Bounce and Go-Around in Gusty Wind
A crosswind bounce on short final, a go-around decision, and the stall trap at low altitude — control inputs matter
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 23, a 3,219-ft crosswind runway. Elevation 22 ft MSL. You are a Private pilot with roughly 180 hours total time, current and proficient. This is a local VFR flight in a Cessna 172N.
The weather is VFR but gusty: winds from 210° at 12 knots, gusting to 18 knots. Runway 23 is aligned 222° true, so the wind is roughly a 20° crosswind gust scenario — manageable, but it requires attention. Visibility 10 SM, scattered clouds at 3,500 ft, temperature 24°C, dew point 18°C. The field is non-towered (CTAF); you will self-announce on 118.5.
You have completed a normal approach to Runway 23 from the south. You are on short final, 300 ft AGL, descending at 63 KIAS (Vref), full flaps (30°), and the airplane is stable. The runway is made. Then, 200 ft AGL, a wind gust from the left (west) lifts the left wing and drifts you right (east) toward the runway edge. You correct with left aileron and left rudder, but the airplane bounces — the main gear touches, then the nose gear, then all three touch hard and the airplane becomes airborne again at roughly 150 ft AGL.
You are now 150 ft AGL, full flaps, airspeed decaying from the bounce (roughly 55–60 KIAS), and the airplane is drifting right again. The runway is still ahead, but you are no longer stable. You have a decision to make: land the airplane or go around.
Aircraft: Cessna 172N, solo, full fuel, within limits. Engine running normally. Fixed-pitch prop, fixed gear, carbureted Lycoming O-320. Flaps are full (30°). The off-field environment off Runway 23's climb-out (heading 222°) is mostly pasture/hay, open water, and medium development — not ideal for a forced landing, but not a ditching either.
Pilot: you — current, proficient, but this is your first encounter with a bounce and a go-around decision in gusty wind. You have practiced go-arounds in calm conditions, but never in a gust scenario at low altitude.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 ft'}
- {'label': 'Aircraft', 'value': 'C172N'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about go-arounds in gusty wind and the stall risk during low-altitude recovery? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR23FA247 (2023, FATAL): A newly certified private pilot on his first post-checkride flight stalled during a go-around with full flaps extended and lost control, rolling inverted into buildings. The probable cause was the pilot's exceedance of the aircraft's critical angle of attack during takeoff, with flap retraction contributing to the loss of control. The pilot had minimal experience with go-arounds in gusty conditions.
NTSB ERA25LA164 (2025): A Cessna 172N student pilot aborted a landing due to gusting crosswind drift, applied full throttle for go-around, but was unable to maintain proper control inputs and entered a stall/spin. The aircraft impacted terrain nose-down with substantial left wing damage. The probable cause was the student pilot's failure to maintain airplane control during the attempted go-around, which resulted in an aerodynamic stall/spin.
NTSB ERA24LA048 (2023): A Cessna 172N on a Part 91 instructional flight experienced loss of control during a go-around when the student pilot made excessive control inputs and the flight instructor was unable to overpower the inputs. The probable cause was the student's improper control inputs and the instructor's delayed remedial action.
NTSB GAA17CA103 (2016): 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. (This accident occurred at a different airport and in a different aircraft, but the mechanism — wind gust during go-around, loss of control — is identical to the C172N scenario.)
NTSB MIA08CA179 (2008): A Cessna 172SP on a personal flight encountered a sudden wind shift on final approach, was lifted and banked right, and the pilot attempted a go-around but lacked sufficient power and clearance to avoid trees. The aircraft landed in a field between houses. The probable cause was the pilot's failure to maintain control in gusty winds and inadequate go-around planning.
The consistent thread across all these events: a go-around initiated at low altitude in gusty wind is a high-risk maneuver. The stall risk is real — especially if flaps are retracted too quickly or if pitch control is excessive. The crosswind gust risk is real — a wing drop at 150 ft AGL requires smooth, coordinated correction, not abrupt inputs. The decision to go around should be made EARLY, before the approach becomes unstable. Once committed to the go-around, the procedure must be flown precisely: full throttle, maintain airspeed above 65 KIAS, retract flaps in stages, and climb at a safe pitch angle.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Tampa Executive Airport (KVDF). KVDF has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_GROUND 18.4%, HARD_LANDING 18.4%, FORCED_LANDING 15.8%), but these specific stall/spin events happened elsewhere. The scenario is localized to KVDF to make the runway environment and wind conditions real for you as a student here.
Off Runway 23's climb-out (heading 222°), the off-field environment is mostly pasture/hay, open water, and medium development. A forced landing off that runway end is possible but challenging — the open water and medium development create obstacles. The better outcome is a successful go-around and a second approach, or a diversion to a more suitable runway.
Key lesson — A bounce at 150 ft AGL in gusty wind is an unstable condition. The go-around is the safe choice — initiate it early, commit fully, and fly the procedure precisely. Maintain airspeed above 65 KIAS throughout the go-around. Retract flaps in stages (20°, then 10°, then 0°) to avoid a sudden loss of lift and a stall. Manage pitch carefully — excessive pitch-up at low altitude with flaps extended is a stall trigger. Crosswind gusts during go-around require smooth aileron and rudder correction, not abrupt inputs. If the second approach is not stable by 200 ft AGL, go around again. There is no penalty for a second go-around; there is a fatal penalty for a stall at 150 ft AGL.
Debrief — teaching points
A bounce at low altitude in gusty wind is unstable — go around early.
A bounce (main gear touch, then nose gear, then all three touch, then airborne again) at 150 ft AGL in gusty wind is a sign that the approach is unstable. The wind is not cooperating, and the airplane is no longer in a stable descent. The correct response is to declare a go-around immediately — before the airspeed decays further and before the next gust drops a wing. Trying to salvage the landing from 150 ft AGL in gusty wind is high-risk. The go-around is the safe choice. This is not a failure; it is airmanship.
Maintain airspeed above 65 KIAS during the go-around — it is your margin against a stall.
Best glide speed for the C172N is 65 KIAS. During a go-around, especially at low altitude in gusty wind, maintain airspeed at or above 65 KIAS. This speed gives you margin above Vs0 (stall speed in landing configuration, 40 KIAS) and provides control authority to manage wind gusts. If airspeed decays below 60 KIAS during the go-around, lower the nose and trade altitude for airspeed — do not pull back on the yoke to maintain altitude. At 150 ft AGL, altitude is expendable; airspeed is not.
Retract flaps in stages during go-around — not all at once.
When you retract flaps from full (30°) to 0° all at once, the sudden loss of flap lift causes the nose to pitch down. If you instinctively pull back on the yoke to arrest the descent, you risk exceeding the critical angle of attack and stalling. The correct procedure is to retract flaps in stages: first to 20°, establish a climb, then to 10°, then to 0°. Each stage is small enough that you can manage the pitch with gentle control inputs. By the time flaps are fully retracted, the airplane is in a stable climb and the stall risk is minimal.
Excessive pitch-up during go-around is a stall trigger — manage pitch carefully.
At 150 ft AGL with full power and full flaps, the airplane wants to pitch up. If you pull back on the yoke aggressively to increase the climb rate, you will exceed the critical angle of attack and stall. The correct technique is to apply full throttle, lower the nose slightly to maintain airspeed, and let the airplane climb at a natural pitch angle (roughly 10–15° nose-up). The climb rate will be modest at first (because flaps are still extended), but it will increase as flaps are retracted. Patience and smooth control inputs are the keys.
Crosswind gusts during go-around require smooth, coordinated correction.
If a crosswind gust drops a wing during the go-around, the correction must be smooth aileron and coordinated rudder — not abrupt or excessive. An abrupt aileron input can cause a secondary stall or a spin. The correct technique is to level the wings with gentle aileron, apply coordinated rudder to maintain heading, and maintain airspeed. If the wind gust is severe and the wing tip is close to the ground, lower the nose to gain airspeed and control authority. Trade altitude for control.
A second go-around is not a failure — it is the correct decision if the approach is unstable.
If you complete the first go-around and return to pattern altitude, you have time to brief yourself on a second approach. If the second approach is not stable by 200 ft AGL (if the wind is still gusty, if the descent rate is too high, if the airplane is drifting), go around again. There is no penalty for a second go-around. The penalty is for a stall or loss of control at low altitude. The PIC has the authority and responsibility to go around as many times as necessary to execute a safe landing.
Built from the real accident record
Scenario built from NTSB WPR23FA247 (2023 C172N stall/loss of control during go-around, fatal), ERA25LA164 (2025 C172N student stall/spin during go-around in crosswind), ERA24LA048 (2023 C172N loss of control during go-around, instructional flight), and regional precedents ERA20CA072 (Beech 23 stall during go-around after bounce), ATL07CA048 (2023 Mooney stall during go-around with gear/flaps), GAA17CA103 (2016 Piper crosswind gust during go-around), and MIA08CA179 (2008 Cessna 172S wind-induced upset during go-around). Anonymized and localized to KVDF.
NTSB reports: WPR23FA247 · ERA25LA164 · CEN25LA099 · ERA24LA048 · ERA20CA072 · ATL07CA048 · GAA17CA103 · MIA08CA179
ACS tasks: PA.I.F — Weather Information · PA.VIII.D — Forward Slip to a Landing · PA.VIII.E — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Assessment
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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