Engine Out Over the Gulf
Total power loss on initial climb off Runway 22 — open water ahead, altitude critical, ditching decision in seconds
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Runway 22, on a local VFR flight. Elevation 30 ft MSL. The runway heading is 218° true. You are climbing out over the Gulf of Mexico — open water, low-density development, and parks to the south and west.
It is a clear, calm morning: OAT 24°C, altimeter 30.02, winds light and variable. Visibility 10 SM. The Gulf is flat and blue. KSRQ tower is active (0600–0000 local); you are in Class C airspace with a ceiling of 4,000 ft MSL. The Sarasota-Bradenton Class C floor is 1,200 ft MSL.
You are 300 ft AGL, climbing at 73 KIAS (Vy), heading 218°, when the engine suddenly loses all power. The tachometer drops to zero. The propeller is windmilling. You have roughly 30 seconds of useful decision time before altitude becomes critical. The airport is behind you. Open water is ahead and below.
Aircraft: Cessna 172N, solo, full fuel (48 gallons usable), within limits. Lycoming O-320 carbureted, fixed-pitch prop, steam panel. The airplane was airworthy at departure — annual inspection current, no write-ups. You completed a full preflight and engine run-up; the engine ran smoothly at all power settings.
Pilot: you — a Private pilot, current, roughly 250 hours total. You have never experienced a total engine failure in flight. You have practiced forced-landing approaches in the simulator, but never a water landing. The decision you make in the next 30 seconds will determine whether you walk away or whether this becomes a survival situation.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'C172N'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you know about engine failure on initial climb and ditching procedures? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB NYC06LA179 (2006, fatal): A Cessna 172N on a personal local flight experienced partial loss of engine power during cruise due to improper maintenance of the throttle shaft during the most recent annual inspection. The pilot attempted a forced landing and collided with trees. The probable cause was improper maintenance, which resulted in a partial loss of engine power, and the unsuitable terrain encountered during the forced landing attempt.
NTSB CEN25LA168 (2025): A Cessna 172N on an instructional flight lost total engine power on final approach when the throttle cable was found disconnected from the carburetor. The pilot executed a forced landing to a field. The accident resulted from improper maintenance following carburetor replacement, with an apprentice's work not adequately inspected by the supervising mechanic.
NTSB CHI02FA247 (2002, fatal): A Cessna 172N on a night personal flight experienced fuel exhaustion during final approach and was forced to land in a cornfield. The accident resulted from the pilot's failure to refuel before departure and inadequate fuel planning, with contributing factors including pilot fatigue and night conditions.
NTSB CEN25LA099 (2025): A Cessna 172N on a cross-country flight lost total engine power during a go-around after an aborted landing due to fuel exhaustion. The accident resulted from poor flight planning and the pilot's decision not to refuel at an intermediate stop despite instructor guidance.
Regional ditching precedents: NTSB ATL97LA099 (1997, Cessna P210N) ditched in the Gulf of Mexico after partial engine power loss during initial climbout — the pilot recognized the failure early and committed to a controlled ditching. NTSB NYC03LA109 (2003, Cessna 175A) ditched in shallow water near Ocean City, New Jersey after partial engine power loss during initial climb — the pilot evaluated altitude and committed to ditching rather than stretching the glide. NTSB BFO91LA069 (1991, Cessna 177RG) ditched in the Ohio River after total engine failure at 300 ft AGL — the pilot recognized when altitude was insufficient to reach land and committed to ditching promptly.
The consistent thread: engine failures on initial climb over water are survivable if the pilot commits to the ditching early, while altitude and control are available. The fatal accidents (NYC06LA179, CHI02FA247) involved attempts to stretch a marginal glide to unsuitable terrain or delays in decision-making. The survivable ditchings (ATL97LA099, NYC03LA109, BFO91LA069) involved early recognition and commitment to the ditching procedure.
At KSRQ Runway 22, the off-field environment is open water — Tampa Bay and the Gulf of Mexico. An engine failure on the Runway 22 departure at 300 ft AGL is a ditching, not a field landing. The decision to ditch should be made early, while altitude and control are available. The real accidents cited above occurred at other airports — NOT at KSRQ. The scenario is localized to KSRQ to make the off-field environment real and consequential for you as a student here.
Key lesson — At 300 ft AGL on the Runway 22 departure from KSRQ, an engine failure over open water is a ditching. The glide distance available (roughly 2,700 feet from 300 ft AGL at 65 KIAS best glide) is marginal for return to the airport. The correct decision is to commit to the ditching early, while altitude and control are available. Establish 65 KIAS best glide, execute the ditching checklist (fuel selector BOTH, mixture rich, master off before impact, doors unlatched, flaps for slowest touchdown speed), and touch down in a controlled attitude. Survival rates in controlled ditchings are significantly higher than in attempts to stretch a marginal glide to the runway or in uncontrolled water impacts.
Debrief — teaching points
Engine failure on initial climb over water is a ditching, not a field landing.
At KSRQ Runway 22, the off-field environment is open water — Tampa Bay and the Gulf of Mexico. An engine failure at 300 ft AGL on the Runway 22 departure is a ditching. The glide distance available from 300 ft AGL at 65 KIAS best glide is roughly 2,700 feet — not enough to return to the airport, turn around, and land. The correct decision is to commit to the ditching early, while altitude and control are available. Do not attempt to stretch a marginal glide to the runway; the probability of success is low and the consequences of failure are severe.
Best glide speed is 65 KIAS — establish it immediately and maintain it.
The C172N's best glide speed is 65 KIAS at gross weight. This speed maximizes glide distance and gives the most time and distance to manage the emergency. Establish 65 KIAS immediately after engine failure and maintain it throughout the descent. Do not climb, do not descend steeply, do not chase airspeed — fly 65 KIAS and let the airplane glide as far as it will go.
Commit to the ditching early — while altitude and control are available.
The fatal accidents in the NTSB record (NYC06LA179, CHI02FA247) involved delays in decision-making or attempts to stretch a marginal glide to unsuitable terrain. The survivable ditchings (ATL97LA099, NYC03LA109, BFO91LA069) involved early recognition and commitment to the ditching procedure. At 300 ft AGL over open water with a dead engine, the decision window is measured in seconds. Commit to the ditching while you have altitude and control — do not wait until you are at 100 ft AGL with no options.
Ditching procedure: fuel selector BOTH, mixture rich, master off before impact, doors unlatched, flaps for slowest touchdown speed.
The ditching checklist is simple and must be executed in order. Fuel selector BOTH (already set in the C172N). Mixture full rich (already set at sea level). Master switch OFF just before water contact — this prevents electrical fire post-impact. Doors unlatched before descent — this allows rapid evacuation post-impact. Flaps added as the water is made — full flaps (30°) slow the touchdown speed, minimizing impact energy. Impact energy rises with the square of touchdown speed; the slowest possible touchdown speed is the single most important factor in ditching survival.
Impact energy rises with the square of touchdown speed — slowest is best.
A ditching at 60 KIAS has roughly 36% less impact energy than a ditching at 65 KIAS. A ditching at 55 KIAS has roughly 28% less impact energy than at 60 KIAS. Full flaps (30°) slow the touchdown speed by 5–10 KIAS compared to no flaps. This is not a minor optimization — it is the difference between a survivable impact and a severe one. Add full flaps as the water is made and accept the slightly steeper descent rate.
Declare the emergency early — tower will alert rescue services and monitor your position.
Key the mic immediately: 'KSRQ Tower, Cessna [N-number], declaring emergency, total engine failure, ditching in the Gulf.' Tower will acknowledge, begin emergency procedures, and alert rescue services. They will monitor your position and coordinate rescue. Early communication gives rescue services the best chance to locate you post-impact. Do not wait until you are in the water to declare the emergency.
Built from the real accident record
Scenario built from NTSB NYC06LA179 (2006 C172N throttle shaft failure / forced landing), CHI02FA247 (2002 C172N fuel exhaustion / forced landing), CEN25LA168 (2025 C172N throttle cable disconnect / forced landing), CEN25LA099 (2025 C172N fuel exhaustion / go-around failure), and regional ditching precedents ATL97LA099, NYC03LA109, BFO91LA069, ANC13LA048. Localized to KSRQ.
NTSB reports: NYC06LA179 · CHI02FA247 · CEN25LA168 · CEN25LA099 · ATL97LA099 · NYC03LA109 · BFO91LA069 · ANC13LA048
ACS tasks: PA.I.F — Weather Information · PA.I.G — Cross-Country Flight Planning · PA.II.B — Engine Starting / Systems Preflight · PA.IX.C — Emergency Approach and Landing · PA.I.H — Human Factors
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.
Open the interactive scenario →All sample scenarios · More Cessna 172N scenarios · More scenarios at KSRQ