Bouncing Back at Venice

Unstabilized approach, delayed go-around decision, and a gust that the Cherokee 180 cannot recover from — low-altitude loss of control

Piper Cherokee 180 · Venice Municipal Airport (KVNC) · Private · Landing / Go-Around

The scenario

• {'label': 'Field', 'value': 'KVNC · Venice'}
• {'label': 'Runways', 'value': '4/22 · 13/31'}
• {'label': 'Elevation', 'value': '18 ft'}
• {'label': 'Aircraft', 'value': 'PA-28-180'}
• {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}

The decision

Before we get into the decision tree — what do you know about go-arounds in gusty crosswind conditions in the PA-28-180? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — An unstable approach at low altitude in gusty conditions is the setup for a go-around accident. Recognize the instability early — high, drifting, inadequate airspeed — and go around before you are too low and slow to recover safely. During go-around, apply full power, hold a shallow climb pitch (5–8°), allow airspeed to build to 80+ KIAS before retracting flaps, and retract flaps gradually (10° at a time) to avoid sudden pitch changes. Maintain directional control with coordinated aileron and rudder. If a gust exceeds your control authority, reduce pitch to allow airspeed to build and regain control. At KVNC, wind gusts of 22 knots exceed the PA-28-180's demonstrated crosswind limit — recognize when conditions exceed your airplane's capability and make conservative decisions.

Debrief — teaching points

An unstable approach is the precursor to a go-around accident.

An unstable approach — high, drifting, inadequate airspeed, or unsettled by wind gusts — is the most common precursor to a go-around accident. The PA-28-180 is a stable, forgiving airplane, but it cannot compensate for a pilot who continues an unstable approach too far. Recognize the instability early: if you are high, drifting, or below target airspeed at 300 ft AGL, go around. The cost of a go-around is a few minutes and a little fuel. The cost of continuing an unstable approach is a hard landing, a bounce, or a loss-of-control accident.

The go-around decision must be made early, before the airplane is too low and slow to recover safely.

The decision window for a safe go-around closes rapidly as altitude decreases. At 300 ft AGL, you have options. At 150 ft AGL, your options are limited. At 50 ft AGL, a go-around is high-risk and a hard landing may be inevitable. Make the go-around decision early, when you have altitude and airspeed to work with. A go-around from 300 ft AGL is safe and routine. A go-around from 50 ft AGL is a desperate maneuver.

During go-around, apply full power FIRST and allow airspeed to build before establishing climb pitch.

The correct go-around technique in the PA-28-180 is: (1) apply full power immediately, (2) hold a shallow climb pitch (5–8°) to allow airspeed to build, (3) once airspeed reaches 80+ KIAS, begin gradual flap retraction (10° at a time), and (4) establish a safe climb to pattern altitude. Do NOT pitch up aggressively — an aggressive pitch-up at low airspeed will lead to a stall. The airspeed must build first; the climb attitude is secondary.

Flaps must be retracted gradually during go-around, not all at once.

Retracting flaps from 40° to 0° in one motion causes a sudden loss of lift and a pitch-down moment. The pilot often responds by pulling back on the yoke, which increases the angle of attack and can lead to a stall. The correct technique is to retract flaps 10° at a time, pausing between increments to allow the airplane to stabilize. This gradual approach prevents sudden pitch changes and maintains airspeed.

The PA-28-180 has a demonstrated crosswind limit of roughly 12 knots; gusts beyond that exceed the airplane's control authority.

The PA-28-180 POH lists a demonstrated crosswind limit of approximately 12 knots. At KVNC, the reported wind was 180° at 12 gusting to 22 knots. The gusts of 22 knots exceed the airplane's demonstrated capability. When wind gusts exceed your airplane's demonstrated limit, recognize that the airplane may not be controllable in those conditions. Make a conservative decision: divert to a runway with better wind alignment, delay the flight, or land at a different airport.

Maintain directional control during go-around with coordinated aileron and rudder.

During go-around in gusty conditions, wind gusts can lift a wing and cause a roll. Correct with aileron, but coordinate with rudder to prevent a slip or skid. If a gust is strong enough that aileron alone cannot control the roll, apply rudder to help stop the roll. Maintain coordination throughout the go-around. A loss of directional control during go-around at low altitude is a wing-strike accident.

Built from the real accident record

Scenario built from NTSB WPR25LA275 (2025 PA-28-180 delayed go-around / hard landing / nose-over), CEN24LA323 (2024 PA-28 directional control loss during go-around), CEN21LA291 (2021 PA-28-180 loss of control in crosswind go-around), and CEN13CA247 (2013 PA-28-180 loss of directional control during aborted landing). Regional precedents: ATL07CA048 (Mooney stall during go-around), CEN09CA459 (Cessna 172 stall in gusty go-around), GAA17CA103 (PA-28-140 crosswind go-around loss of control), GAA17CA513 (Cessna 172 stall in gusting crosswind go-around). Localized to KVNC.

NTSB reports: WPR25LA275 · CEN24LA323 · CEN21LA291 · CEN13CA247 · ATL07CA048 · CEN09CA459 · GAA17CA103 · GAA17CA513

ACS tasks: PA.I.F — Weather Information · PA.II.C — Takeoff and Departure · PA.III.A — Normal Approach and Landing · PA.III.B — Forward Slip to a Landing · PA.III.C — Go-Around / Rejected Landing · PA.I.H — Human Factors

Relevant FARs: §91.3 · §91.13 · §91.103

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