Bounced Landing, Gusty Crosswind, Go-Around Stall
A Piper Archer on approach in wind gusts floats the landing, bounces, and enters a stall during go-around at low altitude — the decision window is measured in seconds
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 19R, on a VFR approach in gusty crosswind conditions. Elevation 26 ft MSL. The field is towered; you are in Class B airspace (ceiling 10,000 MSL) and under ATC control.
It is late afternoon. Wind is from 240° at 18 gusting to 28 knots — a crosswind of roughly 12–18 knots on Runway 19R (true heading 182°). OAT 31°C, altimeter 29.94. Visibility 10 SM, scattered clouds at 3,500 ft. The wind is gusty and variable; the runway is wet from an earlier shower. You are on a 3° glide slope, 2 nm from the runway, descending through 1,200 ft MSL.
Aircraft: Piper PA-28-181 Archer, solo, within weight and balance limits. Carbureted Lycoming O-360, 180 hp, fixed-pitch prop, fixed landing gear, steam panel. You have 45 hours total time; this is your first solo cross-country. You are current and have logged 8 hours in the Archer.
You have briefed the approach: full flaps (40°) on short final, Vref 66 KIAS on approach, plan to touch down in the first 500 ft of the runway. The tower has cleared you to land on Runway 19R. You are focused and ready.
At 500 ft AGL on short final, a wind gust lifts the nose. The airspeed drops to 58 KIAS. You are below Vs0 (stall speed, landing configuration, 45 KIAS) by only 13 knots. The stall warning horn sounds briefly. You push the nose down, add a touch of power, and recover. You are now at 300 ft AGL, 66 KIAS, and the runway is ahead.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before the decision tree — what do you know about go-around procedures in the PA-28-181 in gusty wind? (Pick all that apply.)
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 held a high pitch attitude, the airspeed decayed below the stall speed, and the airplane stalled. The flight instructor delayed remedial action. The accident resulted from improper landing flare and failure to add power during go-around.
NTSB CEN12LA337 (2012): A Piper PA-28-181 touched down too far down the runway at high speed, porpoised (bounced), and struck trees during a shallow climb-out after an aborted landing. The pilot failed to attain a proper touchdown point and speed, failed to initiate a proper go-around, and the airplane's inadequate climb gradient after the aborted landing resulted in impact with trees.
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 student retracted flaps too quickly, the airspeed decayed, and the airplane stalled. The probable cause was improper flap management during go-around and failure to maintain airspeed.
Regional precedent NTSB ATL07CA048 (2007, Mooney M20J): A Mooney stalled during go-around at 20–30 ft AGL with landing gear and flaps extended. The pilot failed to maintain airspeed during go-around and did not adhere to the aircraft's operating procedures. The lesson: recognize when a go-around is necessary, commit to proper flap/gear retraction sequence, and maintain airspeed priority over terrain avoidance.
Regional precedent NTSB ERA20CA072 (2020, Beech C23): A Beech 23 bounced during landing in crosswind conditions, became airborne, and entered a full stall during go-around despite full power and flaps. The pilot failed to maintain control during landing and the flight instructor delayed intervention. The lesson: recognize early stall warning signs during go-around in gusty wind; understand that full power alone is insufficient if pitch attitude is too high.
Regional precedent NTSB CEN09CA459 (2009, Cessna 172P): A Cessna floated past the touchdown zone in gusty winds and stalled during go-around when the pilot set a climb pitch attitude that was too high. The pilot failed to maintain adequate airspeed during go-around. The lesson: during go-around in gusty conditions, prioritize airspeed and gradual flap retraction over aggressive pitch-up.
Regional precedent NTSB GAA17CA513 (2017, Cessna 172G): A Cessna stalled during go-around in gusting crosswind conditions after a wind gust lifted the aircraft during a full-stall landing demonstration. The flight instructor failed to maintain adequate airspeed and exceeded the critical angle of attack. The lesson: when a gust lifts the aircraft, immediately lower pitch to regain airspeed before applying power for go-around.
The real accidents cited above occurred at other airports and in various aircraft types — NOT at Tampa International Airport. KTPA has its own accident history (forced landing 22.2%, loss of control in-flight 11.1%, loss of control on ground 8.9%, wire strike 6.7%, gear-up landing 6.7%), but these specific stall-during-go-around events happened elsewhere. The scenario is localized to KTPA to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: a go-around in gusty wind is a critical maneuver that demands discipline. The temptation to pitch up aggressively to clear obstacles or gain altitude quickly is the trap. Airspeed is the priority. Flap retraction must be gradual. Pitch attitude must be shallow enough to maintain airspeed above the stall speed. Full power alone is not enough if the pitch attitude is too high. The stall warning is a warning, not a clearance to go-around — it is a signal to lower the pitch and regain airspeed first.
Key lesson — During a go-around in gusty wind at low altitude, airspeed is the priority. Recognize a float early and commit to the go-around immediately. Lower the nose to regain airspeed before pitching up for climb. Retract flaps gradually, not suddenly. Maintain a shallow pitch attitude — do not try to climb steeply or clear obstacles by pitching up aggressively. A stall at 20–150 ft AGL is unrecoverable. The Archer's best rate of climb (Vy) is 76 KIAS; climb at that speed and accept a shallow climb gradient rather than risk a stall trying to climb faster or steeper.
Debrief — teaching points
Recognize a float early and commit to a go-around immediately.
A float — when the airplane does not touch down in the first third of the runway — is a clear signal to go-around. Do not try to land on the remaining runway, do not try to slip to lose altitude, and do not try to land hard to force the airplane down. Declare the go-around to ATC, apply full power, lower the nose to regain airspeed, and retract flaps gradually. The earlier you commit to the go-around, the more altitude and airspeed you have to work with. At 50 ft AGL, you have options. At 25 ft AGL, you are in a critical situation.
During go-around, airspeed is the priority — not altitude, not clearing obstacles.
The temptation during go-around is to pitch up aggressively to climb quickly and clear any obstacles ahead. This is the trap. A high pitch attitude at low airspeed causes a stall. The Archer's stall speed in landing configuration (full flaps, 40°) is 45 KIAS (Vs0). If you pitch up and the airspeed drops below 45 KIAS, the wing stalls. At 20–150 ft AGL, a stall is unrecoverable. The correct priority is: (1) apply full power, (2) lower the nose to regain airspeed, (3) retract flaps gradually, (4) climb at a shallow angle. Accept a lower climb gradient to maintain airspeed and control.
Flap retraction during go-around must be gradual, not sudden.
Sudden flap retraction (from 40° to 0° all at once) causes a pitch-down moment and a loss of lift. The airspeed may drop, and the altitude will drop. The correct procedure is to retract flaps in stages: from 40° to 20° as airspeed increases, then from 20° to 0° as you climb to a safer altitude. This gradual retraction maintains control and prevents the pitch-down shock that can destabilize the go-around.
Stall warning during landing does not mean it is safe to go-around without airspeed recovery.
A stall warning during the landing flare is a signal that the pitch attitude is too high and the airspeed is too low. The correct response is to lower the pitch (lower the nose) to regain airspeed. Only after airspeed is recovered — typically 60+ KIAS — should you apply power for a go-around. If you apply power while the pitch attitude is still high and the airspeed is still low, the airplane will stall. The stall warning is a warning, not a clearance.
In gusty crosswind conditions, the go-around is more likely and must be briefed.
Gusty crosswind conditions (like the 240° at 18 gusting 28 knots at KTPA on Runway 19R) make a float and go-around more likely. Wind gusts can lift the nose, reduce airspeed, and cause the airplane to float. Brief the go-around procedure before the approach: where you will declare it, what altitude you will target, and how you will retract flaps. Mentally rehearse the maneuver. If a gust lifts the nose and the airspeed drops, you will already know what to do.
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 porpoise and tree strike after aborted landing), ERA09CA322 (2009 PA-28-181 loss of directional control during landing), CHI08CA147 (2008 PA-28-181 stall during go-around after improper flap management), and regional precedents ATL07CA048 (Mooney stall during go-around), ERA20CA072 (Beech stall during go-around in crosswind), CEN09CA459 (Cessna stall during go-around after float), GAA17CA513 (Cessna stall during go-around in gusting crosswind). Localized to KTPA.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ATL07CA048 · ERA20CA072 · CEN09CA459 · GAA17CA513
ACS tasks: PA.VII.A — Normal Approach and Landing · PA.VII.B — Forward Slip to a Landing · PA.VII.C — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Inspection
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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