Total Power Loss on Climb — Diamond DA20 at KSPG

Engine failure at 600 ft AGL over Tampa Bay. Single fuel tank, fixed gear, no second chances. The decision to land ahead or turn back is made in seconds.

Diamond DA20-C1 · Albert Whitted Airport (KSPG) · Private · Climb / Takeoff

The scenario

• {'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 already know about the Diamond DA20-C1's fuel system and engine-failure response? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — In the Diamond DA20-C1 at KSPG, an engine failure on the Runway 07 departure at low altitude is a critical decision point. The off-field environment ahead is open water — a ditching. The airport is behind you — a turn-back attempt. The math is tight: 1.2 nm to the airport, 60 seconds of altitude at best glide (73 KIAS). Establish best glide immediately. Confirm fuel selector ON (the only fuel system check in the DA20). Decide: turn back to the airport or accept the water ahead. If you turn back, fly a straight-in approach — the shortest path to the runway. If you accept the water, execute the ditching checklist correctly: fuel selector OFF, mixture IDLE cutoff, master OFF just before impact, doors unlatched, flaps for slowest possible touchdown speed. Survival in a controlled ditching is significantly higher than in an uncontrolled one or a stall/spin trying to stretch the glide to the runway.

Debrief — teaching points

The Diamond DA20-C1 has a single fuel tank with an ON/OFF selector — fuel risk is purely quantity planning.

Unlike Piper or Cessna twins with left/right tank selection, the DA20 has one fuel tank. There is no fuel-starvation risk from mis-selection (you cannot select the wrong tank). The only fuel risk is running out — fuel exhaustion. This makes preflight fuel planning critical: confirm fuel quantity by sight glass (visual), compute fuel burn for the planned flight plus reserve, and do not depart with marginal fuel. The NTSB GAA19CA569 accident was fuel exhaustion after four flights in one day — the pilot did not account for cumulative fuel burn across multiple flights.

Best glide in the DA20 is 73 KIAS — establish this speed immediately on engine failure.

The DA20's best glide speed is 73 KIAS at gross weight. This speed maximizes glide distance and gives the most time and distance to manage the emergency. At 600 ft AGL with a dead engine, your first action after confirming the engine is truly dead (fuel selector ON, mixture checked) is to establish 73 KIAS best glide. This buys you 60 seconds of altitude and 1.2 nm of glide distance — enough to reach KSPG if you turn back immediately.

At 600 ft AGL on the Runway 07 departure, the decision to turn back or land ahead is made in seconds.

Off Runway 07 at KSPG, the off-field environment is open water — Tampa Bay. The airport is 1.2 nm behind you. At 73 KIAS best glide and a 500 fpm descent rate, you have about 60 seconds of altitude. The math is tight: 60 seconds of flying time at 73 KIAS is roughly 1.2 nm — exactly the distance to the airport. You can make it if you turn back immediately and fly a straight-in approach. If you delay or attempt a full pattern, you will run out of altitude short of the runway. The decision window is measured in seconds, not minutes.

The ditching checklist is not optional — it is the difference between survival and fatality.

If you accept the water ahead and commit to a ditching, execute the checklist correctly: (1) Fuel selector OFF — prevent fire on impact if the engine restarts. (2) Mixture IDLE cutoff — ensure no fuel flow. (3) Master OFF just before water contact — prevent electrical fire. (4) Doors unlatched — allow exit without being trapped. (5) Flaps for slowest possible touchdown speed — impact energy rises with the square of speed, so the slowest possible speed matters most. A controlled ditching executed correctly has a significantly higher survival rate than an uncontrolled one or a stall/spin trying to stretch the glide to the runway.

The engine-failure checklist should be reviewed before every flight — not after the engine quits.

The NTSB WPR23LA324 accident occurred during a simulated engine failure when the flight instructor failed to follow the engine failure checklist. The checklist is not a suggestion — it is the procedure to follow when the engine fails. For the DA20: (1) Fuel selector — confirm ON. (2) Mixture — confirm set for field elevation. (3) Throttle — confirm full forward (if power is available). (4) Magnetos — confirm both. (5) Engine instruments — confirm green. If the engine does not respond to these checks, the failure is mechanical (ignition, fuel injection, etc.) and the engine is not coming back. Establish best glide and manage the forced landing. Review this checklist before every flight — when the engine quits, you will not have time to look it up.

The DA20 is a light, efficient trainer — but it is slippery and sensitive in gusts.

The DA20's composite airframe and fixed gear make it efficient and economical, but the airplane floats in ground effect and is sensitive to wind gusts on approach and landing. On a forced landing to a short runway or in gusty conditions, be prepared for a longer landing distance than you might expect in a Cessna 172. The castering nosewheel requires differential braking for directional control on rollout — do not rely on nosewheel steering alone. Know the airplane's handling characteristics before you need them in an emergency.

Built from the real accident record

Scenario built from NTSB WPR23LA324 (2023 DA20 total power loss during simulated engine failure, improper fuel management), GAA19CA569 (2019 DA20 fuel exhaustion forced landing), ERA19LA074 (2018 DA20 partial power loss post-maintenance), ERA19LA029 (2018 DA20 ignition system failure), CEN16LA018 (2015 DA20-C1 fuel exhaustion), and CEN15WA043 (2014 DA20-C1 power loss on climb). Anonymized and localized to KSPG.

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 · PA.V.B — Steep Turns · PA.VIII.D — Forced Landing

Relevant FARs: §91.3 · §91.13 · §91.185 · §91.207

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