Float and Drift at Clearwater

Excess approach energy, a slippery airframe, and crosswind gusts — runway excursion in a DA20

Diamond DA20-C1 · Clearwater Air Park (KCLW) · Private · Landing / Approach

The scenario

• {'label': 'Field', 'value': 'KCLW · Clearwater Air Park'}
• {'label': 'Runways', 'value': '16/34'}
• {'label': 'Elevation', 'value': '71 ft'}
• {'label': 'Aircraft', 'value': 'DA20'}
• {'label': 'Dominant phase', 'value': 'Landing / Approach'}

The decision

Before we get into the decision tree — what do you know about landing the DA20 in crosswind and gusty conditions? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — The DA20 is a slippery, light airplane that floats easily in ground effect and is sensitive to gusts. In crosswind conditions, a stable approach, smooth flare, and differential braking during rollout are essential. If the approach becomes unstable or the airplane balloons, a go-around is the correct decision. The castering nosewheel requires differential braking for directional control — rudder input alone is insufficient. Off Runway 16 at KCLW, the off-field environment is dense development — a runway excursion in that direction is a crash, not a recoverable landing.

Debrief — teaching points

The DA20 floats easily in ground effect — excess approach energy is dangerous.

The DA20 is a light, slippery airplane with a low wing loading. In ground effect, it floats easily if the approach energy is not managed correctly. An early or shallow flare, or an aggressive flare that balloons the airplane, will result in floating — the airplane will remain in the air longer than expected and land farther down the runway. At KCLW, Runway 16 is 4,108 ft long; floating 500 ft farther down the runway is still safe. But in gusty crosswind conditions, floating also means drifting — and the off-field environment off Runway 16 is developed terrain. Manage approach energy carefully: a stable approach at 55 KIAS (Vref), a smooth flare at 20 ft AGL, and a normal descent rate to touchdown.

Crosswind landing technique: slip to correct drift, not crab.

In a crosswind, there are two ways to approach the runway: crab (nose into the wind, fuselage not aligned with runway) or slip (fuselage aligned with runway, wing into the wind). The crab corrects heading but not drift — the airplane will still be pushed sideways by the wind. The slip corrects both heading and drift — the fuselage is aligned with the runway and the drift is arrested. In the DA20, especially in gusty conditions, a slip is the preferred technique. Drop the upwind wing (into the wind), apply opposite rudder to align the fuselage, and descend on the slip. At the flare, level the wings and touch down on centerline.

The DA20's castering nosewheel requires differential braking for directional control.

Unlike a Cessna or Piper with a steerable nosewheel, the DA20's nosewheel is castering — it swivels freely and does not respond to rudder input alone. Directional control during rollout is achieved through differential braking: left pedal pressure to turn left, right pedal pressure to turn right. Rudder input will not steer the nosewheel; it will only yaw the fuselage. If you are drifting left during rollout, apply right brake pressure to bring the airplane back toward centerline. This is the critical difference between the DA20 and other trainers — know it and practice it.

A go-around is the correct decision if the approach becomes unstable.

In gusty crosswind conditions, an unstable approach — one with drift, ballooning, or excess descent rate — should result in a go-around. The DA20 responds well to a go-around if the pitch and power are managed correctly: full power, lower the nose to maintain 60 KIAS minimum, retract flaps to 0°, and climb out cleanly. A go-around is not a failure; it is airmanship. The NTSB accidents cited in this scenario show that pilots who tried to salvage unstable approaches ended up in runway excursions. Pilots who went around and re-stabilized the approach landed safely.

Off Runway 16 at KCLW, the off-field environment is dense development — not a soft field.

The NLCD ground cover off Runway 16's departure end (heading 155°) is dense development, low-density development, and medium development. This means buildings, roads, parking lots, and rough terrain — not open fields or soft ground. A runway excursion to the left during landing or rollout is a crash into developed terrain, not a recoverable landing. The runway is 4,108 ft long and 75 ft wide — plenty of room if the approach is managed correctly. Stay on the runway by managing drift, flare, and directional control.

Built from the real accident record

Scenario built from NTSB WPR20CA305 (2020 DA20 improper flare / loss of control on go-around), GAA19CA490 (2019 DA20 right yaw during aborted landing), GAA19CA330 (2019 DA20 crosswind flare / control refusal), and WPR11CA099 (2011 DA20C1 directional control loss). Localized to KCLW.

NTSB reports: WPR20CA305 · GAA19CA490 · GAA19CA330 · WPR11CA099

ACS tasks: PA.II.J — Crosswind Takeoff and Landing · PA.II.K — Slip to a Landing · PA.II.L — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing

Relevant FARs: §91.3 · §91.13 · §91.209

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