Energy Management at Clearwater Air Park
A slippery composite airframe, excess approach energy, and a short runway — the decision to go around comes late
The scenario
Departing Clearwater Air Park (KCLW), Clearwater, FL — Runway 16, a 4,108 ft asphalt runway. Elevation 71 ft MSL. You are a commercial pilot with roughly 350 hours total, 80 hours in the Diamond DA40. This is a supervised instructional flight with a safety pilot (your CFI) in the right seat. You are the pilot flying (PF).
It is a clear, VFR afternoon: OAT 24°C, winds 180° at 4 knots (nearly calm, slight tailwind on Runway 16). Visibility 10 SM. KCLW is non-towered Class G airspace; you are operating on CTAF (122.8). The overlying Tampa Class B airspace begins at 3,000 ft MSL — you are well below that on approach.
You are on a 3 nm final approach to Runway 16, descending through 800 ft AGL. The DA40 is clean (flaps up, gear fixed), and you are carrying 75 KIAS — 5 knots above Vref (70 KIAS). The runway is made; it looks long and stable. You have not yet added flaps or reduced power significantly. The CFI is quiet in the right seat, watching.
Aircraft: Diamond DA40, solo (CFI + you), within limits. Lycoming IO-360-M1A fuel-injected engine, constant-speed prop, fixed gear, G1000 glass panel. Fuel selector is on RIGHT tank (full). The airplane is clean and slippery — the composite airframe and sleek design mean the DA40 floats more than a Cessna 172 or Piper Cherokee in the landing configuration.
Pilot: you — a commercial pilot, current, roughly 350 hours total, 80 hours DA40. You have landed at KCLW twice before, both times without incident. You are comfortable with the airplane. The CFI has not yet said anything about your approach profile.
- {'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 energy management and go-arounds in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB GAA19CA582 (2019): A Diamond DA40 on an instructional flight experienced a loss of control during an aborted go-around. The pilot cut power and applied brakes with insufficient runway remaining. The probable cause was the pilot's decision to abort the go-around without adequate runway distance and his failure to accurately communicate his intentions to ATC. The airplane ran off the runway and struck a concrete barrier.
NTSB ERA21LA039 (2020): A Diamond DA40 on a Part 91 supervised solo instructional flight lost directional control during landing when the aircraft bounced and drifted left. The student pilot's attempt to abort the landing was unsuccessful. The airplane struck a taxiway sign and cartwheeled before impacting a security fence. The probable cause was the pilot's loss of directional control while landing.
NTSB GAA19CA038 (2018): A Diamond DA40 flown by a solo student pilot experienced a runway excursion and struck a taxiway sign after landing with excessive speed. The accident was attributed to the student pilot's excessive taxi speed during a turn from the runway to a taxiway. The airplane struck the sign and came to rest off the pavement.
The common thread across all three accidents: the DA40's slippery composite airframe and sleek design mean it floats more than conventional aluminum airplanes. Excess approach energy — carrying speed, delaying flap deployment, not reducing power early enough — translates into a longer landing distance and a higher risk of runway excursion. The DA40 is not forgiving of high-energy approaches.
At Clearwater Air Park, Runway 16 is 4,108 ft long. The off-field environment at both runway ends is dense development — there is no open field, no water, no alternate landing surface. A runway excursion at KCLW means striking buildings, trees, or taxiway infrastructure. The runway is long enough if you manage energy correctly; it is short if you do not.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Clearwater Air Park. KCLW has its own accident history (see field dominant patterns), but these specific DA40 events happened elsewhere. The scenario is localized to KCLW to make the runway length and off-field environment real and consequential for you as a student here.
The consistent lesson: in the DA40, go around early. If you are high, fast, or unstable by 500 ft AGL on final, go around. A go-around at 500 ft AGL is safe and clean. A go-around at 150 ft AGL is marginal. A landing that runs off the runway is a failure.
Key lesson — The Diamond DA40's composite airframe is slippery — it floats more than a Cessna or Piper. Excess approach energy (high speed, late flap deployment, insufficient power reduction) results in a longer landing distance and a runway excursion risk. Manage energy early: reduce power and add full flaps by 800 ft AGL on final, establish 70 KIAS Vref, and fly a stable descent. If you are high, fast, or unstable by 500 ft AGL, go around. At KCLW, the runway is 4,108 ft — long enough if you manage energy, short if you do not.
Debrief — teaching points
The DA40 is slippery — it floats more than a Cessna or Piper.
The Diamond DA40's composite airframe and sleek design mean it has less drag and floats more than conventional aluminum airplanes. Excess approach energy does not translate into a steeper descent; it translates into a longer landing distance. If you carry 75 KIAS instead of 70 KIAS Vref, you will land farther down the runway. If you keep flaps up until short final, you will float even longer. Energy management in the DA40 is not optional — it is the entire approach.
Reduce power and add flaps EARLY on final — by 800 ft AGL.
The correct approach profile in the DA40 is to reduce power and add full landing flaps (Vfe 91 KIAS) by 800 ft AGL on final. This gives the airplane time to slow and descend at a stable rate. Waiting until 400 ft AGL or shorter to add flaps forces a steeper, less stable descent and a longer landing distance. Early flap deployment is not a suggestion — it is the standard procedure.
Vref is 70 KIAS — fly that speed on final approach.
Vref (approach speed) for the DA40 is 70 KIAS. This is the speed at which the airplane descends at the shallowest angle with the slowest touchdown speed. Carrying 75 KIAS or higher on final means you are above approach speed and will float. Establish 70 KIAS by 1,000 ft AGL and maintain it to touchdown. If you cannot slow to 70 KIAS, you are not configured correctly or you are not reducing power enough.
Go around early — at 500 ft AGL if the approach is unstable.
If you are high, fast, or unstable by 500 ft AGL on final, go around. A go-around at 500 ft AGL is safe, clean, and gives you plenty of altitude and runway to climb out. A go-around at 150 ft AGL is marginal and leaves almost no margin for error. A go-around at 50 ft AGL (trying to land anyway) is a runway excursion or a crash. The decision to go around must be made early, not late.
A go-around in the DA40 requires full power and a climb to Vy (66 KIAS).
When you go around, advance the throttle to full power, pitch up to a climb attitude (roughly 10° nose-up), and retract flaps to reduce drag. The constant-speed prop will automatically adjust to climb RPM. Climb at 66 KIAS (Vy, best rate of climb). Do not climb at Vx (66 KIAS, best angle of climb) — Vy gives you the most altitude gain per unit time, which is what you need in an emergency go-around.
At KCLW, the off-field environment is dense development on both runway ends.
Runway 16's climb-out environment (heading 155°) is dense development, low-density development, and medium development. Runway 34's climb-out environment (heading 335°) is low-density development, medium development, and open developed areas (parks/large lots). There is no open field, no water, no alternate landing surface. A runway excursion at KCLW means striking buildings, trees, or taxiway infrastructure. The runway is long enough if you manage energy correctly; it is short if you do not. Respect the runway length and the off-field environment.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 go-around abort with insufficient runway), ERA21LA039 (2020 DA40 loss of directional control on landing), and GAA19CA038 (2018 DA40 excessive-speed runway excursion). Localized to Clearwater Air Park (KCLW), Clearwater, FL.
NTSB reports: GAA19CA582 · ERA21LA039 · GAA19CA038
ACS tasks: PA.II.C — Takeoff and Departure · PA.III.C — Approach and Landing · PA.III.D — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.175
Step through the full decision tree, make the calls, and see where each choice leads — then debrief it with your CFI.
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