Power Loss on Climb-Out — Clearwater Air Park

Engine failure at 300 ft AGL over dense development. The DA40's slippery airframe and poor off-field options demand immediate decision-making.

Diamond DA40 · Clearwater Air Park (KCLW) · Commercial · Takeoff / Climb

The scenario

• {'label': 'Field', 'value': 'KCLW · Clearwater Air Park'}
• {'label': 'Runways', 'value': '16/34'}
• {'label': 'Elevation', 'value': '71 ft'}
• {'label': 'Aircraft', 'value': 'DA40'}
• {'label': 'Dominant phase', 'value': 'Landing / Approach'}

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 in the DA40 can occur at any time, even after a routine 100-hour inspection. The induction system (including the flexible coupling from the intercooler to the induction inlet) is critical — loose clamps or a failed coupling will cause partial or total power loss. At low altitude over dense development, the decision window is measured in seconds. Establish 73 KIAS best glide immediately, declare emergency on CTAF, and commit to the best available landing area — open field, street, or parking lot. Land at the slowest possible speed (near Vs0) to minimize impact energy. The DA40 is slippery and will not descend steeply without aggressive flap extension and forward pressure.

Debrief — teaching points

The DA40's induction system is a critical post-maintenance check.

NTSB ERA19LA272 shows a mechanic's failure to properly tighten the clamps securing the flexible induction coupling during a 100-hour inspection. The loose coupling allowed induction air to escape, reducing intake air and causing partial power loss at 300 ft AGL. The accident occurred 15 hours after the inspection. After any maintenance work on the induction system (intercooler, coupling, intake manifold), verify that all clamps are tight and secure. A loose clamp is a starvation risk — not fuel starvation, but air starvation.

Partial power loss at low altitude is still a forced landing.

The DA40 has a 180 hp Lycoming IO-360-M1A. A partial power loss — say, 30–50% power reduction — at 300 ft AGL over dense development is not recoverable by climbing or stretching the glide. It is a forced landing. Establish 73 KIAS best glide immediately, declare emergency on CTAF, and commit to the best available landing area. Do not waste altitude trying to diagnose the problem or looking for a better field.

The DA40 is slippery — energy management on approach is critical.

The DA40 is a composite airframe with a low drag coefficient. It floats on approach and will not descend steeply without aggressive flap extension and forward pressure. In a forced landing scenario, extend full flaps (Vfe 91 KIAS) and slip if necessary to steepen the descent. Land at the slowest possible speed (near Vs0 49 KIAS) to minimize impact energy. Impact energy rises with the square of speed — the difference between 50 KIAS and 70 KIAS is significant.

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

Unlike Cessnas, the DA40 has no BOTH position on the fuel selector. The pilot must actively manage LEFT / RIGHT and switch tanks as needed. Selecting an empty tank or failing to switch tanks is a fuel starvation risk. Always confirm the fuel selector is on the fullest tank during an engine anomaly. In this scenario, the fuel selector was correct — but it is always the first check.

Off Runway 16 at KCLW, the off-field environment is dense development.

The USGS NLCD ground cover off Runway 16's climb-out (heading 155°) is dense residential development — houses, streets, low-density development, medium development. There is no open field, no water, no alternate landing surface. A forced landing in this environment requires commitment to an urban landing area — a street, a parking lot, or a rooftop. Land at the slowest possible speed to minimize impact energy and the risk of striking obstacles.

Declare emergency on CTAF early — do not wait for a diagnosis.

KCLW is non-towered (CTAF). When you experience an engine anomaly at low altitude, declare emergency on CTAF immediately. This alerts other traffic and establishes a record of your situation. Do not wait for a diagnosis or a recovery attempt. 'Clearwater traffic, [N-number], partial power loss, 300 feet, declaring emergency, looking for landing area.' This simple statement communicates your situation and your intent.

Built from the real accident record

Scenario built from NTSB ERA23LA285 (2023 DA40 turbocharger housing fatigue failure, partial power loss on climb), ERA19LA272 (2019 DA40 induction coupling failure at 300 ft AGL, forced landing to field), and ERA18LA241 (2018 DA40 total power loss on approach, forced landing short of runway). Anonymized and localized to KCLW.

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.B — Engine Starting / Systems Preflight

Relevant FARs: §91.3 · §91.13 · §91.185

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