Engine Failure on Climb-Out

Total power loss in a fuel-injected trainer — forced landing site selection and execution in a light, slippery airframe

Diamond DA20-C1 · Brooksville–Tampa Bay Regional Airport (KBKV) · Private · Climb / Takeoff

The scenario

• {'label': 'Field', 'value': 'KBKV · Brooksville–Tampa Bay'}
• {'label': 'Runways', 'value': '3/21 · 9/27'}
• {'label': 'Elevation', 'value': '76 ft'}
• {'label': 'Aircraft', 'value': 'DA20'}
• {'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 DA20? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — In the DA20, total engine power loss at low altitude is a forced landing. Best glide is 73 KIAS — establish it immediately and maintain it. The off-field environment at KBKV is good (open developed land, parks, pasture, hay fields), but the runway is always the best option if you have enough altitude and glide distance to make it. Preflight fuel planning is not optional — the DA20's fuel capacity is modest, and multi-leg flights without refueling can exhaust the reserve. Post-maintenance flights are high-risk: inspect the fuel system and ignition harness carefully before flight.

Debrief — teaching points

Best glide speed in the DA20 is 73 KIAS — establish it immediately on engine failure.

When the engine fails, the only speed that matters is best glide: 73 KIAS in the DA20. This speed maximizes glide distance and gives you the most time and distance to evaluate options and select a landing site. Any other speed — climb speed, cruise speed, approach speed — reduces glide distance and increases descent rate. Establish 73 KIAS immediately by lowering the nose. Do not attempt to climb, do not try to stretch the glide, do not descend faster than necessary. 73 KIAS is the speed that keeps you alive.

The DA20 has a single fuel tank with ON/OFF selector — fuel exhaustion is the only fuel-related failure mode, but it is a real one.

The DA20 has no left/right tank management — there is no fuel mis-selection risk. But the single tank has a modest capacity: 14 gallons total, 13.5 usable. Preflight fuel planning is critical. Multi-leg flights without refueling can quickly exhaust the reserve. Always verify fuel quantity visually (dipstick) before flight, not just by the fuel gauge. The fuel gauge in the DA20 can be unreliable. Plan conservatively: assume 5 gallons per hour cruise burn, and always maintain a 30-minute reserve minimum. If you are unsure of fuel quantity, land and refuel.

Post-maintenance flights are high-risk — inspect the fuel system and ignition harness carefully.

Engine failures in the DA20 after maintenance are often caused by debris left in the fuel system, throttle metering unit, or ignition harness damage. Before a post-maintenance test flight, inspect the fuel system visually, check the ignition harness for damage or loose connections, and run the engine on the ground at various power settings to confirm smooth operation. If anything feels wrong — rough running, hesitation, or unexplained power loss — land immediately and have the maintenance shop re-inspect the work. Do not fly a post-maintenance airplane that does not feel right.

Ignition system failures in the DA20 can be insidious — partial power loss is often the first symptom.

Worn magnetos, damaged ignition harnesses, or fouled spark plugs can cause partial engine power loss in the DA20. The first symptom is often a rough-running engine or unexplained power loss at climb power. If you experience partial power loss at low altitude, declare an emergency, establish best glide, and return to the airport immediately. Do not attempt to diagnose the problem in flight — get the airplane on the ground and have a mechanic inspect the ignition system.

Off Runway 09 at KBKV, the off-field environment is open developed land — good forced-landing terrain.

The off-field environment off Runway 09's departure end (heading 090°) is open developed land — parks, large lots, pasture, and hay fields. This is good forced-landing terrain. If the engine fails on the Runway 09 departure and you do not have enough altitude to return to the airport, landing straight ahead in the open field is a viable option. Establish best glide at 73 KIAS, select the largest, smoothest field you can see, and execute a stable approach. The DA20 is light and slippery — it floats in ground effect — but a controlled landing at best glide speed is survivable.

The DA20 is light and slippery — it floats in ground effect and is sensitive to gusts.

The DA20 is a composite trainer with a light wing loading. It floats in ground effect and is sensitive to wind gusts and crosswinds. On landing, the castering nosewheel requires differential braking for directional control on rollout. If you are landing in a field with gusts or crosswind, be prepared for the airplane to float and drift. Use differential braking to maintain directional control. If the field is too short or too narrow, go around and find a better option. A forced landing in the DA20 is survivable if you maintain control and fly the airplane to a stable touchdown.

Built from the real accident record

Scenario built from NTSB WPR23LA324 (2023 DA20 engine failure during simulated failure, improper fuel management), GAA19CA569 (2019 DA20 fuel exhaustion forced landing), ERA19LA074 (2018 DA20 partial power loss post-maintenance), ERA19LA029 (2018 DA20 ignition system failure), CEN16LA018 (2015 DA20-C1 fuel exhaustion), and CEN15WA043 (2014 DA20-C1 power loss). Anonymized and localized to KBKV.

NTSB reports: WPR23LA324 · GAA19CA569 · ERA19LA074 · ERA19LA029 · CEN16LA018 · CEN15WA043

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.B — Engine Starting / Systems Preflight

Relevant FARs: §91.3 · §91.13 · §91.185

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