Bounce and Climb
A gusty crosswind approach, a bounce on landing, and a go-around decision that demands immediate, coordinated control — the Archer's heavier wing and higher approach speed make recovery unforgiving at low altitude
The scenario
Departing Tampa North Aero Park (X39), Tampa, FL — Runway 14, on approach for landing. Elevation 68 ft MSL. This is a non-towered field; you are self-announcing on CTAF (122.8).
It is a warm afternoon with scattered clouds at 2,500 ft. Surface wind is reported as 160° at 12 knots, gusting to 18 knots. Runway 14 is oriented 141° true; the wind is a crosswind from the right, roughly 8–10 knots of crosswind component, with gusts adding another 6–8 knots of variability. Visibility is 10 SM. You are VFR, well within limits, but the wind is active and gusty.
You are on a 2-mile final approach to Runway 14, descending through 500 ft AGL, airspeed 70 KIAS, flaps 20°, landing gear down. The Piper Archer is a heavier, faster airplane than a Cessna 172 — it carries more energy on approach and floats longer if the descent is not managed precisely. You are flying a stable approach, but the wind is pushing you around.
Aircraft: Piper PA-28-181 Archer, solo, within weight and balance limits. Lycoming O-360-A, 180 hp, carbureted, fixed-pitch prop, fixed gear. Steam panel, vacuum-driven instruments. Fuel selector on RIGHT tank (you switched to RIGHT on downwind; LEFT tank has 18 gallons, RIGHT has 22 gallons).
Pilot: you — a Private pilot, current, roughly 250 hours total. You have 40 hours in the Archer. You are familiar with the airplane's heavier wing and longer float on landing. You have practiced go-arounds, but not in gusty crosswind conditions. This is a normal landing attempt, but the wind is making it challenging.
- {'label': 'Field', 'value': 'X39 · Tampa North Aero Park'}
- {'label': 'Runways', 'value': '14/32'}
- {'label': 'Elevation', 'value': '68 ft'}
- {'label': 'Aircraft', 'value': 'PA-28-181'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you know about go-around procedures in the Piper Archer in gusty conditions? (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 a contributing factor of delayed instructor remedial action. The stall occurred at low altitude and resulted in loss of control.
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 at Put-in-Bay Airport. 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 the airplane's inadequate climb gradient after the aborted landing. The trees were the consequence of a low-altitude go-around in poor terrain.
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 — the stall occurred at low altitude and the airplane descended into them.
NTSB ATL07CA048 (2007, regional precedent): A Mooney M20J stalled during a go-around at 20–30 feet AGL with landing gear and flaps extended, striking the ground in an uncontrolled descent. The accident resulted from the pilot's failure to maintain airspeed during the go-around and inadequate adherence to the aircraft's operating procedures. The critical lesson: at 20–30 ft AGL, there is no recovery altitude if the stall is not immediately broken.
The real accidents cited above occurred at other airports and in other aircraft (though ERA21LA139 and CEN12LA337 are PA-28-181 accidents). They are NOT localized to Tampa North Aero Park (X39). The scenario is localized to X39 to make the off-field environment real and consequential for you as a student here: the terrain off Runway 14's climb-out is medium development, low-density development, and wooded wetland — poor forced-landing options. A stall during go-around at low altitude over that terrain is unrecoverable.
The consistent thread across all these events: go-around stalls in the Piper Archer (and similar airplanes) result from improper flap management, failure to maintain airspeed, or aggressive pitch-up at low altitude. The Archer is heavier and faster than a Cessna 172 — it carries more energy on approach and requires precise energy management during go-around. Full power alone is insufficient if pitch attitude is not managed correctly. Flap retraction must be gradual and only after establishing positive climb and adequate airspeed. Airspeed maintenance takes priority over pitch attitude.
Key lesson — In the Piper Archer, a go-around at low altitude in gusty conditions demands coordinated control: full power, pitch to Vy (76 KIAS), and gradual flap retraction only after establishing positive climb and airspeed above 60 KIAS. Aggressive pitch-up, improper flap retraction, or failure to maintain airspeed results in a stall at low altitude — a situation from which recovery is impossible. The off-field environment off Runway 14 at X39 is poor (medium development, wooded wetland) — a stall during go-around over that terrain is unrecoverable. Commit to the go-around early, when you have altitude and airspeed; do not attempt to salvage a bad landing at low altitude.
Debrief — teaching points
The Archer is heavier and faster than a Cessna 172 — it carries more energy on approach.
The Piper PA-28-181 Archer weighs 2,550 lbs gross and cruises at 125 KIAS (Vno). A Cessna 172 weighs roughly 2,450 lbs and cruises at 100 KIAS. The Archer's higher wing loading and faster cruise speed mean it carries more kinetic energy on approach. It floats longer if descent is not managed precisely. On landing, the flare must be smooth and the touchdown point must be early enough to avoid floating into the back of the runway. In gusty conditions, this energy management becomes critical.
Go-around initiation requires full power PLUS immediate pitch control — full power alone is insufficient.
When you decide to go around, advance the throttle to full power AND pitch to Vy (76 KIAS) simultaneously. Full power without pitch control will not arrest descent at low altitude — the airplane will continue descending until airspeed increases enough for the wings to generate lift. At 10 ft AGL, you do not have time for that. Pitch and power must work together. The pitch attitude should be such that the airspeed is building toward Vy, not climbing aggressively above it.
Flap retraction during go-around must be gradual and only after establishing positive climb.
The correct flap retraction sequence in the Archer is: (1) Full power and pitch to Vy (76 KIAS). (2) Allow airspeed to build to 60+ KIAS and establish positive climb (at least 50 ft AGL). (3) Retract flaps from 20° to 10°. (4) Continue climb to 100+ ft AGL. (5) Retract flaps to 0°. Aggressive flap retraction at low airspeed (below 60 KIAS) removes lift and increases stall risk. The NTSB CHI08CA147 accident shows this exact failure: the student pilot retracted flaps improperly during go-around and stalled.
During go-around in gusty conditions, airspeed maintenance takes priority over pitch attitude.
In gusty wind, the temptation is to pitch up aggressively to climb away from the ground. Resist this. Maintain Vy (76 KIAS) — that is the speed that gives the best rate of climb. If you pitch up above Vy, the airspeed will decrease and you risk a stall. If you pitch down below Vy, the climb rate will be less efficient but the airspeed will be higher and safer. In a go-around at low altitude, a safe airspeed is more important than a steep climb angle.
Commit to the go-around early — do not attempt to salvage a bad landing at low altitude.
If the approach is unstable, the flare is too high, or the airplane bounces, go around. Do not try to land anyway. The NTSB accidents show a consistent pattern: pilots attempt to salvage bad landings by continuing to descend, and the result is a stall or hard landing at low altitude. In the Archer, if you are floating at 8 ft AGL and approaching stall speed, go around. You have full power available and the altitude to execute a clean go-around. A go-around is not a failure — it is airmanship.
Off Runway 14 at X39, the off-field environment is poor — a stall during go-around is unrecoverable.
The terrain off Runway 14's climb-out (141° heading) is medium development, low-density development, and wooded wetland. There are no open fields, no roads, no clear landing surfaces. If you stall during go-around at 15–25 ft AGL over that terrain, recovery is impossible. The airplane will descend into trees, development, or wetland. This is the geographic reality of X39. Know it before you line up on Runway 14. If the approach is unstable or the wind is too gusty, go around early — while you have altitude and airspeed.
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 porpoise and tree strike after aborted landing), ERA09CA322 (2009 PA-28-181 directional control loss during landing), CHI08CA147 (2008 PA-28-181 stall during go-around after improper flap retraction), and regional precedents ATL07CA048, ERA20CA072, CEN09CA459, LAX07CA256. Localized to Tampa North Aero Park (X39).
NTSB reports: ERA21LA139 · CEN12LA337 · ERA09CA322 · CHI08CA147 · ATL07CA048 · ERA20CA072 · CEN09CA459 · LAX07CA256
ACS tasks: PA.II.F — Normal Landing · PA.II.G — Forward Slip to a Landing · PA.II.H — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
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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