Go-Around at Minimums

Departing Zephyrhills Municipal Airport (KZPH), Zephyrhills, FL — Runway 19, landing practice on a late afternoon with gusty crosswind conditions. Elevation 90 ft MSL. This is a non-towered field; you are on CTAF (122.8). Nearby Class D airspace at Lakeland (KLAL) is 16 nm to the south.

Weather: VFR, scattered clouds at 3,500 ft, wind 210° at 14 gusting to 22 knots. Runway 19 is aligned 180° true; the wind is a crosswind from the left (210° wind, 180° runway = 30° crosswind). Gusts are pushing the limits of the C172S's demonstrated crosswind capability (approximately 15 knots demonstrated). Visibility 10 SM. OAT 24°C, altimeter 30.01.

You are a Private pilot, 180 hours total, current and proficient. You have 12 hours in the C172S; most of your time is in a Piper Cherokee (fixed gear, similar handling). This is your third landing of the day at KZPH. The first two were acceptable; this one is not.

Aircraft: Cessna 172S, solo, 2,400 lb (within limits). Fuel-injected Lycoming IO-360-L2A, fixed-pitch prop, G1000 glass panel with full reversionary capability, fixed gear. You completed a normal run-up; all systems green. You are on a VFR local flight, no flight plan.

The approach: You are on a 3° glide slope to Runway 19. At 500 ft AGL, the wind gust hits. The airplane drifts right (downwind). You correct with left aileron and left rudder. At 300 ft AGL, you are still high and drifting. At 200 ft AGL, you are 200 feet long on the runway — the landing zone is passing beneath you. The airplane is not stabilized. You have a decision to make.

NTSB CEN25LA128 (2025): A Cessna 172S lost control during landing flare and the pilot initiated a go-around near a tree line at low altitude. The pilot failed to maintain adequate airspeed during the go-around, leading to an aerodynamic stall and terrain impact. The probable cause was the pilot's failure to maintain airplane control and adequate airspeed during the go-around.

NTSB CEN23LA159 (2023): A Cessna 172S on a personal flight experienced a tailwind on final approach. The pilot attempted a go-around when landing appeared long. The aircraft porpoised, the nose landing gear collapsed, and the aircraft departed the runway. The probable cause was the pilot's failure to maintain airplane control during an attempted go-around resulting in abnormal contact with the runway pavement and a runway excursion.

NTSB ERA21LA202 (2021): A Cessna 172S on short final in gusting crosswind conditions was high and slow. The pilot initiated a go-around but improper pitch control resulted in a tail strike and runway excursion to the left into grass. The probable cause was the pilot's improper pitch control during a go-around in gusting crosswind conditions.

NTSB CEN14CA322 (2014): A Cessna 172S being flown by a student pilot during landing practice stalled and impacted terrain off the left side of the runway when the student applied excessive back pressure on the control yoke during a go-around after a bounced landing.

NTSB CEN13LA348 (2013): A Cessna 172S flown by a solo student pilot stalled during a go-around after a bounced landing at Grand Forks International Airport. The accident resulted from inadequate recovery technique from the bounce, leading to an aerodynamic stall at insufficient altitude for recovery.

The common thread across all these accidents: go-around accidents in the C172S are caused by improper pitch control — either excessive back pressure (inducing a stall) or abrupt flap retraction (inducing a porpoise). The C172S is a forgiving airplane, but it will not tolerate aggressive pitch inputs during a go-around at low altitude. Gentle, progressive pitch control and gradual flap retraction are essential.

These real accidents occurred at various airports and in various conditions — NOT all at KZPH. The scenario is localized to KZPH to make the off-field environment real and consequential for you as a student here. Off Runway 19 at KZPH, the environment is marginal for a forced landing (open developed areas, evergreen forest, low-density development). A stall or spin during a go-around off Runway 19 would result in terrain impact in that environment.

The lesson: if an approach is unstabilized at 200 ft AGL, a go-around is the correct decision. Execute it with gentle pitch control, gradual flap retraction, and a climb at Vy (74 KIAS) or Vx (62 KIAS) depending on obstacle clearance. Do not try to salvage an unstabilized approach with aggressive control inputs at low altitude.