Power Loss on Climb — Brooksville

Partial engine failure at 300 ft AGL in a DA40: forced landing site selection and energy management in a slippery airframe

Diamond DA40 · Brooksville–Tampa Bay Regional Airport (KBKV) · Commercial · Takeoff / Climb

The scenario

• {'label': 'Field', 'value': 'KBKV · Brooksville–Tampa Bay'}
• {'label': 'Runways', 'value': '3/21 · 9/27'}
• {'label': 'Elevation', 'value': '76 ft'}
• {'label': 'Aircraft', 'value': 'DA40'}
• {'label': 'Dominant phase', 'value': 'Landing / Cruise'}

The decision

Before we get into the decision tree — what do you already know about engine failure in the DA40? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — Engine failure at 300 ft AGL in a DA40 is a forced-landing emergency. The decision window is 30 seconds. Declare emergency, establish 73 KIAS best glide, and select the best forced-landing site immediately. Off Runway 09 at KBKV, the open developed land (parks, pasture, medium development) to the north is the best option. Do not attempt to stretch the glide back to the runway at low altitude with partial power — the attempt often fails and delays the landing decision. Flaps and the slowest possible touchdown speed minimize impact energy and improve survival. Post-maintenance engine failures are real; verify all maintenance work before flight.

Debrief — teaching points

Engine failure at 300 ft AGL is a forced-landing emergency — the decision window is 30 seconds.

At 300 ft AGL with partial or total engine power, you do not have time to troubleshoot, attempt a return to the runway, or stretch the glide. You have roughly 30 seconds before altitude becomes critical. The correct response is immediate: declare emergency, establish 73 KIAS best glide, and commit to the best forced-landing site within glide range. Delay in the decision costs altitude and options. ERA19LA272 shows this: the pilot had 300 ft AGL on takeoff, partial power, and a soybean field ahead — the forced landing was the correct outcome.

The DA40 fuel selector is LEFT / RIGHT — there is no BOTH position.

Unlike some aircraft, the DA40 has no BOTH position on the fuel selector. The pilot must actively manage LEFT and RIGHT tanks. Selecting an empty tank is a starvation risk. On a local flight, confirm the selected tank has adequate fuel before takeoff. If you suspect fuel starvation, switch tanks immediately. On a longer flight, establish a tank-switching schedule and monitor fuel quantity on the G1000. Post-maintenance, verify that fuel selector work (if any was done) is correct and that both tanks are properly connected.

Mechanical engine failures in the DA40 can result from post-maintenance work — loose induction couplings, turbocharger issues.

NTSB ERA19LA272 was caused by a mechanic's failure to properly tighten the clamps securing the flexible induction coupling during a 100-hour inspection. The airplane flew normally for 15 hours, then lost power on takeoff. ERA23LA285 involved turbocharger housing fatigue. After any major inspection, review the maintenance log carefully, ask the mechanic about critical work (induction system, turbocharger), and consider a thorough engine run-up before flight. If you suspect a post-maintenance issue, ground the airplane and have the mechanic re-inspect.

The DA40 is a slippery airframe — flaps and energy management are critical on approach.

The DA40 is efficient and floats well in clean configuration. On a normal approach, this is an asset — long glide distance, stable descent. In a forced landing, it is a liability: the airplane wants to float, and you need to get it down quickly. Add flaps incrementally to increase drag and steepen the descent. The DA40's landing flaps are 91 KIAS maximum (Vfe), so you have margin to add flaps at approach speeds. In a forced landing, flaps and the slowest possible touchdown speed minimize impact energy and improve survival.

Off Runway 09 at KBKV, the forced-landing environment is good — open developed land and pasture to the north.

The NLCD ground cover off Runway 09 (heading 090°) shows open developed land (parks, large lots), pasture, and hay — good forced-landing terrain. There is no water, no dense forest, no obstacles. If you lose power on the Runway 09 departure, the open field to the north is your target. Do not attempt to stretch the glide back to the runway at low altitude; the open field ahead is the better option. Runway 27 (the reciprocal) is also an option if you can make a safe turn back at 300 ft AGL — but the open field is the safer bet.

Declare emergency early — the tower needs to know and can provide support.

KBKV tower is open and monitoring. When you lose engine power at 300 ft AGL, declare emergency immediately: 'KBKV Tower, Diamond [N-number], declaring emergency, engine failure, forced landing.' The tower will clear other traffic, alert rescue, and provide support. Do not wait to see if the engine recovers; declare early. The tower's awareness and the emergency declaration activate rescue resources and protect you legally under 14 CFR §91.3.

Built from the real accident record

Scenario built from NTSB ERA23LA285 (2023 DA40 NG turbocharger housing fatigue failure / partial power loss on climb), ERA19LA272 (2019 DA40 induction coupling failure at 300 ft AGL), and ERA18LA241 (2018 DA40 total power loss on approach). Anonymized and localized to KBKV.

NTSB reports: ERA23LA285 · ERA19LA272 · ERA18LA241

ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors · PA.II.A — Preflight Assessment

Relevant FARs: §91.3 · §91.13 · §91.185

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