The Bounce and the Decision
A hard landing, a bounce, and the critical go-around decision in a high-performance Cessna 182
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 05, landing after a local flight. Elevation 22 ft MSL. The runway is 5,000 ft long, ASP, and runs on a true heading of 042° (magnetic 027°). You have been flying the C182 for roughly 40 hours — you hold the high-performance endorsement, and this is your third landing at KVDF.
It is a warm Florida afternoon: OAT 31°C, dew point 24°C, altimeter 29.91. Density altitude at KVDF is approximately 1,800 ft — the field 'feels' like it is 1,800 ft above sea level in terms of aircraft performance. Winds are light and variable, 3–5 kt. Visibility 10 SM. KVDF is non-towered (CTAF 118.3). You are in Class G airspace; overlying Class B (Tampa Bravo) begins at 3,000 MSL.
You are on a 2-mile final for Runway 05. The approach is stable: 70 KIAS (best glide / approach speed), power reduced, prop full RPM, cowl flaps open for cooling. Flaps are at 20°. The runway is ahead, clear, and you are on centerline. You plan a normal landing — a touch-and-go to build proficiency.
Aircraft: Cessna 182 Skylane, solo, within weight and balance limits. The airplane came out of maintenance 3 days ago — a routine 100-hour inspection and elevator trim rigging adjustment. You performed a preflight this morning and found nothing amiss. The elevator trim feels normal in flight.
Pilot: you — a Commercial pilot, current, 200 hours total time, 40 hours in the C182. You have landed at KVDF twice before. You are current and proficient, but the C182's heavier nose and faster approach energy are still relatively new to you. You have not yet internalized how much float and porpoise risk this airplane carries if the flare is shallow or the touchdown is firm.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 ft'}
- {'label': 'Aircraft', 'value': 'C182'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about the C182's landing characteristics and go-around decision-making? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA113 (2021): A Cessna 182 on a personal flight experienced a hard landing and runway excursion when the pilot failed to properly recover from a bounced landing. The pilot attempted to land again after the bounce instead of executing a go-around. The second landing was harder, and the nose gear was damaged. On a subsequent takeoff, the nose gear collapsed, and the airplane nosed over. The probable cause was the pilot's improper recovery from the bounced landing and failure to execute a timely go-around.
NTSB WPR20CA269 (2020): A Cessna 182 landed hard more than halfway down the runway, bounced, and the pilot delayed the go-around decision until insufficient runway remained. The pilot attempted to continue the landing, but the airplane departed the runway and collided with trees. The probable cause was the pilot's decision to continue an unstable approach and delayed go-around decision.
NTSB ERA26LA009 (2025): A Cessna 182H made a hard landing on the nose gear after the pilot, while holding the jump door closed, attempted to add elevator trim for the landing flare. The accident resulted from improper rigging of the elevator trim system by maintenance personnel and failure to perform post-maintenance and preflight inspections that would have detected the defect. The pilot's inability to flare properly due to the trim defect contributed to the hard landing.
The common thread: the C182's heavier nose and higher approach energy make it unforgiving of shallow flares or late flare initiation. A bounced landing is not a minor event — it is a signal to go around immediately. Delayed go-around decisions, attempts to salvage unstable landings, and hard landings on the nose gear can cascade into nose gear damage, gear collapse on subsequent takeoffs, and nose-overs.
At KVDF, the off-field environment off Runway 05 (heading 042°) is wooded wetland and pasture — survivable for a forced landing, but challenging. A nose-over on the runway is more dangerous than a forced landing in open terrain. The decision to go around must be made early, before the runway runs out.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Tampa Executive Airport. KVDF has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_GROUND 18.4%, HARD_LANDING 18.4%, FORCED_LANDING 15.8%). The scenario is localized to KVDF to make the runway length, density altitude, and off-field environment real and consequential for you as a student here.
Post-maintenance inspections are non-negotiable. ERA26LA009 shows that improper elevator trim rigging by maintenance can make the airplane difficult to flare. A post-maintenance flight test, including a trim check in the landing configuration, is mandatory before returning to normal operations.
Key lesson — In the C182, a bounced landing is a go-around event, not a salvage opportunity. The airplane's nose-heavy design and higher approach energy mean that a shallow flare or firm touchdown can produce a bounce. If the airplane bounces, go around immediately — do not attempt a second landing on the same approach. The go-around decision must be made early, before the runway runs out. A hard landing on the nose gear can damage the shimmy damper or the gear itself; subsequent takeoffs may reveal the damage when the gear collapses. Inspect the nose gear after any hard landing.
Debrief — teaching points
The C182 is nose-heavy and floats more than a C172 — flare technique matters.
The C182 Skylane is a heavier, faster airplane than the C172. Its center of gravity is farther forward, making it nose-heavy. A shallow or late flare will cause the airplane to float farther down the runway than you expect. The correct flare is firm and early — raise the nose aggressively to slow the descent rate and touch down in the first third of the runway. A gentle, late flare invites a long float and a landing far down the runway, which reduces your safety margin.
A bounced landing is a go-around event — not a salvage opportunity.
If the C182 bounces after a hard landing, go around immediately. Do not attempt a second landing on the same approach. A bounced landing signals an unstable approach and improper flare. Trying to salvage it by landing again risks a second hard impact on an already-stressed nose gear. The go-around is the safe, professional response. Climb to pattern altitude, reset, and try again.
The go-around decision must be made early — before the runway runs out.
In the C182 at high density altitude (KVDF's DA is ~1,800 ft on a hot day), climb performance is reduced. If you decide to go around at 2,300 ft down a 5,000 ft runway, you have only 2,700 ft of runway to climb out over. At 3 ft AGL at the runway end, you are marginal. If you wait until 3,000 ft down the runway, you have only 2,000 ft remaining — you may not clear obstacles off the runway end. Make the go-around decision early, when you still have altitude and runway to work with.
Hard landings on the nose gear can cause hidden damage — shimmy damper failure, gear misalignment.
A hard landing in the C182 can damage the nose gear shimmy damper or misalign the nose wheel without obvious external signs. The damage may not be apparent until the next takeoff, when the nose gear collapses or the shimmy becomes violent. After any hard landing, inspect the nose gear before flying again. Look for loose fasteners, cocked wheels, or damage to the shimmy damper. If in doubt, call maintenance.
Post-maintenance inspections must include a trim check in the landing configuration.
ERA26LA009 shows that improper elevator trim rigging by maintenance can make the airplane difficult to flare. After any maintenance involving the flight control system, perform a post-maintenance flight test. In the landing configuration, check that the elevator trim responds correctly and that the airplane can be flared normally. If the trim feels stiff, reversed, or unresponsive, do not attempt to land — return to the airport and have maintenance re-inspect the rigging.
Density altitude erodes climb performance — a go-around on a hot day requires immediate positive action.
At KVDF on a hot day, density altitude can reach 1,800 ft or higher. The C182's climb performance is significantly reduced. A go-around at high density altitude requires immediate application of full power, prop full RPM, cowl flaps open, and a climb at Vy (80 KIAS). Do not delay — the sooner you apply full power and establish the climb, the better your chance of clearing obstacles off the runway end.
Built from the real accident record
Scenario built from NTSB ERA21LA113 (2021 C182 hard landing, bounced landing, nose wheel separation), WPR20CA269 (2020 C182 hard landing, bounce, delayed go-around, runway excursion), and ERA26LA009 (2025 C182H hard landing from elevator trim rigging defect). Anonymized and localized to KVDF (Tampa Executive Airport).
NTSB reports: ERA21LA113 · WPR20CA269 · ERA26LA009
ACS tasks: PA.II.J — Approach and Landing · PA.II.K — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.B — Engine Starting / Systems Preflight · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §61.31
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 Cessna 182 Skylane scenarios · More scenarios at KVDF