Oil and Water
Total engine failure over Tampa Bay in a DA20 — ditching decision and survival priorities
The scenario
Departing Albert Whitted Airport (KSPG), St. Petersburg, FL — Runway 07, climbing out over Tampa Bay on a 062° heading. Elevation 7 ft MSL. The runway is essentially at sea level, and the off-field environment off Runway 07's departure end is open water — Tampa Bay.
It is a calm, clear Florida morning: OAT 24°C, altimeter 29.94, light winds from the southwest. Visibility 10 SM. You are on a local VFR flight — a 45-minute training hop to practice slow flight and approach work. KSPG's tower is open (0800 local); you are in Class D airspace.
You are 800 ft AGL, climbing at 75 KIAS (Vy), heading 062°, when the engine suddenly loses all power. No warning. No roughness. No gradual decline. Total power loss. The water of Tampa Bay fills the windscreen ahead and below. The tower is aware you are airborne; you are in radio contact.
Aircraft: Diamond DA20-C1, solo, full fuel (approximately 18 gallons usable), within limits. The airplane was released from maintenance yesterday after a 100-hour inspection. Nothing was written up; the airplane was signed off as airworthy.
Pilot: you — a Private pilot, current, roughly 250 hours total. You completed a normal preflight, including a visual oil-level check. The engine started normally and ran smoothly through run-up. You did not notice any oil-pressure anomalies during the climb.
- {'label': 'Field', 'value': 'KSPG · Albert Whitted'}
- {'label': 'Runways', 'value': '7/25 · 18/36'}
- {'label': 'Elevation', 'value': '7 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about the DA20-C1's engine and fuel system? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA250 (2021): A Diamond DA20-C1 on an instructional cross-country flight experienced total loss of engine power due to oil starvation. The probable cause was the mechanic's failure to properly secure the oil sump drain plug during a 100-hour maintenance inspection. The flight instructor ditched the aircraft in the Chesapeake Bay near a fishing vessel. Both occupants were rescued. The engine failure occurred with no warning — no roughness, no gradual decline, just silence. Total power loss from oil starvation is catastrophic and irreversible.
NTSB LAX89LA222 (1989, FATAL): A Grumman AA-1C aborted an approach and entered a low unstable pattern in gusting crosswind conditions. The pilot stalled on final approach at an altitude too low for recovery and impacted the ocean short of the runway. The probable cause was the pilot's failure to maintain sufficient airspeed to prevent a stall at an altitude too low for recovery. The lesson: recognize unstable approach conditions and commit to a go-around rather than stretching the approach.
NTSB ERA10CA300 (2010): A Piper PA-18-135 stalled and entered a spin during a climbing right turn on final approach when the pilot attempted to perform a 360-degree turn per ATC spacing request. The probable cause was the pilot's failure to maintain adequate airspeed during the climbing turn. The lesson: prioritize airspeed maintenance over ATC requests; recognize when a maneuver exceeds aircraft capability.
NTSB ATL92LA146 (1992): A Cessna 172 stalled 15 feet above ground during short final approach and crashed short of the runway surface. The probable cause was the pilot's failure to maintain flying speed during final approach. The lesson: maintain flying speed throughout final approach; recognize stall warning signs early and execute a go-around if airspeed decays below safe margin.
The real accident (ERA21LA250) occurred in the Chesapeake Bay in a DA20-C1 — the exact aircraft type and failure mode as this scenario. The stall/spin accidents (LAX89LA222, ERA10CA300, ATL92LA146) occurred at other airports and in other aircraft, but they illustrate the same trap: low-altitude stalls are fatal. This scenario is localized to KSPG to make the off-field environment real and consequential for you as a student here. Off Runway 07's departure end, the off-field environment is open water — Tampa Bay. An engine failure on the Runway 07 departure at low altitude is a ditching, not a field landing.
The consistent thread across all these events: total engine failure in a light aircraft is survivable if you establish best glide immediately, assess your landing options, and execute a controlled landing or ditching. The failure is always a delay or a stall attempt at low altitude.
Key lesson — In the DA20-C1, total engine power loss can result from oil starvation due to a missing or loose oil sump drain plug — a post-maintenance failure with no warning. At 800 ft AGL over water, you have roughly 6,000 feet of glide distance at 73 KIAS best glide. Establish best glide immediately, assess your landing options, and return to the airport if it is within reach. If you must ditch, execute the checklist correctly: fuel selector OFF, master OFF before impact, doors unlatched, flaps for slowest possible touchdown speed. Survival rates in controlled ditchings are significantly higher than in uncontrolled ones. Never stall at low altitude trying to stretch a glide to the runway.
Debrief — teaching points
Oil starvation in the DA20-C1 is a post-maintenance failure with no warning.
NTSB ERA21LA250 documents a mechanic's failure to properly secure the oil sump drain plug during a 100-hour inspection. The result: total loss of engine power with no warning — no roughness, no gradual decline, just silence. The engine failure is irreversible. Your preflight oil-level check (visual inspection of the dipstick) cannot detect a loose drain plug. The lesson: after any maintenance, especially 100-hour or major work, be alert for unexpected engine anomalies during the first flight. If the engine quits with no warning, do not waste time trying to restart — establish best glide immediately and assess your landing options.
Best glide in the DA20-C1 is 73 KIAS — establish it immediately after power loss.
The DA20-C1 has a best glide ratio of approximately 8:1 at 73 KIAS. At 800 ft AGL, you have roughly 6,400 feet of glide distance. This is enough to reach KSPG from most departure headings. Establishing best glide immediately after power loss maximizes your options: you have time to assess landing options, return to the airport, or execute a controlled ditching. Delaying the best-glide establishment costs altitude and time. Lower the nose to 73 KIAS as your first action after power loss.
At KSPG, Runway 07's departure environment is open water — a ditching, not a field landing.
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 ditching. Runway 25's departure environment (heading 242°) is dense development — land. If you are departing Runway 07 and lose the engine at low altitude, turn back toward the airport and attempt a return to Runway 25 if you have the altitude and glide distance. If you do not, execute a controlled ditching in the bay.
In a ditching, the slowest possible touchdown speed is critical.
Impact energy rises with the square of touchdown speed. Ditching at 73 KIAS instead of 36 KIAS (Vs0 with landing flap) is significantly more violent. In a ditching, add full flaps to reduce touchdown speed to the slowest possible value. The DA20-C1's Vfe (max flap extended) is 100 KIAS for takeoff flap; landing flap is 78 KIAS. At 200 ft AGL on final approach to the water, lower the flaps fully to reduce touchdown speed to 36 KIAS. Fuel selector OFF, master OFF just before impact, doors unlatched. Survival rates in controlled ditchings are significantly higher than in uncontrolled ones.
Never stall at low altitude trying to stretch a glide to the runway.
NTSB LAX89LA222, ERA10CA300, and ATL92LA146 all document stalls at low altitude during final approach. In the DA20-C1, Vs (stall speed, clean) is 44 KIAS; Vs0 (stall speed, landing flap) is 36 KIAS. At 600 ft AGL in a turn, flying below 50 KIAS is dangerous. Maintain best glide speed (73 KIAS) throughout the descent and approach. If you are below best glide and descending, lower the nose to regain 73 KIAS. A stall at low altitude is fatal — there is no altitude to recover.
Declare an emergency early and communicate your intentions to ATC.
KSPG's tower is open and active during the day. If you lose the engine, declare an emergency on tower frequency immediately: 'KSPG Tower, [N-number], declaring emergency, total engine power loss, [altitude], [location].' Advise ATC of your intentions: return to the airport, ditch in the bay, or other. ATC will clear the airspace and provide assistance. The declaration is not a sign of failure — it is the correct procedure and it alerts ATC to your situation.
Built from the real accident record
Scenario built from NTSB ERA21LA250 (2021 Diamond DA20 oil starvation / ditching in Chesapeake Bay), and informed by stall/approach-control accidents LAX89LA222 (1989 AA-1C stall on final), ERA10CA300 (2010 PA-18 spin on final), and ATL92LA146 (1992 C172 stall on final). Localized to KSPG with its real off-field water environment.
NTSB reports: ERA21LA250 · LAX89LA222 · ERA10CA300 · ATL92LA146
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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