The Float and the Climb
A balked landing, improper flap configuration, and a stall at 300 feet — the SR22's energy state and the critical angle of attack
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 23, returning to your home base after a 1.5-hour local flight. Elevation 22 ft MSL. The runway is 5,000 ft of asphalt; you have plenty of room.
It is a warm, humid Florida afternoon in late May: OAT 31°C, dew point 24°C, altimeter 29.92. Density altitude is approximately 2,200 ft — well above field elevation. Scattered clouds at 3,500 ft, light winds from the south at 4 knots. Visibility 10 SM. VFR all the way. KVDF is non-towered; you are operating on CTAF (122.775). The overlying Tampa Class B airspace begins at 3,000 ft MSL.
You are on final approach to Runway 23, descending through 500 ft AGL, airspeed 77 KIAS (Vref, short-field approach speed with full flaps). The runway is made. You are stable, on glide path, and ready to land. The wind is light and steady.
Aircraft: Cirrus SR22, solo, 3,200 lb (within limits). Continental IO-550-N fuel-injected engine, constant-speed prop, glass Perspective panel, fixed gear. Full fuel. Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, current, roughly 250 hours total, with 80 hours in the SR22. You are familiar with KVDF; you have landed here dozens of times. You are not fatigued, not distracted, and not rushed. This is a routine return to your home base.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 ft'}
- {'label': 'Aircraft', 'value': 'SR22'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about the SR22's stall characteristics and go-around procedures? (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 its home base at Falcon Field, Arizona, encountered a long float during landing flare. The pilot aborted the landing and initiated a go-around. However, the pilot retracted the flaps fully in one motion while the airspeed was still low (approximately 70 KIAS, below Vy of 101 KIAS). The sudden loss of lift caused the nose to pitch up sharply. The airplane stalled at approximately 50 ft AGL. The pilot attempted to recover by pulling back on the yoke, which deepened the stall. The airplane descended uncontrollably, struck the runway, veered left, and collided with a parked Cessna 172. The probable cause was the pilot's improper flap configuration during the go-around and the attempt to climb out of ground effect at insufficient airspeed, resulting in an aerodynamic stall.
NTSB WPR20FA019 (2019, FATAL): A Cirrus SR22 on a personal flight stalled during landing approach while maneuvering in the traffic pattern at low airspeed. The pilot exceeded the critical angle of attack while attempting to maneuver for landing. The airplane descended uncontrollably and impacted a residential area. The probable cause was the pilot's exceedance of the airplane's critical angle of attack while maneuvering for landing.
NTSB CEN18FA204 (2018, FATAL): A Cirrus SR22 on a personal flight stalled during initial climb at 200 ft AGL and entered an uncontrollable descent, impacting terrain. The accident was attributed to an inadvertent stall at low altitude with contributing factors including high density altitude (similar to KVDF's ~2,200 ft DA) and the student pilot's limited experience.
NTSB ATL06LA035 (2006): A Cirrus SR22 encountered icing conditions while climbing to 9,000 ft in an area where the aircraft was not certified to operate. The pilot's inadequate preflight planning and failure to obtain current weather information led to continued flight into known icing. Ice accumulation caused airspeed decay, an inadvertent stall, and a spin. The airplane impacted trees.
The consistent thread: the SR22's stall characteristics are unforgiving at low altitude. The margin between approach speed (77 KIAS Vref) and stall (59 KIAS Vs0 in landing configuration) is only 18 knots. Exceeding the critical angle of attack — even briefly — at low altitude with insufficient airspeed margin results in an aerodynamic stall, regardless of the airspeed indicator. The POH's primary response to an unrecoverable stall or spin is CAPS deployment, not control inputs. At KVDF, with a density altitude of ~2,200 ft, the energy state is even higher — the airplane floats more, and the stall risk during a go-around is real.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Tampa Executive Airport (KVDF). KVDF's own accident history shows a dominant pattern of LOSS_OF_CONTROL_GROUND (18.4%), HARD_LANDING (18.4%), and FORCED_LANDING (15.8%). This scenario is localized to KVDF to make the landing environment and the go-around decision real and consequential for you as a student here.
The off-field environment at KVDF is favorable on most runway ends: Runway 05 climb-out is over wooded wetland and pasture (good); Runway 23 climb-out is over pasture and medium development (good); Runway 18 climb-out is over low-density development and parks (marginal). However, Runway 36 climb-out is over medium development and open water (ditching risk). This scenario uses Runway 23, which has good off-field options — but the stall/spin risk is the same regardless of runway.
Key lesson — The SR22's stall at low altitude is a trap. The float during landing flare is normal and manageable — accept a longer landing distance or use a slip. If you choose to go around, retract flaps in stages (25% → 0%) as airspeed builds toward Vy (101 KIAS). Never retract flaps fully at low airspeed; the sudden loss of lift will pitch the nose up and risk a stall at 50 ft AGL. If a stall develops at low altitude, CAPS deployment is the correct response — not control inputs. At KVDF's density altitude of ~2,200 ft, the energy state is high and the float is pronounced. Plan for a longer landing distance or be prepared to go around with the correct procedure.
Debrief — teaching points
The SR22 floats — it is not a deficiency, it is a characteristic.
The SR22's wing design and energy state naturally produce a long float during landing flare. At high density altitude (like KVDF's ~2,200 ft DA), the float is even more pronounced. This is not a failure of technique; it is the airplane's behavior. The correct response is to accept the float and land further down the runway, or to use a forward slip to increase descent rate. A 5,000 ft runway (Runway 05/23 at KVDF) provides plenty of room for a float landing. Plan for it, accept it, and land.
A go-around is a normal option — not a failure.
If the approach is unstable, the float is excessive, or you are not comfortable with the landing, a go-around is always an option. The SR22 has the performance to execute a go-around and return for another approach. Do not feel pressured to land if the approach is not right. A go-around is a sign of good judgment, not poor flying.
Flap retraction during a go-around must be staged — never retract flaps fully at low airspeed.
The critical error in NTSB WPR11LA169 was full flap retraction at 50 ft AGL with airspeed at 70 KIAS — below Vy (101 KIAS). The sudden loss of lift pitched the nose up sharply and caused a stall. The correct procedure is to retract flaps in stages: move to 25% (50% flaps), allow airspeed to build, then continue to retract. By the time flaps are fully retracted, airspeed should be at or above Vy. This staged approach prevents the sudden loss of lift and the pitch-up stall.
The critical angle of attack is the stall — not the airspeed indicator.
The SR22 can stall at any airspeed if the critical angle of attack is exceeded. During a go-around at low altitude, if the nose pitches up sharply and the airspeed decays, you are approaching or at the critical angle of attack. The correct response is to push the yoke forward to lower the nose and reduce the angle of attack — do not pull back. Pulling back will deepen the stall. The stall warning horn (if equipped) is a late indicator; by the time it sounds, you are already at the critical angle of attack.
CAPS is the primary response to an unrecoverable stall or spin at low altitude.
The SR22 POH does not recommend intentional spin recovery by control inputs. CAPS — the whole-airframe parachute — is the primary response to an unrecoverable stall, spin, or loss of control at low altitude. If you find yourself in a stall at 50 ft AGL with the nose pitched up and the airspeed decaying, CAPS deployment is the correct call. The parachute will arrest the descent rate and prevent a catastrophic impact. CAPS is not a last resort; it is the designed response.
High density altitude increases the float and the stall risk.
At KVDF, the density altitude is approximately 2,200 ft — well above field elevation. This means the airplane performs as if it is at 2,200 ft, not at 22 ft. The float during landing flare is more pronounced, the climb performance is reduced, and the stall risk during a go-around is higher. Plan for a longer landing distance and be prepared to go around with the correct procedure. Do not attempt to force the airplane onto the runway in high density altitude conditions.
Built from the real accident record
Scenario built from NTSB WPR11LA169 (2011 SR22 stall during go-around after landing float, improper flap configuration), WPR20FA019 (2019 SR22 stall during landing approach, exceedance of critical angle of attack), CEN18FA204 (2018 SR22 stall during initial climb at high density altitude), and ATL06LA035 (2006 SR22 stall/spin in icing, inadequate preflight planning). Localized to Tampa Executive Airport (KVDF), a non-towered field with good off-field options on most runway ends but open water off Runway 36.
NTSB reports: WPR11LA169 · WPR20FA019 · CEN18FA204 · ATL06LA035
ACS tasks: PA.VIII.A — Preflight Inspection · PA.VIII.B — Engine Starting · PA.VIII.C — Takeoff and Climb · PA.VIII.D — Cruise · PA.VIII.E — Descent · PA.VIII.F — Landing · PA.VIII.G — Go-Around / Rejected Landing · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.185
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 KVDF