Engine Failure on Climb — Lakeland
Total power loss in a fuel-injected trainer over central Florida — the forced-landing decision is immediate and consequential
The scenario
Departing Lakeland Linder International Airport (KLAL), Lakeland, FL — Runway 10, climbing out on a 090° heading. Elevation 142 ft MSL. The runway is 8,500 ft of asphalt, plenty of length for a DA20 departure.
It is a clear, calm Florida morning: OAT 18°C, dew point 12°C, altimeter 30.01, light winds from the northeast. Visibility 10 SM. Classic VFR conditions. You are climbing at 75 KIAS (Vy, best rate of climb) through 400 ft AGL when the engine begins to lose power. The tachometer is unwinding. The engine is not running rough — it is simply losing RPM and manifold pressure. The airport is behind you. Ahead is low-density development, open developed areas (parks and large lots), and scattered wooded patches.
Aircraft: Diamond DA20-C1, solo, fuel status unclear — you did not verify the fuel quantity visually before departure. The Continental IO-240-B is fuel-injected (no carburetor, no carb heat). Fixed-pitch prop, fixed gear, single fuel tank with ON/OFF selector. Nothing was written up; the airplane was released as airworthy.
Pilot: you — a Private pilot, current, roughly 180 hours total. You completed the preflight checklist, but you did not physically open the fuel filler cap and look at the fuel level. You accepted the previous pilot's word that the airplane was 'full.' You did not review the fuel burn rate for the planned flight. You are now at 400 ft AGL with a dying engine and no clear picture of how much fuel is in the tank.
- {'label': 'Field', 'value': 'KLAL · Lakeland Linder'}
- {'label': 'Runways', 'value': '5/23 · 10/28'}
- {'label': 'Elevation', 'value': '142 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about engine failure in the DA20-C1? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR23LA324 (2023): A Diamond DA20 on an instructional flight lost total engine power during a simulated engine failure when the student advanced the throttle with the mixture leaned. The pilot made a forced landing off-airport. The probable cause was the flight crew's improper fuel management, which resulted in a total loss of engine power, and impact with terrain during an off-airport landing. Contributing to the accident was the flight instructor's failure to follow the airplane checklist.
NTSB GAA19CA569 (2019): A Diamond DA20 experienced total engine power loss on approach due to fuel exhaustion after four flights in one day. The pilot made a forced landing on a service road between buildings and struck a tree, sustaining substantial damage. The probable cause was the pilot's improper preflight fuel planning, which resulted in fuel exhaustion, a total loss of engine power, and impact with a tree during an off-airport landing.
NTSB ERA19LA074 (2018): A Diamond DA20 on a post-maintenance test flight experienced partial engine power loss during climb due to debris obstructing the metering plug orifice in the throttle and metering unit. The pilot made a forced landing to a clearing, impacting trees. The probable cause was a partial loss of engine power due to debris obstructing the metering plug orifice in the throttle and metering unit.
NTSB ERA19LA029 (2018): A Diamond DA20 experienced partial engine power loss during cruise flight and made a forced landing in a field near Mountain Rest, South Carolina. The probable cause was a partial loss of engine power due to multiple discrepancies of the engine's ignition system, including worn magnetos and damaged ignition harnesses.
NTSB CEN16LA018 (2015): A Diamond DA20-C1 on a personal night flight made a forced landing in a field after total engine failure due to fuel exhaustion. The probable cause was the pilot's decision to operate the airplane without the owner's permission and his lack of preflight planning, which resulted in a total loss of engine power due to fuel exhaustion.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Lakeland Linder International Airport. KLAL has its own accident history (dominant patterns: loss of control inflight 23.7%, loss of control ground 19.4%, forced landing 17.2%), but these specific DA20 events happened elsewhere. The scenario is localized to KLAL to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: engine failure in the DA20-C1 is often the result of fuel mismanagement (exhaustion, improper planning), improper fuel management during flight (advancing throttle with mixture leaned), or post-maintenance issues (debris, ignition system problems). The forced landing decision is immediate — best glide speed (73 KIAS) and the best available landing site. The slowest possible touchdown speed (landing flaps to Vs0, 36 KIAS) is the entire game — impact energy rises with the square of speed.
Key lesson — In the DA20-C1, engine failure is often the result of fuel mismanagement or improper preflight planning. The forced landing decision is immediate: establish 73 KIAS best glide, scan for the best available landing site, and add landing flaps to minimize touchdown speed (36 KIAS, Vs0). Off Runway 10 at KLAL, the off-field environment is marginal but feasible — low-density development, open developed areas, and scattered wooded patches. Off Runway 28, the environment is poor — medium development, evergreen forest, and low-density development. Know the off-field terrain before you depart.
Debrief — teaching points
Preflight fuel planning is non-negotiable in the DA20-C1.
The DA20-C1 has a single fuel tank with an ON/OFF selector — there is no left/right tank management. Fuel risk is purely quantity planning. You must visually verify the fuel level before every flight by opening the fuel filler cap and looking at the fuel in the tank. Do not accept the previous pilot's word that the airplane is 'full.' Do not skip this step. NTSB GAA19CA569 and CEN16LA018 both resulted from inadequate preflight fuel planning. Calculate your fuel burn rate for the planned flight and verify you have sufficient fuel plus reserve (30 minutes for day VFR, 45 minutes for night VFR).
Engine failure in the DA20-C1 is often the result of improper fuel management during flight.
NTSB WPR23LA324 shows a total engine power loss when the student advanced the throttle with the mixture leaned during a simulated engine failure. The Continental IO-240-B is fuel-injected — there is no carburetor heat and no carb ice. Engine failure in the DA20-C1 is typically fuel exhaustion, fuel contamination, or improper fuel management (mixture control). Know the engine failure checklist: fuel selector ON, fuel pump ON (if equipped), mixture rich, throttle full, and if power does not return, prepare for a forced landing.
Best glide speed is 73 KIAS — establish it immediately on engine failure.
The moment you recognize an engine failure, lower the nose to 73 KIAS best glide. This speed maximizes glide distance and gives you the most time and distance to find a landing site. Do not try to climb or maintain altitude — that will only reduce your glide distance. Establish 73 KIAS, level the wings, and scan for a landing site.
The forced landing decision is immediate — land in the best available site.
Once you recognize an engine failure at low altitude, the decision to land off-airport is immediate. Do not try to stretch the glide to the runway if you are marginal on altitude — land in the best available off-field terrain. Off Runway 10 at KLAL, the off-field environment is marginal but feasible — low-density development, open developed areas, and parks. Off Runway 28, the environment is poor — medium development, evergreen forest, and low-density development. Know the off-field terrain before you depart.
Landing flaps are for the slowest possible touchdown speed, not the steepest approach.
In a forced landing, add landing flaps to slow to Vs0 (36 KIAS in the DA20-C1). Impact energy rises with the square of speed — landing at 36 KIAS instead of 73 KIAS is roughly 4 times less impact energy. The slowest possible touchdown speed is the entire game. Flaps are not for the steepest approach angle; they are for the slowest possible speed and the least impact energy.
Built from the real accident record
Scenario built from NTSB WPR23LA324 (2023 DA20 total engine power loss during simulated failure due to improper fuel management), GAA19CA569 (2019 DA20 fuel exhaustion on approach), ERA19LA074 (2018 DA20 partial power loss from debris in metering unit), ERA19LA029 (2018 DA20 partial power loss from ignition system failure), CEN16LA018 (2015 DA20-C1 fuel exhaustion forced landing), and CEN15WA043 (2014 DA20-C1 loss of power on climb). Anonymized and localized to KLAL.
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
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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