Go-Around Decision at Tampa North Aero Park
A destabilized approach, a low-altitude go-around, and the margin between recovery and stall — decision-rich scenario in a fuel-injected glass-panel C172S
The scenario
Departing Tampa North Aero Park Airport (X39), Tampa, FL — Runway 14, a 3,541-ft asphalt runway. Elevation 68 ft MSL. You are on a local training flight: a series of landings and go-arounds to build proficiency in approach management and decision-making.
Current conditions: VFR, scattered clouds at 2,500 ft AGL, visibility 8+ SM. Wind is 160° at 12 kt gusting to 18 kt — a crosswind from the right on Runway 14 (true heading 141°). Outside air temperature 24°C. The field is non-towered; you are on CTAF 122.8. No traffic reported in the pattern.
You are on your fourth approach of the session. The first three landings were stable and within limits. This approach is different: you are high and slightly fast on short final. The runway is made, but the descent profile is shallow and the airspeed is 72 KIAS — 7 knots above Vref (65 KIAS). The wind is gusting; you are working the controls.
Aircraft: Cessna 172S, solo, within weight and balance limits. Fuel-injected Lycoming IO-360-L2A, fixed-pitch prop, G1000 glass panel with reversionary backup. Flaps are at 30° (full landing flaps). Landing gear is down and green. You are 200 ft AGL on short final, 0.5 nm from the runway threshold.
Pilot: you — a Private pilot, 180 hours total, 60 hours in the C172S. You have flown X39 twice before; this is your third visit. You are current and proficient, but go-arounds are not your strongest skill — you have done maybe a dozen in training, and most were at altitude where there was time to think.
- {'label': 'Field', 'value': 'X39 · Tampa North Aero Park'}
- {'label': 'Runways', 'value': '14/32'}
- {'label': 'Elevation', 'value': '68 ft'}
- {'label': 'Aircraft', 'value': 'C172S'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we enter the decision tree — what do you know about go-around technique in the C172S? (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 pilot's failure to maintain adequate airspeed during the go-around resulted in an aerodynamic stall and impact with terrain. 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 final approach experienced a tailwind and the pilot attempted a go-around when landing appeared long. The aircraft porpoised during the go-around attempt, the nose landing gear collapsed, and the aircraft departed the runway. The probable cause was the pilot's failure to maintain airplane control during the attempted go-around.
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 improper pitch control during the go-around in gusting crosswind conditions.
NTSB CEN14CA322 (2014): A Cessna 172S being flown by a student pilot 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.
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 probable cause was the student pilot's inadequate recovery from the bounced landing, which resulted in an aerodynamic stall during the go-around.
The consistent thread across all these accidents: the go-around is initiated at low altitude (50–200 ft AGL) in marginal conditions (crosswind, gusting wind, high/fast approach). The pilot's pitch control during the go-around is excessive — either pulling back too hard to maximize climb rate, or failing to reduce pitch when airspeed becomes marginal. The result is a stall at insufficient altitude for recovery. The stall warning is often active; the recovery (reduce pitch, regain airspeed) is available. The fatal error is the decision to hold pitch instead of reduce it.
These real accidents occurred at other airports and in other flight schools — NOT at X39. X39's own dominant accident pattern shows LOSS_OF_CONTROL_INFLIGHT (27.3%) and LOSS_OF_CONTROL_GROUND (18.2%) as the top categories. The go-around stall is a subset of the inflight loss-of-control pattern. The scenario is localized to X39 to make the field's off-field environment (medium development, low-density development, wooded wetland off both runway ends) real and consequential for your decision-making.
The key lesson: a go-around at 50–200 ft AGL is a critical maneuver. The margin between recovery and stall is measured in knots of airspeed and degrees of pitch attitude. Smooth, coordinated control inputs — not aggressive pitch-up — are the path to recovery. If the approach is unstable, recognize it early and go around at a safe altitude (300+ ft AGL). If you must go around at low altitude, manage pitch gently, maintain airspeed above Vs0 (40 KIAS in landing configuration), and retract flaps gradually.
Key lesson — The go-around is a critical maneuver at low altitude. Excessive pitch control during a go-around in landing configuration (flaps 30°, airspeed marginal) results in a stall at insufficient altitude for recovery. The stall warning is the alert; the recovery is to reduce pitch and regain airspeed, even if it means a brief descent. Recognize unstable approaches early and go around at a safe altitude (300+ ft AGL). If you must go around at low altitude, manage pitch gently and maintain airspeed above Vs0 (40 KIAS).
Debrief — teaching points
Recognize an unstable approach early — at 300+ ft AGL, not 50 ft.
An unstable approach is one that is high, fast, shallow, or in a slip/skid. On short final at 200 ft AGL, you are committed to landing unless you have a compelling reason to go around. The decision to go around should be made at 300+ ft AGL, where you have time and altitude to manage the recovery. If you recognize instability at 200 ft AGL, the safer option is often to land (even if it is a hard landing) rather than to go around at very low altitude in a crosswind. Know your limits and your airplane's limits before you line up on final.
Go-around pitch control is gentle, not aggressive.
The goal of a go-around is to climb away safely, not to maximize climb rate. Pitch control during a go-around should be smooth and gentle — establish a shallow climb attitude (5–10° pitch up) and maintain it. Aggressive back pressure on the yoke results in a steep pitch attitude, marginal airspeed, and stall risk. The C172S stall speed in landing configuration (flaps 30°) is Vs0 = 40 KIAS. If you pull back aggressively and airspeed drops to 50–60 KIAS, you are in the stall envelope. Gentle pitch control keeps airspeed above the stall and the airplane in control.
Retract flaps gradually during a go-around — never all at once.
Flap retraction during a go-around causes a pitch change: retracting flaps reduces lift, and the nose pitches down. If you retract all flaps at once (30° to 0°), the pitch change is large and sudden. You instinctively pull back on the yoke to maintain pitch, which results in a steep climb attitude and marginal airspeed. The correct technique is to retract flaps gradually — 10° at a time — as airspeed increases. Retract from 30° to 20° at 70 KIAS, then to 10° at 80 KIAS, then to 0° at 90 KIAS. This keeps the pitch change small and manageable.
Airspeed is the priority during a go-around at low altitude.
At 50–200 ft AGL during a go-around, airspeed is more important than altitude gain. If you are in a steep pitch attitude and airspeed is dropping toward the stall, the correct action is to reduce pitch and regain airspeed — even if it means a brief descent. A brief descent at 80 ft AGL while regaining airspeed is survivable. A stall at 80 ft AGL is not. The stall warning horn is the alert; when it sounds, reduce pitch immediately and regain airspeed. Once airspeed is stable at 80+ KIAS, then climb.
Crosswind conditions make a go-around riskier — recognize this.
In crosswind conditions, the airplane is already working hard to maintain control on approach. The pilot is cross-controlling (aileron one way, rudder the other) to stay on the runway. When you add power and pitch changes during a go-around in a crosswind, the control inputs become more sensitive and the stall risk increases. If the approach is unstable in a crosswind, the safer option is often to land (even if it is a hard landing) rather than to go around at low altitude. Know your personal minimums for crosswind go-arounds — and consider that at 200 ft AGL in a 15-kt crosswind gust, a go-around is marginal.
Built from the real accident record
Scenario built from NTSB CEN25LA128 (2025 C172S stall during go-around), CEN23LA159 (2023 C172S porpoise and gear collapse on go-around attempt), ERA21LA202 (2021 C172S tail strike during go-around in crosswind), CEN14CA322 (2014 C172S student stall on go-around after bounce), and CEN13LA348 (2013 C172S student stall during go-around). Localized to Tampa North Aero Park (X39).
NTSB reports: CEN25LA128 · CEN23LA159 · ERA21LA202 · CEN14CA322 · CEN13LA348
ACS tasks: PA.VIII.A — Preflight Preparation · PA.VIII.B — Preflight Procedures · PA.VIII.C — Power-On Checks · PA.VIII.D — Power-Off Checks · PA.VIII.E — Go-Around / Rejected Landing · PA.VIII.F — Forward Slip to a Landing · PA.VIII.G — Landing · PA.I.H — Human Factors
Relevant FARs: §91.3 · §91.13 · §91.21
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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