Bounced Landing, Gusty Crosswind, Go-Around Decision
A DA40 on short final in crosswind gusts — the decision to go around is made, but airspeed discipline during the climb is the real test
The scenario
Arriving Tampa International Airport (KTPA), Tampa, FL — Runway 19R, on a VFR instructional flight. Elevation 26 ft MSL. You are a commercial pilot with ~400 hours total, 80 hours in the DA40, on a dual flight with your CFI in the right seat.
The weather is VFR with a twist: surface wind is 200° at 14 knots, gusting to 22 knots. Runway 19R is aligned 182° magnetic (true 182°). The crosswind component is roughly 10 knots steady, with gusts pushing 15–18 knots. This is within the DA40's demonstrated crosswind capability (~12 knots), but the gusts are at the edge of comfort. The field is clear, visibility 10 SM, scattered clouds at 3,500 ft.
You are on short final to Runway 19R, 2 nm out, 1,200 ft AGL, descending at 500 fpm. Flaps are in landing configuration (full flaps, 91 KIAS limit). You are flying 70 KIAS on approach — Vref for the DA40 is 70 KIAS, so you are at the target. The CFI is monitoring; you are flying the airplane.
As you descend through 400 ft AGL, a gust lifts the right wing and pushes the nose left. You correct with right aileron and left rudder. The airplane settles. You are now 200 ft AGL, 1.5 nm from the runway threshold. Another gust, this time more pronounced. The airplane bounces — all three wheels momentarily leave the pavement. You are now 15 ft AGL, still 0.8 nm from the runway, and the airplane is drifting left of the centerline.
Aircraft: Diamond DA40, dual, full fuel, within limits. Lycoming IO-360-M1A (fuel-injected), constant-speed prop, fixed gear, G1000 glass panel. Fuel selector is LEFT (you switched to LEFT tank on descent per procedure). Nothing was written up; the airplane is airworthy.
Pilot: you — commercial pilot, ~400 hours total, 80 hours DA40. You have crosswind experience but have not trained extensively on go-around procedures in gusty conditions. Your CFI is in the right seat, observing.
- {'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 we enter the decision tree — what do you know about go-around procedures in the DA40, especially in gusty crosswind conditions? (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 pilot's decision to abort the go-around without adequate runway distance and failure to communicate intentions to ATC resulted in a runway excursion and impact with a concrete barrier. The probable cause was the pilot's inadequate decision-making and loss of control during the abort.
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 probable cause was the pilot's failure to maintain runway heading and bank control in crosswind conditions. The go-around itself was initiated correctly, but the pilot lost control during the climb.
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 probable cause was the pilot's delayed decision to go around and exceedance of the aircraft's critical angle of attack in high-temperature, high-density altitude conditions. The stall occurred at low altitude during the climb-out.
NTSB ATL07CA048 (2007, Mooney M20J): A stall during go-around at 20–30 ft AGL with landing gear and flaps extended. The probable cause was failure to maintain airspeed during the go-around and inadequate adherence to the aircraft's operating procedures. The pilot did not retract flaps or landing gear in the correct sequence.
NTSB ERA20CA072 (2020, Beech C23): A bounce during landing in crosswind conditions became airborne, and the pilot entered a full stall during the go-around despite full power and flaps. The probable cause was failure to maintain control during landing and the flight instructor's delayed intervention. The stall developed because the pitch attitude was too high for the available airspeed.
NTSB CEN09CA459 (2009, Cessna 172P): A float past the touchdown zone in gusty winds, followed by a stall during go-around when the pilot set climb pitch attitude without maintaining adequate airspeed. The probable cause was failure to maintain adequate airspeed during the go-around in challenging wind conditions.
NTSB GAA17CA513 (2017, Cessna 172G): A stall during go-around in gusting crosswind conditions after a wind gust lifted the aircraft during a full-stall landing demonstration. The probable cause was the flight instructor's failure to maintain adequate airspeed and exceedance of the critical angle of attack.
The consistent thread: a stall during go-around at low altitude in gusty crosswind conditions is survivable only if the pilot (or instructor) recognizes the stall warning early and lowers the pitch immediately to regain airspeed. A delayed response or an aggressive pitch-up in an attempt to gain altitude results in a loss of control and impact with terrain or runway. The DA40's constant-speed prop and responsive controls make it an efficient climber, but only if airspeed is maintained above the stall threshold. In gusty crosswind conditions on short final, the decision to go around must be made early, and the go-around must prioritize airspeed recovery over altitude gain.
These real accidents occurred at other airports and in other aircraft types — NOT at KTPA. KTPA has its own accident history (see field dominant patterns: FORCED_LANDING 22.2%, LOSS_OF_CONTROL_INFLIGHT 11.1%), but these specific NTSB cases happened elsewhere. The scenario is localized to KTPA to make the off-field environment real and the decision consequences consequential for you as a pilot operating from this field.
Key lesson — A bounce on short final in gusty crosswind conditions is a valid reason to go around, but the go-around itself is a critical phase. Commit to the go-around early, apply full power and advance the prop control, retract flaps in stages (not all at once), and prioritize airspeed — maintain or regain 73 KIAS (Vy) before aggressively pitching up. A stall warning at low altitude during go-around is a sign that the pitch attitude is too high for the available airspeed. Lower the pitch immediately, even if it means accepting a lower climb rate. In gusty crosswind conditions, the stall margin is thin, and a delayed response to a stall warning results in a loss of control at an altitude where recovery is impossible.
Debrief — teaching points
A bounce on short final in gusty crosswind conditions is a valid reason to go around.
The DA40 is a slippery airplane — it floats in ground effect, especially in gusty wind. A bounce on short final (all three wheels leaving the pavement) is a sign that the approach is unstable. In crosswind conditions with gusts at the edge of your crosswind limit, a bounce is a signal to go around. Commit to the decision early — at 15 ft AGL, you still have altitude and airspeed to execute a safe go-around. Hesitation or an attempt to 'land through' a bounce in gusty conditions invites a second bounce, drift, or a hard landing.
Go-around requires full power, prop control advanced, and staged flap retraction.
In the DA40, a go-around means: (1) throttle to full power, (2) prop control forward to high RPM, (3) retract flaps in stages — first to approach (partial), then to zero as airspeed builds to 73 KIAS (Vy). Do NOT retract flaps all at once; the sudden loss of flap lift causes a pitch-down moment that can induce a stall if you are already at low airspeed. The constant-speed prop is your ally — advancing it to high RPM increases available power and climb performance.
Airspeed is the priority during go-around in gusty conditions — not altitude gain.
At 15 ft AGL with full flaps and 68 KIAS, your stall margin is thin. An aggressive pitch-up to maximize climb rate will exceed the critical angle of attack and induce a stall. The correct procedure is to maintain or regain 73 KIAS (Vy) before pitching up aggressively. A shallow climb at 73 KIAS is safer than a steep climb at 65 KIAS. The stall warning horn is your signal that the pitch attitude is too high for the available airspeed — lower the pitch immediately, even if it means accepting a lower climb rate.
A stall warning at low altitude during go-around requires immediate pitch-down, not more power.
The stall warning horn in the DA40 (or stall warning light on the G1000) indicates that the critical angle of attack is being approached. At 20 ft AGL, a stall warning is a red flag. The correct response is to lower the pitch immediately — push forward on the yoke to reduce the angle of attack below the stall threshold. More power will not prevent a stall if the pitch attitude is too high. A delayed response or a hold-and-wait attitude results in a full stall with a wing drop at an altitude where recovery is impossible.
In crosswind conditions, a stall with a wing drop is particularly dangerous.
A stall in crosswind conditions can result in a wing drop into the wind gust. The gust will push the dropped wing up, creating a roll that is difficult to control at low altitude. The DA40's control authority is good, but at 15–20 ft AGL with a stall and a crosswind-induced roll, recovery is marginal. The correct prevention is to avoid the stall in the first place — maintain airspeed above the stall threshold during go-around.
If you are on an instructional flight and the go-around is unstable, the CFI must intervene decisively.
The CFI's role during a go-around is to monitor and intervene if the situation becomes critical. A stall warning at 20 ft AGL is critical. The CFI should take control immediately, lower the pitch, retract flaps, and apply full power. A delayed CFI intervention or a 'let the student figure it out' approach at this altitude is not acceptable. The CFI's intervention is not a failure — it is airmanship.
Built from the real accident record
Scenario built from NTSB GAA19CA582, GAA19CA409, GAA19CA431 (DA40 go-around loss-of-control events), and regional precedents ATL07CA048, ERA20CA072, CEN09CA459, GAA17CA513 (go-around stall/loss-of-control in gusty conditions). Anonymized and localized to KTPA.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ATL07CA048 · ERA20CA072 · CEN09CA459 · GAA17CA513
ACS tasks: PA.VII.A — Approach and Landing · PA.VII.B — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.VIII.A — Loss of Control Inflight
Relevant FARs: §91.3 · §91.13 · §91.121
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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