Total Power Loss on Runway 22 Departure

Engine failure at 400 ft AGL over open water — the ditching decision must be immediate and decisive

Cirrus SR22 · Sarasota Bradenton International Airport (KSRQ) · Commercial · Initial Climb / Takeoff

The scenario

• {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
• {'label': 'Runways', 'value': '4/22 · 14/32'}
• {'label': 'Elevation', 'value': '30 ft'}
• {'label': 'Aircraft', 'value': 'SR22'}
• {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}

The decision

Before we get into the decision tree — what do you already know about engine failure on initial climb in the SR22? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — At 400 ft AGL with total engine failure off Runway 22 at KSRQ, the off-field environment is open water — a ditching is the only option. The decision to ditch must be immediate and decisive. Best glide speed is 88 KIAS. Configuration for slowest possible touchdown speed (flaps 50%, doors unlatched, mixture rich) is not optional — it directly affects impact energy and survival. The SR22's ballistic recovery parachute (CAPS) is a valid emergency response, but only if you do not have time or altitude to execute a controlled ditching. In this scenario, at 400 ft AGL, you have time and altitude for a controlled ditching — that is the better choice. The NTSB data show that controlled ditchings have higher survival rates than ballistic descents under CAPS.

Debrief — teaching points

Total engine failure on initial climb is a ditching scenario if altitude is insufficient to return to the airport.

At 400 ft AGL with total engine failure, the glide distance available in the SR22 (roughly 2,000 ft at 88 KIAS best glide) is insufficient to return to KSRQ (1.2 nm = 7,200 ft behind you). The turn-back attempt is a trap — it consumes altitude and energy, and by the time you roll out on a reciprocal heading, you are below the glide path. The correct decision is to recognize the situation early, establish best glide, and commit to a controlled ditching in the water ahead. Do not attempt a turn-back at low altitude with total engine failure unless you are certain the distance is makeable.

Best glide speed in the SR22 is 88 KIAS — establish it immediately on engine failure.

The SR22's best glide speed is 88 KIAS. This is the speed that maximizes glide distance and gives you the most time to manage the emergency. Establish it immediately when you recognize engine failure. Do not climb the turn or attempt to stretch the glide — maintain 88 KIAS and focus on the descent and water approach. The SR22 is a high-performance airplane with significant energy; it will glide well at best glide speed.

Configuration for slowest possible touchdown speed is critical — flaps, doors, mixture.

Impact energy rises with the square of touchdown speed. The slowest possible water touchdown speed is the priority. In the SR22, this means: flaps to 50% (the speed-limiting flap setting is 119 KIAS at 50% flaps; you are at 88 KIAS, well below that), doors unlatched (for post-ditching egress), mixture rich (for engine restart if needed, though unlikely), fuel selector on the fuller tank. These configuration steps are not optional — they directly affect impact energy and survival. Do not skip them to save time; they take 30 seconds and they matter.

Off Runway 22 at KSRQ, the off-field environment is open water — a forced landing is a ditching.

The off-field environment off Runway 22's departure end (heading 218°) is open water (Gulf of Mexico), low-density development, and parks. There is no alternate landing surface. An engine failure on the Runway 22 departure at low altitude is a ditching, not a field landing. This is not a worst-case scenario; it is the geographic reality. Know this before you line up on Runway 22. If you are uncomfortable with a potential ditching off that runway, depart from Runway 04 or Runway 14 instead — both have better off-field options (marginal and poor, respectively, but not open water).

CAPS is a valid emergency response, but only if you do not have time or altitude for a controlled ditching.

The SR22's ballistic recovery parachute (CAPS) is designed for unrecoverable situations: spin, loss of control, structural failure. It is also a valid response to engine failure without a safe landing option. However, if you have time and altitude to execute a controlled ditching (as you do at 400 ft AGL), that is the better choice. A controlled ditching at 88 KIAS with proper configuration and flare is smoother and less violent than a ballistic descent under CAPS. The NTSB data show that controlled ditchings have higher survival rates. Deploy CAPS only if you are in a descending spiral, stalling, or otherwise losing control — not as the first response to engine failure when you have time to ditch.

Master switch off just before water contact — not early, not late.

Turn the master switch off just before water contact (roughly 50 ft AGL) to prevent electrical fires post-impact. Do not turn it off early — you need electrical power for lights, radio, and instruments during the descent. Do not wait until after impact — the electrical system may short and start a fire. The timing is critical: just before water contact, master off. This is a procedural detail that matters.

Built from the real accident record

Scenario built from NTSB ERA19TA120 (2019 SR22 total engine power loss, controlled ditching), WPR15LA089 (2015 SR22 fuel transfer failure, controlled ditching), WPR13WA197 (2013 SR22 engine failure, controlled ditching), and regional precedents ATL97LA099 (1997 P210N engine failure on climb, ditching), NYC03LA109 (2003 C175A partial power loss, ditching), BFO91LA069 (1991 C177RG engine failure at 300 ft, ditching), ANC13LA048 (2013 PA-16 engine failure at 350 ft, ditching). Real events occurred at other locations — NOT at KSRQ.

NTSB reports: ERA19TA120 · WPR15LA089 · WPR13WA197 · ATL97LA099 · NYC03LA109 · BFO91LA069 · ANC13LA048

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.VIII.A — Loss of Engine Power

Relevant FARs: §91.3 · §91.13 · §91.185

All sample scenarios · More Cirrus SR22 scenarios · More scenarios at KSRQ