Float and Climb — Low Altitude, High Risk
A balked landing in the SR22 at KTPF: flap configuration, airspeed decay, and the stall/spin trap at 200 feet
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, returning to your home base after a local flight. Elevation 8 ft MSL; the runway is essentially at sea level. Runway 22 is 3,583 ft, heading 217° true.
It is a warm Florida afternoon in late spring: OAT 31°C, altimeter 29.92, density altitude approximately 1,800 ft. Light winds from the northeast, 3–5 kt. Visibility 10 SM, scattered clouds at 3,500 ft. VFR conditions, but the heat and humidity have raised the density altitude significantly — the airplane will perform as if it is 1,800 ft above sea level, not 8 ft.
You are on short final for Runway 22, 200 ft AGL, descending at 77 KIAS (Vref, short-field approach speed, full flaps). The runway is made. But as you enter the flare, the airplane floats — it does not want to touch down. You are drifting down the runway, still 15–20 ft in the air, 400 ft from the runway end. The runway is 3,583 ft long; you have plenty of distance. But the float is noticeable, and you are uncomfortable with the landing.
Aircraft: Cirrus SR22, solo, full fuel, within limits. Continental IO-550-N, constant-speed prop, glass Perspective panel, fixed gear. Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have 80 hours in type (SR22). You are familiar with KTPF; it is your home base. You have landed here 30+ times. But the float surprised you, and you are now making a split-second decision about what to do.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'SR22'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you already know about the SR22's approach and landing characteristics? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR11LA169 (2011): A Cirrus SR22 on return to Falcon Field encountered excessive float during landing flare. The pilot aborted the landing and retracted flaps to climb out, but the aircraft stalled at low altitude and lost control. The aircraft struck the runway, veered left, and collided with a parked Cessna 172. The probable cause was the pilot's attempt to correct a landing float by adding power, followed by premature flap retraction during a balked landing, which resulted in an aerodynamic stall at insufficient airspeed.
NTSB WPR20FA019 (2019, fatal): A Cirrus SR22 stalled during landing approach while maneuvering in the traffic pattern at low airspeed. The accident was attributed to the pilot's exceedance of the critical angle of attack while maneuvering for landing. The airplane descended into a residential area. The pilot did not deploy CAPS.
NTSB CEN18FA204 (2018, fatal): A Cirrus SR22 on initial climb from Midland stalled at 200 feet and entered an uncontrollable descent, impacting terrain. The probable cause was an inadvertent stall, with contributing factors including high density altitude and the student pilot's limited experience. The pilot did not deploy CAPS.
NTSB ATL06LA035 (2006): A Cirrus SR22 encountered icing conditions while climbing to 9,000 feet in an area where the aircraft was not certified to operate. The accident resulted from inadequate preflight planning and continued flight into known icing, leading to ice accumulation, airspeed decay, stall, and spin. The pilot did not deploy CAPS.
The real accidents cited above occurred at other airports and in other aircraft operations — NOT at KTPF. KTPF has its own accident history (see field dominant patterns: FORCED_LANDING 19.4%, LOSS_OF_CONTROL_INFLIGHT 16.7%, DITCHING 11.1%, STALL_SPIN 8.3%), but these specific events happened elsewhere. The scenario is localized to KTPF to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: the SR22's high wing loading and slippery design mean it floats in the flare — a normal characteristic. The trap is the go-around: full flap retraction at low airspeed and low altitude causes a stall. The POH's primary response to loss of control or unrecoverable stall is CAPS deployment, not control inputs. At 200 feet AGL, there is no altitude to recover from a stall by flying the airplane. CAPS is the answer.
Key lesson — The SR22 floats in the flare — that is normal. The trap is the go-around: full flap retraction at low airspeed and low altitude causes a stall. Gradual flap retraction (50% first, then 0% after establishing a positive climb) is the correct procedure. If you do stall at low altitude, the POH's primary response is CAPS deployment, not control inputs. Off Runway 22 at KTPF, the off-field environment is open water — a forced landing there is a ditching. Know this before you line up on Runway 22.
Debrief — teaching points
The SR22 floats in the flare — it is normal and expected.
The SR22's high wing loading (approximately 16 lb/sq ft) and slippery design (low drag, efficient wing) mean the airplane has significant momentum in the flare. A float of 10–20 feet is normal. The airplane does not want to land — it wants to keep flying. This is not a problem if you have runway. Runway 22 at KTPF is 3,583 feet long; a 400-foot float leaves 3,183 feet remaining. Continue the descent, maintain 77 KIAS (Vref), and land normally. Do not abort a landing because of a float unless you are truly running out of runway.
A go-around requires gradual flap retraction, not full retraction.
If you abort a landing and go around, you must retract flaps gradually. Full flap retraction at low airspeed and low altitude causes a sudden loss of lift and a stall. The correct procedure: (1) Add full power. (2) Pitch for airspeed (maintain 77 KIAS or higher). (3) Retract flaps to 50% first. (4) Establish a positive climb (300+ fpm). (5) At 500 ft AGL, retract flaps fully to 0°. This gradual approach keeps the airplane flying and climbing safely.
At 200 feet AGL, you are below the altitude needed to recover from a stall by flying the airplane.
Stall recovery requires trading altitude for airspeed — pushing the nose down and descending to regain flying speed. At 200 feet AGL, you do not have that altitude. A stall at 200 feet is unrecoverable by control inputs alone. The POH's primary response to loss of control or unrecoverable stall is CAPS deployment. The whole-airframe parachute descends at roughly 17 fpm — slow enough to survive a water impact. CAPS is not a last resort; it is the designed response to this scenario.
CAPS deployment at low altitude is survivable; uncontrolled impact is not.
NTSB data show that pilots who deploy CAPS at low altitude survive. Pilots who attempt control recovery or turn back to the runway at 100 feet AGL do not. The parachute descent rate of 17 fpm is slow enough that impact with water or terrain is survivable. The key is deploying CAPS early — at the first sign of loss of control or stall at low altitude — not waiting until impact is imminent.
Off Runway 22 at KTPF, the off-field environment is open water — a ditching, not a field landing.
The departure end of Runway 22 (heading 217°) is open water — Tampa Bay and the surrounding waterways. There is no alternate landing surface. An engine failure or loss of control on the Runway 22 departure at low altitude is a ditching. If you must ditch, establish best glide (88 KIAS), confirm fuel selector (LEFT or RIGHT), mixture RICH, master OFF before impact, flaps CLEAN, doors unlatched. A controlled ditching is survivable; an uncontrolled impact is not. Know this before you line up on Runway 22.
Built from the real accident record
Scenario built from NTSB WPR11LA169 (2011 SR22 balked landing stall/spin at Falcon Field), WPR20FA019 (2019 SR22 stall during landing approach), CEN18FA204 (2018 SR22 inadvertent stall on initial climb), and ATL06LA035 (2006 SR22 stall/spin in icing). Anonymized and localized to KTPF.
NTSB reports: WPR11LA169 · WPR20FA019 · CEN18FA204 · ATL06LA035
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.VIII.C — Approach and Landing · PA.VIII.D — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Assessment
Relevant FARs: §91.3 · §91.13 · §91.9
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
Open the interactive scenario →All sample scenarios · More Cirrus SR22 scenarios · More scenarios at KTPF