The Bounce and the Turn
A go-around after a hard landing at low altitude — airspeed discipline and control coordination are the margin between recovery and impact
The scenario
Departing Zephyrhills Municipal Airport (KZPH), Zephyrhills, FL — Runway 19, landing practice on a clear, calm afternoon. Elevation 90 ft MSL. CTAF 122.8 (non-towered). Winds light and variable, visibility unlimited, scattered clouds at 3,500 ft. A routine training flight.
You are a Private pilot with roughly 180 hours total, 45 hours in the C172S. This is your third landing of the day at KZPH. Your CFI is in the right seat, observing. You have been practicing short-field landings and go-arounds.
On your third approach to Runway 19, you are a bit high and fast on short final. You correct with forward pressure and a slip, then transition to the landing flare. The landing is firm — a bounce. The nose pitches up, the main gear leaves the runway, and the airplane is airborne again at roughly 50 ft AGL. You are at 45 KIAS, just above stall speed (Vs0 = 40 KIAS in landing configuration).
Your CFI says, 'Go around.' You push the throttle forward, pitch up to climb attitude, and begin to retract flaps. The airplane is climbing, but slowly. You are at 60 ft AGL, 55 KIAS, and the airspeed is not increasing as fast as you expected. Off the left side of the runway, roughly 200 ft away, is a tree line — the off-field environment off Runway 19 is marginal: open developed areas, parks, and evergreen forest.
Aircraft: Cessna 172S, dual, full fuel, within limits. Lycoming IO-360-L2A (fuel-injected), fixed-pitch prop, G1000 glass panel, fixed gear. Nothing was written up; the airplane was airworthy at departure.
Pilot: you — a Private pilot, current, roughly 180 hours total, 45 hours in type. You have practiced go-arounds before, but not many at this low altitude after a bounce. Your CFI is present and monitoring.
- {'label': 'Field', 'value': 'KZPH · Zephyrhills'}
- {'label': 'Runways', 'value': '19/1 · 5/23'}
- {'label': 'Elevation', 'value': '90 ft'}
- {'label': 'Aircraft', 'value': 'C172S'}
- {'label': 'Dominant phase', 'value': 'Landing / Cruise'}
The decision
Before we get into the decision tree — what do you already know about go-around technique in the C172S after a bounced landing? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
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 accident resulted from the pilot's failure 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 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. The probable cause was the student pilot's use of excessive back pressure on the flight controls during the attempted go-around, which induced a stall and loss of control.
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 probable cause was the student pilot's inadequate recovery from a bounced landing, which resulted in an aerodynamic stall during the go-around.
NTSB ERA14FA283 (2014, FATAL): A Cessna 172S on an instructional night flight experienced a partial loss of engine power during initial climb after a touch-and-go landing at Daytona Beach and impacted the ground. Contributing to the accident was the pilots' decision to turn back to the airport, which led to the airplane exceeding its critical angle-of-attack and experiencing an aerodynamic stall while maneuvering. The probable cause was a partial loss of engine power for undetermined reasons, with the stall during the turn-back as a contributing factor.
NTSB WPR12FA230 (2012, FATAL): A Cessna 172S stalled during an aggressive pitch-up maneuver shortly after takeoff from St. George Municipal Airport and impacted terrain. The probable cause was the pilot's failure to maintain adequate airspeed during the maneuver. Contributing to the accident was the pilot's impairment from alcohol consumption and an over-gross-weight airplane.
The real accidents cited above occurred at other airports — NOT at KZPH. Zephyrhills Municipal Airport has its own accident history (see field dominant patterns: FORCED_LANDING 29.2%, LOSS_OF_CONTROL_INFLIGHT 29.2%, STALL_SPIN 16.7%), but these specific stall/spin events happened at Grand Forks, Daytona Beach, and St. George. The scenario is localized to KZPH to make the off-field environment (tree line off Runway 19) real and consequential for you as a student here.
The consistent thread across all these events: a go-around at low altitude after a bounce or partial power loss is a stall/spin trap. The pilot pitches up aggressively to gain altitude, airspeed decreases below stall speed, and the airplane stalls at 40–60 ft AGL — too low to recover. The fix is simple but requires discipline: establish and maintain airspeed (68 KIAS best glide, 74 KIAS Vy) before pitching up. At 50 ft AGL after a bounce, airspeed is the only margin between recovery and impact.
Key lesson — A go-around at low altitude after a bounced landing is a stall/spin accident waiting to happen. The sequence is: (1) establish full power, (2) lower the nose slightly to establish 68 KIAS best glide / climb speed, (3) pitch up to climb attitude only after airspeed is established, (4) retract flaps gradually as you climb. Aggressive pitch-up without airspeed, or uncoordinated flight (skidding) during a low-altitude turn, increases stall speed and risks a stall at 40–60 ft AGL — unrecoverable altitude. Off Runway 19 at KZPH, the off-field environment is marginal: open developed areas and a tree line. A stall at 60 ft AGL off that runway is a terrain impact. Airspeed discipline is the entire lesson.
Debrief — teaching points
Airspeed is the foundation of a go-around at low altitude.
In a go-around after a bounced landing, the first priority is to establish and maintain flying speed — not to pitch up aggressively for altitude. Best glide in the C172S is 68 KIAS; best rate of climb (Vy) is 74 KIAS. At 50 ft AGL with 45 KIAS airspeed, you are just above stall speed (Vs0 = 40 KIAS in landing configuration). Pitching up aggressively without first establishing 68 KIAS will cause the airspeed to decrease further, inducing a stall at an altitude from which recovery is impossible. The correct sequence: (1) apply full power, (2) lower the nose slightly to establish 68 KIAS, (3) pitch up to climb attitude only after airspeed is established. This takes 5–10 seconds and costs you 50–100 ft of altitude — altitude you would lose anyway if you stall.
Uncoordinated flight (skidding or slipping) increases stall speed and stall risk.
When you turn without coordinating the ailerons and rudder, the airplane skids — the nose points outside the turn. A skidding turn increases the load factor (wing loading) and increases the stall speed. At 50 ft AGL with 45 KIAS airspeed, a 15° skidding turn can increase stall speed from 40 KIAS to 42–44 KIAS — putting you at or below stall speed. Keep the ball centered during a low-altitude turn. If you must turn away from terrain at low altitude, do it with coordinated flight and shallow bank angles (less than 10°). Better yet, establish airspeed and altitude first, then turn.
Flap retraction must be gradual, especially at low altitude.
When you retract flaps, the loss of lift causes a pitch-down transient — the nose drops momentarily. At 200 ft AGL, this transient is manageable. At 100 ft AGL, it costs you 50 ft of altitude. At 50 ft AGL, it can bring you back to the runway or below. Retract flaps gradually — 10° at a time — during the go-around climb. This spreads the pitch-down transients over several seconds and allows you to correct each one. Retracting flaps all at once at low altitude is a risk you do not need to take.
The stall/spin accident at low altitude is unrecoverable.
A stall at 40–60 ft AGL leaves no altitude for recovery. The airplane will not respond to forward pressure on the yoke in time. If a wing drops into a spin, there is no altitude to recover from the spin. The NTSB accidents CEN25LA128, CEN14CA322, and CEN13LA348 all involved stalls at 40–60 ft AGL during go-arounds. All were fatal or near-fatal. The only defense is to prevent the stall: maintain airspeed above stall speed at all times during the go-around. At 50 ft AGL after a bounce, airspeed is the only margin between recovery and impact.
Off Runway 19 at KZPH, the off-field environment is marginal — tree line and open development.
The off-field environment off Runway 19's departure end (heading 180°) is marginal: open developed areas, parks, and evergreen forest. A stall at 60 ft AGL off that runway will result in a terrain impact — either in the open areas or in the tree line. There is no alternate landing surface. This is not hypothetical; it is the USGS NLCD ground cover off that runway end. Know the off-field environment before you line up on Runway 19. If you must go around, understand that a stall at low altitude off that runway is a terrain impact.
A bounced landing is not a failure — it is a learning opportunity.
Bounced landings happen to all pilots. The question is: what do you do after the bounce? Option 1: land again (abort the go-around). Option 2: go around. Both are defensible. If you choose to go around, do it with discipline: airspeed first, pitch second, flaps last. If you choose to land again, accept the descent and touch down. Do not try to salvage a bad landing with an aggressive go-around at low airspeed and low altitude. The safest option is the one you can execute with margin.
Built from the real accident record
Scenario inspired by NTSB CEN25LA128 (2025 C172S go-around stall near tree line), CEN14CA322 (2014 C172S student stall on go-around after bounce), CEN13LA348 (2013 C172S solo student stall during go-around), ERA14FA283 (2014 C172S fatal stall during turn-back after partial power loss), and WPR12FA230 (2012 C172S fatal stall during aggressive pitch-up after takeoff). Real events occurred at other airports — NOT at KZPH.
NTSB reports: CEN25LA128 · CEN14CA322 · CEN13LA348 · ERA14FA283 · WPR12FA230 · CEN17FA111 · WPR25LA211
ACS tasks: PA.II.E — Landing · PA.II.F — Go-Around / Rejected Landing · PA.III.A — Stall / Spin Awareness · PA.I.H — Human Factors · PA.II.A — Preflight Assessment
Relevant FARs: §91.3 · §91.13 · §91.9
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
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