Floating Past the Markers
A go-around in gusty crosswind conditions — airspeed discipline and flap management are the difference between a safe climb and a stall at 200 feet AGL
The scenario
Departing Venice Municipal Airport (KVNC), Venice, FL — Runway 13, a solo VFR flight on a warm, breezy afternoon. Field elevation 18 ft MSL. KVNC is non-towered (CTAF 122.775); you are in Class G airspace.
Current conditions: OAT 29°C, dew point 20°C, altimeter 29.95. Winds reported at a nearby field (Sarasota Bradenton, KSRQ, 20 nm north) are 150° at 12 knots, gusting to 18. At KVNC, the wind is variable and gusty — the surface is choppy, and you can see dust devils in the open fields north of the airport. Runway 13 (true heading 135°) is roughly aligned with the reported wind, but the gusts are unpredictable. Visibility 10 SM, scattered clouds at 3,500 ft. Forecast remains VFR.
Aircraft: Piper PA-28-181 Archer, solo, 2,400 lbs (within limits). Carbureted Lycoming O-360-A, 180 hp, fixed-pitch prop, fixed gear, left/right fuel selector. Fuel selector is on LEFT. The airplane is airworthy; nothing was written up.
Pilot: you — a Private pilot, current, roughly 180 hours total. You have 12 hours in the Archer; most of your time is in a Cessna 172. The Archer is heavier and faster than the 172 — it carries more energy on approach and floats longer if you don't nail the touchdown point and speed. You have landed at KVNC twice before, both times in calm winds.
You have completed a 1.5-hour local flight and are returning to land. You are on a 5-mile final for Runway 13, descending through 800 ft AGL, airspeed 90 KIAS, flaps 20°. The wind is gusty but within limits. You are planning a normal approach and landing.
- {'label': 'Field', 'value': 'KVNC · Venice'}
- {'label': 'Runways', 'value': '4/22 · 13/31'}
- {'label': 'Elevation', 'value': '18 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about go-around procedures in the PA-28-181 Archer in gusty wind? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA139 (2021): A Piper PA-28-181 on a stage check landing attempt stalled when the student pilot flared too high and failed to execute a go-around despite stall warning and instructor command. The accident resulted from the student pilot's improper landing flare and failure to add power during go-around, with contributing factor of delayed instructor remedial action. The airplane impacted the ground in an uncontrolled descent.
NTSB CEN12LA337 (2012): A Piper PA-28-181 touched down too far down the runway at high speed, porpoised, and struck trees during a shallow climb-out after an aborted landing. The accident was attributed to the pilot's failure to attain a proper touchdown point at the proper speed, failure to initiate a proper go-around, and inadequate climb gradient after the aborted landing.
NTSB CHI08CA147 (2008): A Piper PA-28-181 on an instructional flight stalled during a go-around when the student pilot improperly raised flaps and lost airspeed. The accident resulted from improper flap management during the go-around and failure to maintain airspeed. The trees were a factor.
Regional precedents show the same pattern: NTSB ATL07CA048 (Mooney stall during go-around at 20–30 ft AGL), CEN09CA459 (Cessna 172 stall during go-around in gusty wind), GAA17CA103 (PA-28 crosswind loss of control during go-around), and GAA17CA513 (Cessna 172 stall during go-around in gusting crosswind). The common thread: a go-around initiated from low altitude or marginal airspeed, with improper flap management or pitch attitude control, results in a stall and loss of control.
At KVNC, the dominant accident pattern is LOSS_OF_CONTROL_INFLIGHT (24.4%), FORCED_LANDING (12.2%), and HARD_LANDING (12.2%). The field's non-towered status and variable wind conditions make go-around decision-making critical. The real accidents cited above occurred at other airports — NOT at KVNC — but the failure mechanism is identical and the risk is present at any non-towered field with gusty conditions.
The consistent lesson: during a go-around from low altitude, airspeed is the priority. Apply full power first. Retract flaps in stages as airspeed builds. Allow airspeed to increase above 70 KIAS before aggressively pitching up. A stall at 75 ft AGL is unrecoverable. The margin between a safe go-around and a fatal stall is measured in knots of airspeed and seconds of decision time.
Key lesson — A go-around initiated from low altitude (50 ft AGL) or marginal airspeed (55 KIAS) in gusty wind is a critical phase of flight. The sequence is: (1) apply full power immediately, (2) retract flaps in stages (20° → 10° → 0°) as airspeed builds, (3) maintain airspeed above 70 KIAS before establishing climb pitch attitude. Holding a steep pitch attitude without allowing airspeed to build will exceed the critical angle of attack and result in a stall. At 75 ft AGL, a stall is unrecoverable. The PA-28-181 Archer is heavier than a Cessna 172 and floats longer on approach — plan for a longer float, land short, or go around early from a safe altitude.
Debrief — teaching points
The Archer floats longer than a Cessna 172 — plan for it.
The PA-28-181 Archer is heavier and faster than a Cessna 172. It carries more energy on approach and floats longer in the flare. If you are accustomed to a 172, the Archer will surprise you: a normal flare will result in a longer float and a touchdown point farther down the runway. Plan to land short, or accept the float and land in the first third of the runway. A high flare to bleed off more speed is tempting but dangerous — it can result in a float to 500+ ft down the runway, forcing a go-around from a marginal altitude and airspeed.
A go-around from 50 ft AGL is a critical phase of flight.
A go-around initiated from 50 ft AGL is not a normal climb-out. You are at low altitude, likely at marginal airspeed (55–60 KIAS), and the airplane is configured for landing (flaps 20°, possibly with landing gear extended in other aircraft). The margin between a safe go-around and a stall is measured in knots and seconds. The sequence is critical: (1) apply full power immediately, (2) allow airspeed to build before retracting flaps, (3) retract flaps in stages, (4) maintain airspeed above 70 KIAS before establishing climb pitch attitude.
Flap retraction in stages is not optional during a go-around.
Retracting flaps to 0° immediately at 55 KIAS removes lift and drag simultaneously. The net effect is a sudden loss of lift at low altitude and marginal airspeed. The pilot must then pitch up aggressively to maintain altitude, which can exceed the critical angle of attack and cause a stall. The correct procedure is to retract flaps in stages: 20° → 10° → 0°, allowing airspeed to build between each stage. At 70+ KIAS, the flap retraction is less disruptive and the airplane can climb safely.
Airspeed is the priority during a go-around — pitch attitude is secondary.
During a go-around, the pilot's instinct is to pitch up and climb. But at low altitude and marginal airspeed, pitch attitude is secondary to airspeed. The correct priority is: (1) maintain airspeed above Vs0 (45 KIAS) and above 70 KIAS if possible, (2) pitch attitude is adjusted to maintain that airspeed, (3) climb is the result, not the primary goal. If a gust lifts the wing and the airspeed is marginal, the correct response is to lower the nose and build airspeed, not to hold the pitch attitude and risk a stall.
Gusty crosswind conditions require early go-around decisions.
In gusty crosswind conditions, the approach is inherently unstable. Wind gusts can lift the wing, require correction, and disrupt the flare. If the approach is unstable at 300 ft AGL, a go-around from that altitude is safer than continuing to a marginal landing. If the approach is stable but the float is long, a go-around from 50 ft AGL is possible but critical. The best decision is often to go around early (at 300 ft AGL) rather than late (at 50 ft AGL) in gusty conditions.
Built from the real accident record
Scenario built from NTSB ERA21LA139 (2021 PA-28-181 stall during go-around, improper flare), CEN12LA337 (2012 PA-28-181 high-speed touchdown and failed go-around), ERA09CA322 (2009 PA-28-181 loss of directional control during landing), CHI08CA147 (2008 PA-28-181 stall during go-around after improper flap retraction), and regional precedents ATL07CA048 (Mooney stall during go-around), CEN09CA459 (Cessna 172 stall during go-around in gusty wind), GAA17CA103 (PA-28 crosswind loss of control during go-around), and GAA17CA513 (Cessna 172 stall during go-around in gusting crosswind). Localized to KVNC.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ATL07CA048 · CEN09CA459 · GAA17CA103 · GAA17CA513
ACS tasks: PA.II.H — Approach and Landing · PA.II.I — Go-Around / Rejected Landing · PA.I.F — Weather Information · PA.I.H — Human Factors · PA.II.A — Preflight Inspection
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 Piper Archer scenarios · More scenarios at KVNC