Bounced Landing, Gusty Wind, Go-Around Stall
A go-around in crosswind gusts at low altitude — airspeed priority, pitch control, and the margin between recovery and impact
The scenario
Departing Zephyrhills Municipal Airport (KZPH), Zephyrhills, FL — Runway 19, landing attempt in gusty crosswind conditions. Field elevation 90 ft MSL. This is a non-towered field; you are self-announcing on CTAF 122.8.
It is a breezy afternoon in late spring: surface wind 180° at 12 knots, gusting to 18 knots. Runway 19 is aligned 180° true — a direct headwind, but the gusts are pushing the wind vector left and right of the runway centerline. Visibility 10 SM, scattered clouds at 3,500 ft, VFR. The crosswind component is marginal for the Archer — roughly 8–10 knots steady, with gusts pushing it to 12–14 knots.
You are on short final to Runway 19, 200 ft AGL, 70 KIAS (Vref is 66 KIAS for the Archer), flaps full (40°), landing gear down. The approach is stable but the wind is working you. A gust pushes the left wing down; you correct with right aileron and right rudder. The airplane is bouncing slightly in the turbulence. You are committed to the landing.
Aircraft: Piper PA-28-181 Archer, solo, within limits. Carbureted Lycoming O-360, 180 hp, fixed-pitch prop, fixed gear, fuel selector on RIGHT tank (you switched from LEFT at the top of descent). Steam panel, vacuum-driven instruments. Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, current, roughly 150 hours total. You have 12 hours in the Archer. This is your second landing attempt today; the first was a go-around due to a parked aircraft on the runway. You are focused on making this landing work. The wind is stronger than you have practiced in, but it is within limits.
- {'label': 'Field', 'value': 'KZPH · Zephyrhills'}
- {'label': 'Runways', 'value': '19/1 · 5/23'}
- {'label': 'Elevation', 'value': '90 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Landing / Cruise'}
The decision
Before we get into the decision tree — what do you already know about go-around procedures and stall risk in the Archer? (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 student pilot did not add power during the go-around; the airplane stalled and impacted the runway. The probable cause was the student pilot's improper landing flare and failure to add power during go-around, with contributing factor of delayed instructor remedial action.
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 probable cause was the pilot's failure to attain a proper touchdown point at the proper speed, failure to initiate a proper go-around, and the airplane's 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 probable cause was the student pilot improperly raising the flaps during the go-around, failure to maintain airspeed, and stalling the airplane.
NTSB GAA16CA106 (2016): A Piper PA-28RT on an instructional flight executing a simulated engine failure approach stalled during a go-around at 50 feet AGL in gusting crosswind conditions and struck terrain short of the runway. The probable cause was the student pilot's exceedance of the aircraft's critical angle-of-attack during the go-around.
NTSB CEN09CA459 (2009): A Cessna 172 on approach in gusty winds floated past the touchdown zone, and during the subsequent go-around, the pilot stalled the aircraft at low altitude when setting climb pitch attitude. The probable cause was failure to maintain adequate airspeed during the go-around in challenging wind conditions.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Zephyrhills Municipal Airport (KZPH). KZPH 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 events happened elsewhere. The scenario is localized to KZPH to make the off-field environment and runway configuration real and consequential for you as a student here.
The consistent thread across all these events: a go-around in gusty or crosswind conditions at low altitude is a high-risk maneuver. The failure is always the same: improper pitch attitude (too high), failure to maintain airspeed, and stall entry before the airplane has climbed to a safe altitude. The fix is simple in principle but demanding in execution: apply full power immediately, establish level or slightly nose-up pitch, maintain airspeed above Vs (50 KIAS clean for the Archer), and retract flaps gradually as airspeed increases. At 50 ft AGL in gusty wind, smooth control inputs and airspeed priority are the difference between recovery and impact.
Key lesson — A go-around in gusty crosswind conditions at low altitude is a stall-spin accident waiting to happen. The sequence is: bounce or unstable approach → go-around decision → aggressive pitch-up without full power or with full flaps → airspeed drops below critical angle of attack → stall entry at 40–60 ft AGL → uncontrolled descent and impact. The fix: (1) Apply full power immediately. (2) Establish level or slightly nose-up pitch — not aggressive pitch-up. (3) Maintain airspeed above 70 KIAS (well above Vs of 50 KIAS clean). (4) Retract flaps gradually as airspeed increases. (5) Listen for stall warning; if it sounds, lower pitch immediately to regain airspeed. At KZPH Runway 19, the off-field environment is marginal (developed areas, parks, evergreen forest) — a stall at 50 ft AGL may result in impact with terrain or structures. Know your go-around procedure before you land.
Debrief — teaching points
A go-around is a climb, not a pitch-up.
The instinct during a go-around is to pitch up aggressively to 'climb away' from the ground. This is wrong. A go-around is a climb — a controlled, powered climb at a safe airspeed. The sequence is: (1) Apply full power immediately. (2) Establish level or slightly nose-up pitch (not aggressive pitch-up). (3) Maintain airspeed above 70 KIAS (well above Vs of 50 KIAS clean). (4) Retract flaps gradually as airspeed increases. The pitch attitude comes last, not first. Aggressive pitch-up at low airspeed is the stall entry.
Full power is the first action in a go-around.
The moment you decide to go around — whether because of a bounce, an unstable approach, or an obstacle on the runway — apply full power immediately. This is the first action. Power provides the energy to climb and recover from low altitude. Without full power, pitch-up and flap retraction are just ways to stall the airplane. Full power first; everything else follows.
Flaps must be retracted gradually during a go-around, not all at once.
Sudden flap retraction causes a pitch-down moment (loss of lift) and can also cause a pitch-up moment if the pilot over-corrects. In a go-around at low altitude with reduced airspeed, sudden flap retraction is dangerous. Retract flaps gradually: 20° first, then 10°, then 0° as airspeed increases. The Archer's flap handle is manual; you control the rate. Use that control.
Airspeed is the priority during a go-around, not climb pitch attitude.
In a go-around, the priority is airspeed — keep it above 70 KIAS (well above Vs of 50 KIAS clean). Pitch attitude is secondary. If the stall warning horn sounds, lower the pitch immediately to regain airspeed. Do not try to 'climb out of it' with pitch-up and power; that is the stall entry. Lower pitch, regain airspeed, then climb.
Crosswind gusts demand smooth control inputs during a go-around.
In gusty crosswind conditions, the airplane is already being pushed around by the wind. Aggressive pitch-up combined with power application can exceed the critical angle of attack and stall the airplane. During a go-around in gusty conditions, use smooth, coordinated control inputs. Level or slightly nose-up pitch, not aggressive pitch-up. The wind is working against you; do not fight it with aggressive control inputs.
The Archer is heavier and faster than a Warrior — it floats and bites runway.
The Piper Archer (PA-28-181) is a 180 hp, 2,550 lb airplane — heavier and faster than a Warrior (150 hp, 2,300 lb). It carries more energy on approach and floats longer if the approach is fast or high. A bounce in the Archer is more likely than in a Warrior if the approach is not precisely controlled. Vref for the Archer is 66 KIAS; approach speed should be 66–70 KIAS. Anything faster and the airplane will float past the touchdown zone and bounce. Know your airplane's approach characteristics.
At KZPH Runway 19, the off-field environment is marginal — developed areas and evergreen forest.
The off-field environment off Runway 19's departure end (heading 180°) is marginal: mostly open developed areas (parks, large lots), evergreen forest, and low-density development. A stall at 50 ft AGL during a go-around off Runway 19 may result in impact with terrain, structures, or trees. This is not a wide-open field where a stall recovery is likely. Know the off-field environment before you depart and before you land.
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, inadequate climb after go-around), ERA09CA322 (2009 PA-28-181 directional control loss during landing), CHI08CA147 (2008 PA-28-181 stall during go-around, improper flap management), and regional precedents ATL07CA048, ERA20CA072, CEN09CA459, GAA16CA106. Localized to KZPH.
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ATL07CA048 · ERA20CA072 · CEN09CA459 · GAA16CA106
ACS tasks: PA.I.F — Weather Information · PA.VIII.D — Approaches and Landings · PA.VIII.E — Go-Around / Rejected Landing · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
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.
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