Engine Failure Over the Gulf

Total power loss on initial climb off Runway 22 — open water ahead, marginal altitude, and a complex airplane with retractable gear

Piper Arrow · Sarasota Bradenton International Airport (KSRQ) · Commercial · Takeoff / Initial Climb

The scenario

• {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
• {'label': 'Runways', 'value': '4/22 · 14/32'}
• {'label': 'Elevation', 'value': '30 ft'}
• {'label': 'Aircraft', 'value': 'PA-28R'}
• {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}

The decision

Before we enter the decision tree — what do you know about engine failure in a complex airplane like the PA-28R on initial climb? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — Engine failure on initial climb off Runway 22 at KSRQ is a ditching — the off-field environment is open water. Recognize the failure immediately, establish best glide speed (79 KIAS), and commit to the ditching when altitude is insufficient to return to the airport. A controlled ditching with the gear up (belly landing) is the standard configuration. Flaps can be used to reduce touchdown speed and impact energy. Master switch off just before water contact. Evacuate the aircraft and await rescue. Post-maintenance engine failures are often caused by maintenance errors — missing gaskets, improperly installed lines, or contaminated fuel — that may not show up in a normal preflight. The NTSB investigation will focus on maintenance records.

Debrief — teaching points

Engine failure on initial climb in a complex airplane demands immediate recognition and best glide speed.

In the PA-28R, best glide speed is 79 KIAS at gross weight. This speed maximizes glide distance and gives the most time to evaluate options. At 250 ft AGL over open water, the options are limited: return to the airport (if altitude and distance permit) or ditch. Establish 79 KIAS immediately and maintain it. Do not attempt to climb or stretch the glide — that will only slow the airplane and reduce glide distance.

At 250 ft AGL over open water, there is insufficient altitude to return to the airport — commit to the ditching.

The PA-28R at 250 ft AGL with best glide speed (79 KIAS) has roughly 1.5 nm of glide distance. KSRQ Runway 22's departure end is roughly 1 nm behind you. A turn back to Runway 4 (the reciprocal, heading 038°) requires a 180° turn and adds distance. At 250 ft AGL, the turn will consume altitude and the glide distance will not be sufficient. The correct decision is to commit to the ditching early rather than attempt a marginal return. A controlled ditching has a high survival rate.

Gear-up (belly landing) is the standard ditching configuration for a retractable-gear airplane.

In a ditching, the gear should remain retracted. A belly landing on water is stable and controlled. If the gear is extended, it can catch the water surface and cause the airplane to cartwheel or flip — a catastrophic outcome. The only exception is if you are making a marginal return to the airport and the runway is made; in that case, extend the gear for a normal landing. But in a ditching over open water, keep the gear up.

Flaps can be used to reduce touchdown speed and impact energy.

Impact energy rises with the square of touchdown speed. Full flaps (40°) will slow the airplane to roughly 60 KIAS (just above Vs0, 55 KIAS) and reduce impact energy significantly. Partial flaps (20°) are a compromise. In a ditching, full flaps are appropriate — the slowest possible touchdown speed is the goal. The increased descent rate from full flaps is acceptable in a ditching; you are going to the water regardless.

Post-maintenance engine failures are often caused by maintenance errors — missing gaskets, improperly installed lines, contaminated fuel.

The NTSB CEN22FA419 and ERA22FA261 cases both involved engine failures shortly after maintenance. A missing vacuum pump drive pad gasket and an improperly installed oil pressure sensor line both caused oil starvation and engine failure. These errors may not show up in a normal preflight — the gasket is internal, and the line may look correct from the outside. However, a thorough preflight, including a check of the maintenance log and a review of the work performed, can sometimes catch these issues. Always ask: what maintenance was performed? Was it signed off correctly? Are there any squawks or deferred items? If the airplane was in the shop recently, be extra vigilant.

Master switch OFF just before water contact prevents fire and electrical hazards.

In a ditching, turn the master switch off just before water contact. This de-energizes the electrical system and reduces the risk of fire if fuel is leaking or if the battery is damaged. Post-ditching, evacuate the aircraft, don life vests if available, stay with the aircraft or get into a life raft, and await rescue. The Coast Guard will be alerted by ATC; they will know your last position and will search for you.

Built from the real accident record

Scenario built from NTSB CEN22FA419 (2022 PA-28R-201 engine failure post-maintenance, oil exhaustion), ERA22FA261 (2022 PA-28RT oil starvation from maintenance error), ERA13LA111 (2013 PA-28R fuel exhaustion after missed approaches), WPR12FA058 (2011 PA-28R unexplained power loss), and regional ditching precedents ATL97LA099, NYC03LA109, BFO91LA069, ANC13LA048. Anonymized and localized to KSRQ.

NTSB reports: CEN22FA419 · ERA22FA261 · ERA13LA111 · WPR12FA058 · 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.VII.A — Preflight Inspection · PA.VII.B — Engine Starting

Relevant FARs: §91.3 · §91.13 · §91.185 · §43.5

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