Bounce and Climb
A go-around in gusty crosswind conditions — maintaining control and airspeed when the wind is fighting back
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, landing attempt in gusty crosswind conditions. Field elevation 8 ft MSL. This is a non-towered field; you are self-announcing on CTAF 122.8.
It is a Friday afternoon in early spring. Surface wind is reported as 180° at 12 knots, gusting to 18 knots. Runway 22 is aligned 217° true; the wind is roughly a 35° crosswind from the left, with gusts that are unpredictable and strong. Visibility 10 SM, scattered clouds at 3,500 ft, light turbulence in the pattern. This is a challenging landing condition — not impossible, but demanding.
You are on short final to Runway 22, 400 ft AGL, descending at 66 KIAS (Vref, approach speed). The airplane is configured: flaps 40°, gear fixed (already down), power at idle for descent. The runway is ahead. A gust hits from the left; the left wing lifts. You correct with right aileron and left rudder. The gust passes. You are back on glide slope.
Aircraft: Piper PA-28-181 Archer, solo, within weight and balance limits. Carbureted Lycoming O-360, 180 hp, fixed-pitch prop, fixed gear. Steam / vacuum panel. Fuel selector on RIGHT (you switched tanks on downwind). Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have 15 hours in Archers; most of your time is in Cessna 172s. You have landed in crosswind before, but not in gusts this strong. Your CFI is not on board; this is a solo flight. You are current and legal, but this is the most challenging landing condition you have faced in this airplane.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we enter the scenario — what do you know about go-around procedures in the PA-28-181, especially in gusty conditions? (Pick all that apply; this records your baseline.)
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 probable cause was the student pilot's improper landing flare and failure to add power during go-around, with a contributing factor of delayed instructor remedial action. The accident occurred at a non-towered field in gusty conditions.
NTSB CEN12LA337 (2012): A Piper PA-28-181 touched down too far down the runway at high speed, porpoised, and struck trees during a shallow climb-out after an aborted landing. The probable cause was the pilot's failure to attain a proper touchdown point and speed, failure to initiate a proper go-around, and the airplane's inadequate climb gradient after the aborted landing. The sequence was: unstable approach → hard landing → bounce → inadequate go-around → 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 probable cause was the student pilot's improper flap management during go-around and failure to maintain airspeed. The flaps were raised too quickly, airspeed fell below Vy, and the stall developed. Trees were a factor in the impact.
NTSB ERA20CA072 (2020, Beech C23): A Beech 23 on an instructional flight bounced during landing in crosswind conditions, became airborne, and entered a full stall during the go-around despite full power and flaps. The probable cause was the pilot's failure to maintain control during landing and the flight instructor's delayed intervention. The teaching angle: recognize when a go-around is necessary after a bounce, maintain adequate airspeed during the go-around, and understand the stall risk when power application alone cannot overcome wind-induced loss of control.
NTSB GAA17CA103 (2016, Piper PA-28-140): A Piper PA-28 encountered multiple crosswind gusts during approach and go-around; the left wing dropped and contacted the ground during the go-around, causing the aircraft to cartwheel. The probable cause was the pilot's inadequate compensation for crosswind conditions during the go-around. The lesson: anticipate and compensate for crosswind gusts throughout the go-around; inadequate aileron/rudder coordination during go-around in gusty conditions can result in wing drop and ground contact at low altitude.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Peter O Knight Airport (KTPF). KTPF has its own accident history (forced landing, loss of control, ditching are the dominant patterns), but these specific NTSB 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: go-around accidents in gusty crosswind conditions are almost always the result of improper flap management, inadequate airspeed maintenance, or delayed recognition of the need to go around. The PA-28-181 is a heavier, faster airplane than a Cessna 172 — it carries more energy into the landing, floats longer, and requires a more deliberate go-around. A bounce at 50 ft AGL in a PA-28-181 is not a minor event; it is a signal to go around immediately. Improper flap management during the go-around (raising flaps too quickly, all at once) is the single most common error in the accident sequence.
Key lesson — In gusty crosswind conditions at KTPF, recognize early that the approach is unstable and initiate a go-around at a safe altitude (400+ ft AGL). Manage flaps incrementally during the go-around: raise to 20°, build airspeed to Vy (76 KIAS), then continue raising. Maintain crosswind control inputs (aileron and rudder) throughout the go-around — a gust that lifts a wing increases angle of attack and can precipitate a stall. If a bounce occurs at low altitude, go around immediately. If conditions are beyond your comfort level, request a different runway or divert to a calmer field. The PA-28-181 is a capable airplane, but it is heavier and faster than a Cessna 172 — respect that difference in gusty conditions.
Debrief — teaching points
Recognize an unstable approach early and go around at a safe altitude.
An unstable approach in gusty crosswind conditions is not a minor issue — it is a signal to go around. If you are correcting for gusts on every 100 ft of descent, if the airplane is drifting or bouncing, or if you are uncomfortable with the approach, initiate a go-around at 400+ ft AGL. This gives you altitude to execute the procedure correctly and options if something goes wrong. A go-around at 400 ft AGL is safe and recoverable. A go-around at 50 ft AGL is marginal. A bounce at 50 ft AGL followed by a stall is fatal. The decision to go around is not a failure — it is airmanship.
Manage flaps incrementally during go-around — never raise them all at once.
The PA-28-181 POH does not specify a flap-raise sequence for go-around, but the accident data is clear: raising flaps all at once during go-around in gusty conditions precipitates a stall. The correct procedure is to raise flaps in increments (40° → 20° → 10° → 0°) as airspeed builds. Raise to 20°, establish a climb at Vy (76 KIAS), then raise to 10°, then to 0°. This maintains airspeed margin and control authority throughout the go-around. The drag reduction from flap retraction is gradual, not sudden, and the airplane remains in a stable climb.
Maintain airspeed above Vy (76 KIAS) during go-around — this is your stall margin.
Best rate of climb (Vy) for the PA-28-181 is 76 KIAS. This is also the speed at which the airplane has the best control authority and the most margin above the stall. During a go-around, especially in gusty conditions, maintain 76+ KIAS. Do not allow a gust or a pitch-up to push you below this speed. If airspeed drops toward 70 KIAS, lower the nose to build airspeed — do not try to climb at a lower speed. A gust that lifts the wing increases angle of attack; if you are already at a high angle of attack (low airspeed), that gust can push you into a stall.
Maintain crosswind control inputs throughout the go-around — gusts don't stop when you apply power.
A common error in go-around accidents is to focus on pitch and power and forget about crosswind control. The wind does not stop when you initiate a go-around. If you are in a 35° crosswind on approach, you are still in a 35° crosswind during the go-around. Maintain aileron and rudder inputs to keep the wings level and the nose aligned with the runway (or your intended climb-out heading). A gust that drops the left wing during go-around requires immediate right aileron and left rudder — the same inputs you were using on approach. Do not relax crosswind control.
The PA-28-181 floats longer and carries more energy than a Cessna 172 — respect that difference.
The PA-28-181 is a heavier, faster airplane than a Cessna 172. It floats longer in a flare, it carries more kinetic energy into the landing, and it requires a more deliberate go-around. If you are transitioning from a 172 to an Archer, expect the Archer to float farther down the runway. A bounce at 50 ft AGL in an Archer is not a minor event — it is a signal to go around immediately. The Archer's heavier weight and higher approach speed mean that a bounce can develop into a serious situation quickly.
At KTPF, Runway 22 is a 35° crosswind in a 180° wind — consider requesting a different runway.
KTPF has four runways: 4/22 and 18/36. In a 180° wind, Runway 22 is a 35° crosswind (challenging), while Runway 4 is a headwind (favorable). If conditions are marginal on Runway 22, ask for Runway 4. The tower is non-towered (CTAF), so you announce your intentions, but you can request a different runway. A different runway with a more favorable wind component is always an option. If no runway is favorable, divert to a nearby field with calmer conditions.
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 go-around failure), ERA09CA322 (2009 PA-28-181 directional control loss during landing), CHI08CA147 (2008 PA-28-181 stall during go-around after improper flap raise), and regional precedents ERA20CA072, LAX07CA256, GAA17CA103, GAA17CA513 (crosswind/gust go-around stalls). Localized to KTPF.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ERA20CA072 · LAX07CA256 · GAA17CA103 · GAA17CA513
ACS tasks: PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Preparation · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.103
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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