Energy Management at Lakeland Linder
A slippery composite airframe, excess approach energy, and the decision to go around — runway excursion risk in the Diamond DA40
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, inbound on a supervised solo instructional flight. Elevation 142 ft MSL. You are a commercial pilot with roughly 350 hours total time; this is your first flight in the Diamond DA40, and you are flying with a safety pilot (CFI) on board for the first 1.5 hours.
It is a clear, calm Florida morning: OAT 18°C, winds calm to light from the east, visibility 10+ SM. KLAL is Class D airspace, towered 24/7. Runway 10 is 8,500 ft long — plenty of runway. The off-field environment to the east (climb-out from Runway 10) is marginal: low-density development, open developed areas (parks/large lots), and some dense development. The off-field environment to the west (approach to Runway 10) is poor: medium development, evergreen forest, and low-density development. There is no water off either runway end.
You are on a 3-mile final for Runway 10, 800 ft AGL, configured for landing: flaps down (landing), gear fixed (always), prop control set to high RPM, mixture rich. The tower clears you to land. You are carrying energy — the approach is slightly fast, and the airplane is floating. The DA40 is a slippery composite airframe; it does not bleed energy quickly. You are at 75 KIAS on short final, 2 knots above Vref (70 KIAS), and the descent rate is shallow. The runway is ahead.
Aircraft: Diamond DA40, solo with safety pilot, within limits. Lycoming IO-360-M1A fuel-injected engine, constant-speed prop, fixed gear, G1000 glass panel. Fuel selector is LEFT (you checked it during the descent). You have 45 minutes of fuel remaining.
Pilot: You — a commercial pilot, roughly 350 hours total, first flight in the DA40. Your CFI is in the right seat, observing. You have landed the Cessna 172 and Piper Arrow many times; you are familiar with approach energy management. But the DA40 is different: it is faster, more slippery, and the constant-speed prop requires active management. You did not brief the go-around procedure with your CFI before this flight.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about energy management and go-around procedures 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 when the pilot cut power and applied brakes with insufficient runway remaining. The pilot initiated a go-around at low altitude, then decided to abort it and return to land. The pilot cut power and applied brakes to stop the climb and return to the runway. With insufficient runway remaining and an unstable descent, the airplane touched down hard, bounced, and the pilot lost directional control during braking. The airplane veered off the runway and struck a concrete barrier. 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 air traffic control.
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, and the aircraft struck a taxiway sign and cartwheeled before impacting a security fence. The probable cause was the pilot's loss of directional control while landing, which resulted in a runway excursion. The root cause was an unstable approach and a hard landing that resulted in a bounce.
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. However, the root cause was the excessive landing speed and the loss of directional control during the landing rollout.
The common thread across all three accidents: the DA40 is a slippery composite airframe that floats on approach and does not bleed energy quickly. An unstable approach, a hard landing, and a bounce create a situation where directional control is lost during the landing rollout. The decision to abort a go-around with insufficient runway remaining, or to continue an unstable approach to landing, are the critical decision points.
At KLAL, Runway 10 is 8,500 ft long — plenty of runway. The off-field environment to the west (approach end) is poor: medium development, evergreen forest, and low-density development. There is no water off the runway ends, but a runway excursion into the off-field environment would be serious. The real accidents cited above occurred at other airports — NOT at KLAL. However, the accident patterns are the same: unstable approaches, hard landings, and loss of directional control during the landing rollout.
The consistent lesson across all three NTSB cases: energy management on approach is critical in the DA40. The airplane is slippery and floats. A stable approach at Vref (70 KIAS) with a controlled descent rate is essential. If the approach becomes unstable, a go-around is the correct decision. If a go-around is initiated, it must be executed properly: full power, prop to high RPM, flaps retracted in stages, and a positive climb established before turning. Aborting a go-around with insufficient runway remaining is a loss-of-control risk.
Key lesson — The Diamond DA40 is a slippery composite airframe that floats on approach. Energy management is critical. A stable approach at Vref (70 KIAS) with a controlled descent rate is essential. If the approach becomes unstable, go around. If a go-around is initiated, execute it properly: full power, prop to high RPM, flaps retracted in stages, and a positive climb established before turning. Never abort a go-around with insufficient runway remaining — that is a loss-of-control risk. The forward slip is a legitimate technique to bleed excess energy on approach.
Debrief — teaching points
The DA40 is slippery — it floats on approach and does not bleed energy quickly.
The Diamond DA40 is a composite airframe with a clean, efficient design. This makes it fast and fuel-efficient in cruise, but it also means the airplane does not bleed energy quickly on approach. In ground effect, the DA40 floats noticeably. An approach that is even 2–3 knots fast can result in a touchdown 1,500 ft down the runway instead of 800 ft. At KLAL with 8,500 ft of runway, this is manageable. But the energy management discipline is essential. Vref is 70 KIAS; landing speed (Vs0) is 49 KIAS. The margin is tight.
A forward slip is a legitimate technique to bleed excess energy on approach in the DA40.
If you find yourself on approach with excess energy and floating, a forward slip (right wing down, left rudder) increases drag and steepens the descent rate without increasing airspeed. The DA40 is stable in a slip. Recover from the slip at 200 ft AGL and land. This is a legitimate energy-management technique and is taught in many DA40 transition courses. It is far better than continuing a floating approach and landing long.
A go-around must be executed properly: full power, prop to high RPM, flaps retracted in stages, and a positive climb established before turning.
The DA40 has a constant-speed prop that must be set to high RPM for landing. If you initiate a go-around without confirming the prop is at high RPM, the go-around will be sluggish. Full power + high RPM + flaps retracted in stages (not all at once) + a positive climb established before turning is the correct procedure. Do not turn until you have a positive climb rate. Climbing to at least 1,000 ft AGL before turning back for another approach gives you time and altitude to set up a stable descent.
Never abort a go-around with insufficient runway remaining — that is a loss-of-control risk.
NTSB GAA19CA582 documents a DA40 accident where the pilot initiated a go-around, then decided to abort it and return to land. The pilot cut power and applied brakes to stop the climb and return to the runway. With insufficient runway remaining and an unstable descent, the airplane touched down hard, bounced, and the pilot lost directional control during braking. The airplane veered off the runway and struck a concrete barrier. If you initiate a go-around, commit to it. Climb to at least 1,000 ft AGL, establish a positive climb rate, and set up a stable approach. Do not abort the go-around.
A hard landing followed by a bounce creates a loss-of-directional-control risk during the landing rollout.
NTSB ERA21LA039 documents a DA40 accident where the student pilot landed with excessive speed, the airplane bounced on touchdown, and the pilot lost directional control during the landing rollout. The airplane struck a taxiway sign and cartwheeled. A hard landing is a sign that the approach was unstable. If you land hard and the airplane bounces, be prepared for a loss of directional control. Maintain firm control of the nosewheel and use differential braking if needed. But the better solution is to avoid the hard landing in the first place: maintain a stable approach at Vref (70 KIAS) with a controlled descent rate.
The fuel selector in the DA40 is LEFT / RIGHT with no BOTH position — fuel starvation from a mis-set selector is a real risk.
Unlike the Cessna 172 (which has a BOTH position), the DA40 fuel selector is LEFT / RIGHT only. If you select the wrong tank or forget to switch tanks, you will experience fuel starvation. This is not a factor in this scenario, but it is a critical systems difference in the DA40. Always confirm the fuel selector is set correctly during the descent and landing checklist.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 aborted go-around / runway excursion), ERA21LA039 (2020 DA40 loss of directional control / bounce / excursion), and GAA19CA038 (2018 DA40 excessive landing speed / excursion). Localized to KLAL.
NTSB reports: GAA19CA582 · ERA21LA039 · GAA19CA038
ACS tasks: PA.V.A — Approach and Landing · PA.V.B — Go-Around / Rejected Landing · PA.V.C — Forward Slip to a Landing · PA.I.H — Human Factors · PA.II.F — Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.121
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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