Bouncing Off Runway 22
A misjudged flare, a bounced landing, and the Archer's heavy energy — recovery or excursion?
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, landing on a warm, hazy Florida afternoon. Elevation 8 ft MSL. The runway is 3,583 ft long, plenty of concrete, but the off-field environment off Runway 22's departure end (heading 217°) is open water — Hillsborough Bay. Off the other end (Runway 04, heading 37°) is dense development.
Conditions: OAT 31°C, dew point 24°C, altimeter 29.91. Winds reported 200° at 12 gusts 18 knots — a crosswind from the left on Runway 22. Visibility 10 SM, scattered clouds at 3,000 ft. A typical Gulf Coast summer afternoon: warm, humid, and gusty. KTPF is non-towered (CTAF 122.8); you are in Class G airspace, but the overlying Tampa Class B begins at 1,200 ft MSL.
Aircraft: Piper PA-28-181 Archer, solo, 2,400 lbs (within limits). Carbureted Lycoming O-360, 180 hp, fixed-pitch prop, fixed landing gear. You are on approach to Runway 22 from the northeast, descending through 1,500 ft MSL, 8 miles out. You have been flying the Archer for 12 hours total; this is your second solo flight in this airplane. Your CFI is not on board.
Pilot: You — a Private pilot, current, roughly 180 hours total time. You are familiar with Cessnas (150 hours) but new to the Archer. The Archer is heavier, faster, and carries more energy than the Cessna 172 you trained in. It floats longer on landing. You have not yet internalized how much runway the Archer needs to stop, or how much energy it carries on approach.
Approach briefing: Runway 22 is 3,583 ft long. Best glide speed for the Archer is 76 KIAS. Approach speed (Vref) is 66 KIAS. Full flaps (40°) are allowed down to 102 KIAS. The crosswind is 12 gusts 18 — within limits for the Archer (max demonstrated crosswind 17 knots), but it requires active correction and a crabbed approach. You have not briefed a go-around; you are focused on landing.
- {'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 get into the decision tree — what do you already know about landing the Piper Archer in crosswind conditions? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA10CA473 (2010): A Piper PA-28-181 on approach to a destination airport encountered windshear and stalled during landing, resulting in a hard landing and runway excursion. The pilot's inadequate compensation for crosswind conditions led to a hard landing and loss of directional control. The airplane departed the runway. The probable cause was the pilot's inadequate compensation for crosswind conditions.
NTSB LAX08CA199 (2008): A Piper PA-28-181 student pilot on solo flight was vectored to Runway 22R and landed with excessive airspeed after delaying flap extension. The aircraft bounced on touchdown, veered left during recovery, departed the runway, and struck a ditch, collapsing the nose gear and damaging the firewall. The probable cause was the student pilot's inadequate recovery from the bounced landing and failure to maintain directional control.
NTSB LAX04CA289 (2004): A Piper PA-28-181 on a student instructional flight experienced a hard landing and runway excursion at Scottsdale Airport. The student pilot misjudged the landing flare, resulting in a stall and hard landing. The pilot failed to maintain directional control during the landing rollout. The airplane departed the runway. The probable cause was the pilot's misjudged flare and failure to maintain directional control. The improper recovery from a bounced landing was a contributing factor.
The common thread across all three accidents: a hard landing or a bounced landing, followed by a loss of directional control, followed by a runway excursion. The Archer is heavier and faster than a Cessna 172 — it carries more energy on landing, floats longer, and requires a longer flare. A misjudged flare or an excessive approach speed sets up a bounce. A bounce at low altitude is unstable — the correct response is a go-around, not a recovery attempt.
At KTPF, the off-field environment off Runway 22's departure end (heading 217°) is open water — Hillsborough Bay. A runway excursion to the left of Runway 22 is a ditching. The real accidents cited above occurred at other airports — NOT at Peter O Knight Airport. But the geographic reality at KTPF is that a loss of directional control on Runway 22 has water as the off-field consequence.
The lesson is unambiguous: a stable approach at Vref (66 KIAS), a smooth crosswind slip, and a progressive flare are the standard. A hard landing or a bounce is a warning sign. A loss of directional control after a bounce is a go-around, not a recovery attempt. The Archer is a forgiving airplane, but it will not forgive a tip-over or a ditching.
Key lesson — The Piper Archer is heavier and faster than a Cessna 172 — it carries more energy on landing and floats longer. A misjudged flare or an excessive approach speed sets up a hard landing or a bounce. A bounce at low altitude is unstable; the correct response is a go-around, not a recovery attempt. At KTPF, Runway 22's off-field environment to the left is open water — a runway excursion is a ditching. Fly a stable approach at Vref (66 KIAS), transition smoothly from crab to wing-low slip, and flare progressively. If the landing is unstable, go around.
Debrief — teaching points
The Archer carries more energy than a Cessna 172 — it floats longer and requires a longer flare.
The Piper Archer is heavier (2,550 lbs gross vs. 2,450 lbs for a C172) and faster (cruise 125 KIAS vs. 100 KIAS). It carries more kinetic energy on landing. A flare that works in a Cessna 172 will result in a float in an Archer. The Archer's approach speed (Vref) is 66 KIAS; best glide is 76 KIAS. Landing at a higher speed (70+ KIAS) increases float and decreases braking effectiveness. Approach speed discipline is critical.
Crosswind landing technique: crab on approach, wing-low slip on short final.
In a crosswind, maintain a crabbed approach (nose pointed into the wind) until short final. As you approach the runway, transition to a wing-low slip: lower the wing into the crosswind and apply opposite rudder to align the nose with the runway. This corrects the crosswind just before touchdown and prevents a side-load on the landing gear. A crabbed landing (nose pointed left or right) results in a side-load on the gear and a rough landing. The transition from crab to slip must be smooth and progressive, not abrupt.
A misjudged flare — too high, too early, or too aggressive — sets up a hard landing or a bounce.
The flare is the most critical phase of the landing. A progressive, smooth flare over the last 20 ft of altitude is the standard. An early or aggressive flare can result in a stall attitude and a hard landing. A late flare results in a high-speed touchdown and a bounce. In the Archer, a bounce at low altitude is particularly dangerous because the airplane carries so much energy. A bounced landing is unstable — the correct response is a go-around, not a recovery attempt.
A bounced landing is unstable — go around, do not try to salvage it.
If the main gear bounces on touchdown, the correct response is to apply full power, raise flaps, and go around. Do not try to land the bounce. A bounced landing at low altitude is unstable, and attempting to recover risks a loss of directional control and a runway excursion. The NTSB LAX08CA199 pilot attempted to recover from a bounce and lost directional control, departing the runway and striking a ditch. The NTSB LAX04CA289 pilot misjudged the flare, resulting in a bounce and a runway excursion. Both accidents could have been prevented by a go-around.
At KTPF, Runway 22's off-field environment to the left is open water — a runway excursion is a ditching.
The off-field environment off Runway 22's departure end (heading 217°) is open water — Hillsborough Bay. A runway excursion to the left of Runway 22 is a ditching, not a field landing. There is no alternate landing surface. A loss of directional control on Runway 22 has water as the off-field consequence. This makes directional control during the landing rollout critical. If you lose directional control after a bounce, a go-around is the only safe option.
Approach speed discipline: fly Vref (66 KIAS) on approach, not faster.
The Archer's approach speed (Vref) is 66 KIAS. Landing at a higher speed (70+ KIAS) increases float, decreases braking effectiveness, and increases the risk of a bounce. A stable approach at 66 KIAS, with gradual flap extension (10° → 20° → 40°), is the standard. Delaying flap extension or flying a fast approach sets up a long, floating landing and a bounce. Approach speed discipline is the foundation of a stable landing.
Built from the real accident record
Scenario built from NTSB ERA10CA473 (2010 PA-28-181 hard landing / windshear), LAX08CA199 (2008 PA-28-181 bounced landing / runway excursion), and LAX04CA289 (2004 PA-28-181 misjudged flare / hard landing). Localized to KTPF, Tampa, FL.
NTSB reports: ERA10CA473 · LAX08CA199 · LAX04CA289
ACS tasks: PA.VII.C — Approach and Landing · PA.VII.D — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
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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