If the round out is late, the nose wheel may strike the runway  first, causing the nose to bounce upward. Do not attempt to  force the airplane back onto the ground; execute a go-around  immediately. Although back-elevator pressure may be relaxed slightly,  the nose should not be lowered to make the airplane descend  when fairly close to the runway unless some power is added  momentarily. The momentary decrease in lift that results from  lowering the nose and decreasing the AOA might cause the  airplane to contact the ground with the nose wheel first and  result in the nose wheel collapsing.  When the proper landing attitude is attained, the airplane is  approaching a stall because the airspeed is decreasing and  the critical AOA is being approached, even though the pitch  attitude is no longer being increased.  [Figure 8-33] It is recommended that a go-around be executed any time it  appears the nose must be lowered significantly or that the  landing is in any other way uncertain. If the airspeed on final approach is excessive, it usually results  in the airplane floating.  [Figure 8-34]  Before touchdown can  be made, the airplane may be well past the desired landing  point and the available runway may be insufficient. When  diving the airplane on final approach to land at the proper  point, there is an appreciable increase in airspeed. The proper  touchdown attitude cannot be established without producing  an excessive AOA and lift. This causes the airplane to gain  altitude or balloon. Any time the airplane floats, judgment of speed, height,  and rate of sink must be especially acute. The pilot must  smoothly and gradually adjust the pitch attitude as the  airplane decelerates to touchdown speed and starts to settle,  so the proper landing attitude is attained at the moment of  touchdown. The slightest error in judgment and timing results  in either ballooning or bouncing. Starting the round out too late or pulling the elevator control  back too rapidly to prevent the airplane from touching down  prematurely can impose a heavy load factor on the wing and  cause an accelerated stall. Suddenly increasing the AOA and stalling the airplane during  a round out is a dangerous situation since it may cause the  airplane to land extremely hard on the main landing gear  and then bounce back into the air. As the airplane contacts  the ground, the tail is forced down very rapidly by the back- elevator pressure and by inertia acting downward on the tail. Recovery from this situation requires prompt and positive  application of power prior to occurrence of the stall. This  may be followed by a normal landing if sufficient runway  is available—otherwise the pilot should execute a go-  around immediately. If the pilot misjudges the rate of sink during a landing and  thinks the airplane is descending faster than it should, there is  a tendency to increase the pitch attitude and AOA too rapidly.  The recovery from floating is dependent upon the amount of  floating and the effect of any crosswind, as well as the amount  of runway remaining. Since prolonged floating utilizes  considerable runway length, it must be avoided especially on  short runways or in strong crosswinds. If a landing cannot be  made on the first third of the runway, or the airplane drifts  sideways, execute a go-around. Floating During Round Out Late or Rapid Round Out Ballooning During Round Out Figure 8-33.  Rounding out too high. 8-30 34