Cubdriver

Correct. But how it does it you are not quite clear on, because you claim there is an increase in lift, not so. There is a reduction in lift while in ground effect. This is why low wing airplanes tend not to bounce, although they do tend to float.

Not at all correct... first of all, have you ever noticed that designers prefer a high-wing configuration for short field and STOL airplanes? Why, if there is so much more lift in ground effect would they do this? The reason is along with a reduction in drag, ground effect reduces lift. It's all part of the same principle which is known in academics as circulation. Circulation around a wing is one of the key elements responsible for creating lift.

Don't take it from me, try this: Denker on Ground Effect.

--------------------------------
3.12.5 Bound Vortex

Let’s not forget about the bound vortex, which runs spanwise from wingtip to wingtip, as shown in figure 3.27. When you are flying in ground effect, you are influenced by the mirror image of your bound vortex. Specifically, the flow circulating around the mirror-image bound vortex will reduce the airflow over your wing. I call this a pseudo-tailwind.17 Operationally, this means that for any given angle of attack, you need a higher true airspeed to support the weight of the airplane. This in turn means that a low-wing airplane will need a longer runway than the corresponding high-wing airplane, other things being equal. It also means – in theory – that there are tradeoffs involved during a soft-field takeoff: you want to be sufficiently deep in ground effect to reduce induced drag, but not so deep that your speeds are unduly increased. In practice, though, feel free to fly as low as you want during a soft-field takeoff, since in an ordinary-shaped airplane the bad effect of the reflected bound vortex (greater speed) never outweighs the good effect of the reflected trailing vortices (lesser drag). As a less-precise way of saying things, you could say that to compensate for ground effect, at any given true airspeed, you need more coefficient of lift. This explains why all airplanes – some more so than others – exhibit “squirrely” behavior when flying near the ground, including:

• Immediately after liftoff, the airplane may seem to leap up a few feet, as you climb out of the pseudo-tailwind. This is generally a good thing, because when you become airborne you generally want to stay airborne.
• Conversely, on landing, the airplane may seem to drop suddenly, as the pseudo-tailwind takes effect. This is unhelpful, but it’s not really a big problem once you learn to anticipate it. It does mean that practicing flaring at altitude (as discussed in section 12.11.3) will never entirely prepare you for real landings.
• The wing and the tail will be influenced by ground effect to different degrees. (This is particularly pronounced if your airplane has a low wing and a high T-tail, but no airplane is entirely immune.) That means that when you enter or exit ground effect, there will be squirrely pitch-trim changes ... in addition to the effects mentioned in the previous items. Just to rub salt in the wound, the behavior will be different from flight to flight, depending on how the aircraft is loaded, i.e. depending on whether the center of mass is near the forward limit or the aft limit.

During landing, ground effect is a lose/lose/lose proposition. You regret greater speed, you regret lesser drag, and you regret squirrley handling.