Bounce, Go-Around, and the Stall at 300 Feet
A bounced landing, an aggressive recovery, and the critical angle of attack — the decision window is measured in seconds
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, landing practice on a clear, calm afternoon. Elevation 8 ft MSL. OAT 26°C, altimeter 29.94, winds calm to light. Visibility 10 SM. A textbook VFR day.
You are a Private pilot with roughly 180 hours total time, current and proficient. You are flying a Cessna 172S (fuel-injected Lycoming IO-360, G1000 glass panel, fixed gear, fixed-pitch prop) on a local instructional flight with your CFI in the right seat. This is your third landing at KTPF; you are not yet familiar with the field's approach environment.
You are on short final to Runway 22, 300 ft AGL, airspeed 65 KIAS (Vref for the C172S), descent rate stable, flaps 30°. The runway is ahead, clear, and well-lit. The approach is stable. Then, 50 ft above the runway, a gust of wind lifts the left wing slightly. You correct with a touch of right aileron and a slight forward pressure on the yoke to maintain descent. The airplane bounces — the main gear touches, then the nose gear, then the mains again. You are now 20 ft AGL, the airplane is oscillating, and you have a split-second decision to make.
Aircraft: Cessna 172S, dual, full fuel, within limits. Engine running normally. G1000 glass panel, both PFD and MFD operational. Trim is set for approach. Flaps are at 30°.
Pilot: you — a Private pilot, current, 180 hours total. You have practiced go-arounds in training, but this is your first real bounce at a new field. Your CFI is in the right seat, watching. The decision is yours.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'C172S'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you know about go-around technique in the C172S after a bounced landing? (Pick all that apply.)
What the record shows
What the NTSB files show
NTSB CEN25LA128 (2025): A Cessna 172S lost control during landing flare and the pilot initiated a go-around near a tree line at low altitude. The accident resulted from the pilot's failure to maintain adequate airspeed during the go-around, leading to an aerodynamic stall and terrain impact. The probable cause was the pilot's failure to maintain airplane control and adequate airspeed during the go-around.
NTSB CEN14CA322 (2014): A Cessna 172S being flown by a student pilot during landing practice stalled and impacted terrain off the left side of the runway when the student applied excessive back pressure on the control yoke during a go-around after a bounced landing. The accident was attributed to the student pilot's use of excessive back pressure on the flight controls during the attempted go-around.
NTSB CEN13LA348 (2013): A Cessna 172S flown by a solo student pilot stalled during a go-around after a bounced landing at Grand Forks International Airport. The accident resulted from inadequate recovery technique from the bounce, leading to an aerodynamic stall at insufficient altitude for recovery.
NTSB ERA14FA283 (2014, FATAL): A Cessna 172S on an instructional night flight experienced a partial loss of engine power during initial climb after a touch-and-go landing at Daytona Beach and impacted the ground. The accident resulted from a partial loss of engine power for undetermined reasons, with contributing factors including the pilots' decision to turn back to the airport, which led to the aircraft exceeding its critical angle of attack and experiencing an aerodynamic stall. The probable cause was the failure to maintain adequate airspeed during the turn-back maneuver.
The consistent thread: a bounced landing or partial power loss at low altitude triggers a go-around. The pilot pitches up too aggressively, airspeed decays, the wing exceeds critical angle of attack, and the airplane stalls. At 40–100 ft AGL, there is insufficient altitude to recover. The stall/spin impact is inevitable.
At KTPF, the off-field environment off Runway 22's departure end (heading 217°) is open water — Tampa Bay and the Hillsborough River. An engine failure or stall on the Runway 22 go-around is a water impact, not a field landing. The real accidents cited above occurred at other airports and in other circumstances — NOT at KTPF. But the mechanism is the same: low-altitude stall during go-around, and the outcome is fatal or near-fatal.
The lesson is unambiguous: a go-around is not a panic maneuver. It is a controlled, deliberate procedure. Pitch up smoothly to a shallow climb attitude (10–15°), allow airspeed to build to Vy (74 KIAS), manage flaps carefully (reduce to 20°, not full retraction), and trim as needed. Excessive back pressure on the yoke at low altitude is the killer.
Key lesson — A bounced landing at KTPF Runway 22 requires an immediate, smooth go-around: full throttle, flaps to 20°, pitch up to a shallow climb attitude (10–15°), and establish Vy (74 KIAS). Excessive back pressure on the yoke induces a stall at an altitude where recovery is impossible. Off Runway 22, the departure environment is open water — a stall/spin at low altitude is a water impact. The decision to go around must be immediate and the execution must be smooth. There is no margin for hesitation or aggressive pitch control.
Debrief — teaching points
A bounce at landing is a go-around — commit immediately.
The moment the airplane bounces on landing, the decision is made: go around. Do not try to salvage the landing. Do not hesitate. Apply full throttle, reduce flaps to 20° (not full retraction — full flaps off at low airspeed can cause a sudden pitch-up), and begin a climb. Hesitation or indecision costs altitude and airspeed, and it invites a second or third bounce that can lead to directional loss or a hard impact.
Pitch control during go-around is critical — excessive back pressure induces a stall.
The C172S stalls at 40 KIAS in landing configuration (flaps 30°) and 48 KIAS clean. During a go-around at low altitude, the temptation is to pitch up aggressively to gain altitude fast. This is the killer. A steep pitch attitude (20°, 25°, or more) at low airspeed (65–70 KIAS) exceeds critical angle of attack and induces a stall. The correct technique is a smooth pitch-up to a shallow climb attitude (10–15°), allowing airspeed to build to Vy (74 KIAS) as you climb. Altitude gain is secondary to airspeed and control.
Trim is set for approach speed; it will fight you during go-around.
Trim is set for approach speed (65 KIAS) and a shallow descent. When you apply full power and pitch up, the airplane will want to pitch up further because the trim is still set nose-up. You must actively hold forward pressure on the yoke to prevent over-pitching. Alternatively, you can turn the trim wheel forward (nose-down) to reduce the pitch-up force. Either way, be aware that trim will fight you during the go-around.
Stall recovery at low altitude requires correct technique and immediate action.
If a stall occurs during go-around, the recovery is: (1) reduce throttle to idle, (2) apply full rudder opposite the direction of rotation to stop the spin, and (3) ease forward on the yoke to break the stall and lower the nose. The nose will drop; allow it to drop. Airspeed will increase. Once airspeed is above stall speed and the rotation has stopped, apply power and establish a climb. At 40–80 ft AGL, there is no margin for error. A stall at this altitude is likely fatal.
Off Runway 22 at KTPF, the departure environment is open water.
Runway 22's departure heading is 217° (southwest). Off that end, the off-field environment is open water — Tampa Bay and the Hillsborough River. There is no alternate landing surface. An engine failure or stall on the Runway 22 go-around is a water impact. This is not a worst-case scenario; it is the geographic reality. Know the off-field environment before you depart. If you are uncomfortable with the water departure, use Runway 04 or 18/36 instead.
Flap management during go-around: reduce to 20°, not full retraction.
During go-around, reduce flaps to 20° (not full retraction). Full flap retraction at low airspeed can cause a sudden loss of lift and a pitch-down, which you may instinctively correct with back pressure — leading to an over-pitch and stall. Reduce flaps to 20°, establish a climb, and retract fully only after you reach 500 ft AGL and airspeed is well above stall speed.
Built from the real accident record
Scenario built from NTSB CEN25LA128 (2025 C172S stall during go-around after flare), CEN14CA322 (2014 C172S student stall on go-around after bounce), CEN13LA348 (2013 C172S stall during go-around after bounce), CEN17FA111 (2017 C172S spin recovery failure, fatal), ERA14FA283 (2014 C172S stall during turn-back after partial power loss, fatal), WPR12FA230 (2012 C172S low-altitude stall after takeoff, fatal), and WPR25LA211 (2025 C172S stall on initial climb after inadequate preflight). Localized to KTPF.
NTSB reports: CEN25LA128 · CEN14CA322 · CEN13LA348 · CEN17FA111 · ERA14FA283 · WPR12FA230 · WPR25LA211
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.VIII.A — Maneuvering During Slow Flight · PA.VIII.B — Power-Off Stalls · PA.VIII.C — Power-On Stalls · PA.VIII.D — Spin Awareness · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.303
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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