Go-Around in the Gusts
Crosswind, a bounced landing, and a low-altitude recovery — the DA40's energy state and control authority are both marginal
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 05, landing in gusty crosswind conditions. Elevation 22 ft MSL. Non-towered field (CTAF); you are self-announcing on 122.8.
It is a late-afternoon VFR flight in early summer: OAT 32°C, dew point 24°C, altimeter 29.89. Winds are reported from 080° at 12 knots, gusting to 18 knots — a direct crosswind to Runway 05 (true heading 042°). Visibility 10 SM, scattered clouds at 3,500 ft. The wind is gusty and variable; the ATIS equivalent would show 'moderate turbulence below 2,000 ft.' This is a challenging but legal VFR landing condition.
You are on a short final approach to Runway 05, 300 ft AGL, 70 KIAS (Vref), flaps down (landing configuration), gear fixed (DA40 has fixed gear). The runway is 5,000 ft long. The wind gusts; the left wing lifts. You correct with right aileron. The gust passes; you over-correct and the right wing drops. You are drifting left of centerline. The runway is still ahead. You have a decision to make in the next 10 seconds.
Aircraft: Diamond DA40, solo, full fuel, within limits. Lycoming IO-360-M1A (fuel-injected), constant-speed prop, fixed gear. G1000 glass panel. Fuel selector is set to RIGHT (you switched to the right tank 20 minutes ago; the left tank is full). Nothing was written up; the airplane is airworthy.
Pilot: you — a Commercial pilot, current, roughly 400 hours total. You have 15 hours in the DA40. You have done go-arounds before, but not in crosswind gusts this strong. You did not expect the wind to be this gusty on approach; the ATIS was 'light and variable' 20 minutes ago. The wind has picked up.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about go-around procedures and energy management in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB GAA19CA582 (2019): A Diamond DA40 on an instructional flight experienced a loss of control during an aborted go-around when the pilot cut power and applied brakes with insufficient runway remaining. The accident resulted from the pilot's decision to abort the go-around without adequate runway distance and failure to accurately communicate intentions to ATC. The airplane ran off the runway and struck a concrete barrier.
NTSB GAA19CA409 (2019): A Diamond DA40 on an instructional flight drifted left of the runway during landing in crosswind conditions and struck a runway edge light during a go-around. The accident resulted from the pilot's failure to maintain runway heading and bank control in crosswind conditions. The go-around was initiated, but control was lost during the initial climb-out.
NTSB GAA19CA431 (2019): A Diamond DA40 stalled during a go-around attempt on a short grass runway in high-density altitude conditions after the pilot delayed the go-around decision and the aircraft floated. The accident resulted from the pilot's delayed decision to go around and exceedance of the airplane's critical angle of attack in high-temperature, high-density altitude conditions. The stall occurred at low altitude during the go-around climb-out.
Regional precedent NTSB ERA20CA072 (2020): A Beech C23 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 accident resulted from the pilot's failure to maintain control during landing and the flight instructor's delayed intervention. The stall occurred at 50 ft AGL.
The common thread across all these accidents: loss of control during go-around in gusty or crosswind conditions, often triggered by a delayed go-around decision, inadequate airspeed management during the climb-out, or failure to retract flaps in stages. The DA40 is a slippery, efficient airplane — it floats in a crosswind approach, and the energy state during go-around is marginal if flaps are not managed correctly.
KVDF (Tampa Executive) is a non-towered field with two runways: 05/23 (5,000 ft) and 18/36 (3,219 ft). The off-field environment off Runway 05 (climb-out heading 042°) is good — mostly wooded wetland, medium development, pasture. Off Runway 36 (climb-out heading 360°) is ditching — mostly medium development, wooded wetland, and open water. The wind at KVDF can be gusty in the afternoon; the field's dominant accident pattern includes LOSS_OF_CONTROL_GROUND (18.4%), HARD_LANDING (18.4%), and FORCED_LANDING (15.8%). Crosswind and wind shear are real hazards here.
The real accidents cited above occurred at other airports and in other aircraft (or in the DA40 at other locations) — NOT at KVDF. The scenario is localized to KVDF to make the off-field environment and the field's accident history real and consequential for you as a student here. The decision to go around early, manage flaps correctly, and either attempt a different runway or divert is the lesson.
Key lesson — In gusty crosswind conditions, the decision to go around must be made early — as soon as the approach is unstable or the landing is not assured. Once committed to the go-around, airspeed is the priority: maintain Vy (66 KIAS) or above, retract flaps in stages to avoid a sudden pitch change, and advance the constant-speed prop to full RPM for maximum power. The DA40 is slippery and efficient; it floats in a crosswind approach and the energy state during go-around is marginal if flaps are not managed correctly. A stall at low altitude during go-around is catastrophic. If the wind is marginal and you have already gone around once, divert to a runway with better alignment or a nearby airport with more favorable conditions.
Debrief — teaching points
The decision to go around must be made early — before the approach becomes unstable.
In the DA40, a crosswind approach in gusty wind is marginal at best. The airplane floats easily and is sensitive to wind gusts. If you are drifting, the wing is dropping, or the approach is not stable by 300 ft AGL, go around. Do not wait for a bounce or a hard landing to make the decision. An early go-around at 300 ft AGL is far safer than a late go-around at 100 ft AGL or a bounced landing. The NTSB GAA19CA409 and GAA19CA431 precedents both show accidents that resulted from delayed go-around decisions.
On go-around, retract flaps in stages — not all at once.
When you retract flaps from landing configuration (full down) to zero, the sudden loss of flap-induced lift causes a pitch-down moment. If you retract all flaps at once, the pitch change is abrupt and can cause a loss of control or a sudden loss of altitude. Instead, retract flaps in stages: first to approach (5°), then to zero. Each stage causes a gentle pitch change that you can manage with elevator input. The staged approach keeps the airplane stable and maintains control authority during the critical go-around phase.
Airspeed is the priority on go-around — never sacrifice airspeed for altitude.
The DA40's best rate of climb (Vy) is 66 KIAS. On go-around, maintain Vy or above. If you pitch up too steeply to climb away from the ground, airspeed will decay and you risk a stall at low altitude — catastrophic. The correct technique is to maintain a shallow climb angle, keep airspeed at or above Vy, and let the airplane climb naturally as power and airspeed increase. The NTSB GAA19CA431 precedent shows a DA40 that stalled during go-around because the pilot pitched up too steeply and allowed airspeed to decay below the stall speed.
The DA40 has a constant-speed prop — advance the prop control to full RPM on go-around.
The DA40's Lycoming IO-360-M1A is a fuel-injected engine with a constant-speed propeller. On go-around, advance the throttle to full power AND advance the prop control to full RPM (high RPM). The constant-speed prop will adjust blade pitch to maintain the selected RPM, maximizing available power. Failure to advance the prop control means you are not getting full power from the engine. In a go-around, maximum available power is essential.
The DA40 fuel selector is LEFT / RIGHT — no BOTH position. Ensure the selected tank is not empty.
Unlike some other aircraft, the DA40 has no BOTH position on the fuel selector. The pilot must actively manage LEFT / RIGHT. On go-around, if you have been flying on the right tank and the right tank is now empty, fuel starvation will occur. Before takeoff, ensure both tanks are full and track your fuel consumption. On go-around, if you suspect fuel starvation, switch to the other tank immediately. A fuel starvation event during go-around is as catastrophic as a stall.
If the wind is marginal and you have already gone around once, divert.
The DA40's demonstrated crosswind capability is roughly 12 knots. If the wind is gusting beyond that and you have already gone around once, the conditions are telling you something: divert to a runway with better wind alignment or a nearby airport with more favorable conditions. There is no prize for landing at the original airport in marginal conditions. A diversion is a conservative, defensible decision that prioritizes safety over schedule.
Built from the real accident record
Scenario built from NTSB GAA19CA582, GAA19CA409, GAA19CA431 (DA40 go-around loss-of-control events), and regional precedents ERA20CA072, ATL07CA048, GAA17CA103, MIA08CA179. Anonymized and localized to KVDF.
NTSB reports: GAA19CA582 · GAA19CA409 · GAA19CA431 · ERA20CA072 · ATL07CA048 · GAA17CA103 · MIA08CA179
ACS tasks: PA.VII.A — Approach and Landing · PA.VII.B — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.VIII.A — Emergency Descent
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.
Open the interactive scenario →All sample scenarios · More Diamond DA40 scenarios · More scenarios at KVDF