Uncoordinated Turn on Departure

A stall/spin risk in the slippery DA20 at low altitude — recovery requires immediate, precise control inputs

Diamond DA20-C1 · Lakeland Linder International Airport (KLAL) · Private · Takeoff / Climb

The scenario

• {'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 stall/spin risk in the DA20 at low altitude? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — The DA20-C1 is light, slippery, and sensitive to pitch control. On takeoff in crosswind gusts, a dropped wing must be corrected with coordinated aileron and rudder — not back pressure. Maintain rotation speed (44 KIAS) and liftoff speed (52 KIAS). Climb at Vy (75 KIAS). A nose-high attitude with airspeed below 60 KIAS at low altitude is the stall/spin danger zone. If a stall occurs, immediate pitch-down and full power are required — but at 140 ft AGL, there may not be enough altitude to recover.

Debrief — teaching points

The DA20 is light and floats in ground effect — pitch control is critical.

The Diamond DA20-C1 is a composite, two-seat trainer with a 125 hp Continental IO-240-B engine. It is light (1,764 lb gross weight) and floats in ground effect — it wants to stay airborne. On takeoff, it is easy to rotate early and climb away at a nose-high attitude. The problem: a nose-high attitude at low airspeed is a stall waiting to happen. The DA20 stalls at 36 KIAS in landing configuration (Vs0) and 44 KIAS in clean configuration (Vs). At 48 KIAS with the nose high at 150 ft AGL, you are on the edge. Immediate pitch-down to increase airspeed is the only recovery.

Crosswind gusts on takeoff require coordinated aileron and rudder — not back pressure.

When a crosswind gust drops a wing on takeoff, the instinct is to pull back on the stick to raise the wing and get airborne. This is wrong. The correct response is coordinated aileron (toward the high wing) and rudder (in the same direction) to level the wing while maintaining runway heading and airspeed. Back pressure raises the nose, lowers the airspeed, and puts the airplane on the edge of a stall. In the DA20, with its light wing loading and sensitivity to pitch, this is a trap. Maintain rotation speed (44 KIAS) and liftoff speed (52 KIAS) with coordinated inputs.

Climb at Vy (75 KIAS) to build altitude and airspeed — never climb at a nose-high attitude with marginal airspeed.

After liftoff, climb at Vy (75 KIAS), which is the best rate of climb for the DA20. This speed provides a good balance between altitude gain and airspeed margin. Vx (60 KIAS, best angle of climb) is used only when obstacle clearance is critical — and even then, it is only 16 KIAS above the stall speed. A nose-high attitude with airspeed below 60 KIAS at low altitude is the stall/spin danger zone. If you find yourself climbing at 48–50 KIAS with the nose high, lower the nose immediately to increase airspeed.

A stall in a banked attitude is the entry to a spin — level the wings immediately.

If you stall while banked, the inside wing (the one with less lift) can drop further, and the airplane can enter a spin. A spin at low altitude is nearly unrecoverable — the airplane needs at least 500 ft AGL to complete a full spin recovery and return to level flight. On takeoff, you are at 150–200 ft AGL. A spin at that altitude is fatal. If you feel a stall warning or buffeting while banked, level the wings immediately with coordinated aileron and rudder, then pitch down to increase airspeed.

Stall recovery in the DA20 requires immediate pitch-down and full power.

If a stall occurs, the recovery is immediate: pitch down (push the stick forward) to increase airspeed, and apply full power (throttle is already at full power on takeoff, but confirm). The DA20 is responsive — recovery can be quick if done right. But at 140 ft AGL, even a quick recovery may not be enough. The airplane needs altitude to recover from a stall. This is why preventing the stall is so much more important than recovering from it.

The off-field environment off Runway 10's departure end is marginal — not ideal for a forced landing.

Off Runway 10's departure end (heading 090°), the off-field environment is marginal: mostly low-density development, open developed areas (parks/large lots), and some dense development. It is not water or mountains, but it is not open field either. If you lose the engine at 200 ft AGL on the Runway 10 departure, you will be forced to land in a developed area — possibly hitting a building, power lines, or trees. This is another reason to maintain a safe climb profile and altitude from the moment of liftoff. Do not climb at a marginal airspeed; build altitude and airspeed as quickly as possible.

Built from the real accident record

Scenario built from NTSB WPR09FA062 (2008 DA20-C1 stall/spin near Alamo Lake, Arizona) and GAA19CA527 (2019 DA20 stall during soft-field takeoff). Anonymized and localized to KLAL.

NTSB reports: WPR09FA062 · GAA19CA527

ACS tasks: PA.I.F — Weather Information · PA.II.A — Preflight Inspection · PA.II.C — Takeoff and Climb · PA.III.A — Steep Turns · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors

Relevant FARs: §91.3 · §91.13 · §91.107

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