does not bounce like a rubber ball. Instead, it rebounds into  the air because the wing’s AOA was abruptly increased,  producing a sudden addition of lift.  [Figure 8-36] correction. When one main wheel of the airplane strikes  the runway, the other wheel touches down immediately  afterwards, and the wings becomes level. Then, with no  crosswind correction as the airplane bounces, the wind causes  the airplane to roll with the wind, thus exposing even more  surface to the crosswind and drifting the airplane more rapidly. The abrupt change in AOA is the result of inertia instantly  forcing the airplane’s tail downward when the main wheels  contact the ground sharply. The severity of the bounce  depends on the airspeed at the moment of contact and the  degree to which the AOA or pitch attitude was increased. Since a bounce occurs when the airplane makes contact with  the ground before the proper touchdown attitude is attained,  it is almost invariably accompanied by the application of  excessive back-elevator pressure. This is usually the result  of the pilot realizing too late that the airplane is not in the  proper attitude and attempting to establish it just as the second  touchdown occurs. When a bounce is severe, the safest procedure is to execute  a go-around immediately. Do not attempt to salvage the  landing. Apply full power while simultaneously maintaining  directional control and lowering the nose to a safe climb  attitude. The go-around procedure should be continued even  though the airplane may descend and another bounce may be  encountered. It is extremely foolish to attempt a landing from  a bad bounce since airspeed diminishes very rapidly in the  nose-high attitude, and a stall may occur before a subsequent  touchdown could be made. The corrective action for a bounce is the same as for  ballooning and similarly depends on its severity. When it is  very slight and there is no extreme change in the airplane’s  pitch attitude, a follow-up landing may be executed by  applying sufficient power to cushion the subsequent  touchdown and smoothly adjusting the pitch to the proper  touchdown attitude. In a bounced landing that is improperly recovered, the airplane  comes in nose first initiating a series of motions that imitate  the jumps and dives of a porpoise.  [Figure 8-37]  The problem  is improper airplane attitude at touchdown, sometimes caused  by inattention, not knowing where the ground is, miss- trimming or forcing the airplane onto the runway. In the event a very slight bounce is encountered while landing  with a crosswind, crosswind correction must be maintained  while the next touchdown is made. Remember that since  the subsequent touchdown is made at a slower airspeed, the  upwind wing has to be lowered even further to compensate  for drift. Ground effect decreases elevator control effectiveness and  increases the effort required to raise the nose. Not enough  elevator or stabilator trim can result in a nose low contact  with the runway and a porpoise develops. Extreme caution and alertness must be exercised any time a  bounce occurs, but particularly when there is a crosswind.  Inexperienced pilots almost invariably release the crosswind  Porpoising can also be caused by improper airspeed control.  Usually, if an approach is too fast, the airplane floats and the  pilot tries to force it on the runway when the airplane still  wants to fly. A gust of wind, a bump in the runway, or even a  slight tug on the control wheel sends the airplane aloft again. Porpoising Figure 8-36.  Bouncing during touchdown. 8-32 34 Small angle of attack Decreasing angle of attack Rapid increase in angle of attack Normal angle of attack