct for wind gusts. If you reduce airspeed below Vref during the approach, you lose control authority. If you increase airspeed above Vref, you float in ground effect and the landing becomes longer and less controllable. The DA40 is a slippery, low-drag composite airframe — it floats. Maintain Vref and manage energy deliberately.
Recognize the difference between correctable drift and uncontrollable yaw.
A small drift off the centerline that you can correct with aileron and rudder is manageable. A drift that continues despite full control deflection, or a wing that rises in gusts despite aileron input, is uncontrollable. That is the moment to go around. Do not attempt to recover a misaligned landing at low altitude — the risk of a hard landing or a veering accident is too high.
Runway selection matters.
At KTPA, Runway 19R is aligned 182° true. With a wind from 180°, the crosswind component is significant. Runway 10 is aligned 92° true — nearly perpendicular to the wind from 180°. Requesting a change to Runway 10 would eliminate the crosswind and make the landing routine. Always consider runway selection as part of your approach planning. If the wind is not favorable for the assigned runway, request a change. ATC will accommodate if possible.
The DA40's composite airframe is strong but not indestructible.
Hard landings in the DA40 can cause damage that is not immediately visible — cracks in the fuselage, bent nose gear, or wing damage. A hard landing is survivable, but it is a failure of decision-making. The correct decision was to go around when the approach was no longer stable. Post-landing inspection is required after any hard landing.
Built from the real accident record
Scenario built from NTSB GAA17CA105 (2016 Piper PA-46 loss of directional control in crosswind landing), ERA21LA119 (2021 Cessna 172R crosswind landing veering), GAA19CA170 (2019 Piper PA-11 loss of control in gusting crosswind), and GAA17CA021 (2016 Luscombe 8B gust-induced noseover). All real events occurred at other airports — NOT at KTPA. Localized to Tampa International and the DA40's crosswind limits.
NTSB reports: GAA17CA105 · ERA21LA119 · GAA19CA170 · GAA17CA021
ACS tasks: PA.II.D — Crosswind Takeoff and Landing · PA.II.E — Soft-Field Takeoff and Landing · PA.III.D — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
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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