Engine Failure on the Runway 07 Departure

Partial power loss at 300 ft AGL over Tampa Bay — the decision to ditch versus stretch the glide

Diamond DA40 · Albert Whitted Airport (KSPG) · Private · Takeoff / Initial Climb

The scenario

• {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
• {'label': 'Runways', 'value': '7/25 · 18/36'}
• {'label': 'Elevation', 'value': '7 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 engine failure on initial climb in a DA40? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — Engine failure on the Runway 07 departure at KSPG means open water ahead. At 300 ft AGL, you have roughly 30 seconds to establish best glide (73 KIAS), assess the return to the airport, and commit to a decision. If the return is marginal, ditch. A controlled ditching at 73 KIAS is survivable; a stall/spin trying to stretch the glide to the runway is not. The DA40's constant-speed prop and fuel selector (LEFT / RIGHT, no BOTH) require preflight verification — a loose induction coupling or misselected tank is a starvation risk that can fail on initial climb.

Debrief — teaching points

Best glide speed in the DA40 is 73 KIAS — establish it immediately on engine failure.

The DA40's best glide speed at gross weight is 73 KIAS. This speed maximizes glide distance and gives you the most time and distance to manage the emergency. At 300 ft AGL over water, establishing 73 KIAS immediately is the first and most critical action. Do not try to maintain climb attitude or stretch the glide above best glide — that only increases drag and reduces glide distance. Lower the nose, establish 73 KIAS, and then assess your options.

The DA40's fuel selector has LEFT / RIGHT positions — no BOTH. Verify the fullest tank before takeoff.

Unlike some airplanes, the DA40 has no BOTH position on the fuel selector. You must select LEFT or RIGHT. A misselected tank (selecting an empty tank) or a tank that is not as full as you thought is a starvation risk that can fail on initial climb. Before every flight, verify which tank is fullest, confirm the selector is on that tank, and mentally note the tank selection. On engine failure, your first action after establishing best glide is to confirm the fuel selector is on the fullest tank — it may not be the issue, but it is the fastest check.

The DA40 has a constant-speed prop — if the engine is failing, the prop control is secondary.

The DA40's constant-speed prop requires active management in cruise and descent. On engine failure, the prop control is not the primary issue. Establish best glide first, assess the landing area, and commit to a decision. The prop control can be adjusted later if needed (e.g., full forward for maximum RPM if you are trying to stretch the glide to the airport), but it is not the first action. The engine failure is the problem, not the prop.

At KSPG Runway 07, an engine failure on departure is a ditching — there is no alternate landing surface.

The off-field environment off Runway 07's departure end (heading 062°) is open water — Tampa Bay. There is no alternate landing surface. If the engine quits on the Runway 07 departure and altitude is insufficient to return to the airport, the outcome is a controlled ditching. This is not a worst-case scenario; it is the geographic reality. Know this before you line up on Runway 07. Best glide is 73 KIAS. Doors unlatched before water contact. Master on (for electrical power until impact). Fuel selector on the fullest tank. Mixture rich. Flaps for slowest possible touchdown speed — impact energy rises with the square of touchdown speed, so the slowest possible speed matters most.

At 300 ft AGL with a failing engine, the decision window is 30 seconds — commit early.

At 300 ft AGL and 73 KIAS best glide, you have roughly 1.5–2 nm of glide distance. The airport at KSPG is roughly 1.5 nm away on a reciprocal heading. You have the altitude and distance to return — but only if you commit immediately. Delays in establishing best glide, assessing the return, and committing to a decision cost you altitude and options. At 150 ft AGL, the return becomes marginal or impossible. Establish best glide, assess the return in the first 10 seconds, and commit to a decision by 20 seconds. The third 10 seconds is your margin.

The DA40 is a slippery, high-performance airplane — stretching the glide above best glide only increases drag.

The DA40's clean, composite airframe and constant-speed prop make it a slippery airplane. Raising the nose above best glide to try to stretch the glide only increases drag and reduces glide distance. At best glide (73 KIAS), the airplane is optimized for maximum distance. Any deviation from best glide — climbing, descending, or turning — reduces glide distance. Fly best glide precisely and trust the numbers.

Post-maintenance engine failures are real — verify the maintenance work before flying.

NTSB ERA19LA272 shows a DA40 that lost engine power 15 hours after a 100-hour inspection due to a loose induction coupling. The mechanic failed to properly tighten the clamps. The airplane was released as airworthy, but the maintenance work was incomplete. Before flying an airplane that has just come out of maintenance, verify the work: run the engine, cycle the prop, check all systems. If you experience an engine anomaly on the first flight after maintenance, land immediately and have the maintenance reviewed. Do not fly the airplane again until the cause is found.

Built from the real accident record

Scenario built from NTSB ERA23LA285 (2023 DA40 turbocharger failure / forced landing), ERA19LA272 (2019 DA40 induction coupling failure on takeoff), ERA18LA241 (2018 DA40 total power loss on approach), and regional precedents BFO91LA069, NYC03LA109, ANC13LA048, ERA11LA405 (engine-out ditching decisions). Anonymized and localized to KSPG.

NTSB reports: ERA23LA285 · ERA19LA272 · ERA18LA241 · BFO91LA069 · NYC03LA109 · ANC13LA048 · ERA11LA405

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.A — Engine Starting / Systems Preflight · PA.V.A — Powerplant Management

Relevant FARs: §91.3 · §91.13 · §91.185

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