Engine Out Over the Gulf — Sarasota Runway 22
Total power loss on initial climb, open water ahead, and a decision window measured in seconds — the DA20's best glide and ditching discipline are your only tools
The scenario
Departing Sarasota Bradenton International Airport (KSRQ), Runway 22, on a VFR flight to a nearby field. Elevation 30 ft MSL. Runway 22 is 5,006 ft, heading 218° magnetic. The climb-out environment off Runway 22 (heading 218°) is a mix of low-density development, open water, and parks — the Gulf of Mexico and coastal bays dominate the off-field landscape to the southwest.
It is a clear, calm morning: OAT 22°C, winds calm, visibility 10 SM. The DA20 is fully fueled, within weight and balance limits, and was released from the maintenance shop yesterday after a 100-hour inspection. The mechanic signed off the airframe and engine. You are a Private pilot with 180 hours total, current and proficient in the DA20. You have flown from KSRQ twice before.
You are cleared for takeoff on Runway 22. The roll is normal, rotation at 44 KIAS, liftoff at 52 KIAS. You are climbing at 75 KIAS (Vy, best rate of climb) through 200 ft AGL when the engine suddenly loses all power. The propeller is still turning (windmilling), but there is no thrust. The airspeed is 75 KIAS and dropping. The Gulf of Mexico and coastal bays are directly ahead.
Aircraft: Diamond DA20-C1, solo, full fuel (18 gallons usable), within limits. Continental IO-240-B fuel-injected engine, fixed-pitch prop, steam panel, single fuel tank with ON/OFF selector. The engine was running perfectly during run-up and takeoff roll.
Pilot: you — a Private pilot, current, 180 hours total. You completed a thorough preflight, including oil quantity and condition. You did not notice anything amiss. The airplane was released from maintenance yesterday; you did not witness the 100-hour inspection completion.
- {'label': 'Field', 'value': 'KSRQ · Sarasota Bradenton'}
- {'label': 'Runways', 'value': '4/22 · 14/32'}
- {'label': 'Elevation', 'value': '30 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'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 a light single-engine aircraft? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA21LA250 (2021): A Diamond DA20 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 oil drained overboard in flight, starving the engine of lubrication. Both occupants ditched the aircraft in the Chesapeake Bay near a fishing vessel and were rescued. The aircraft sank.
The real accident in ERA21LA250 occurred in the Chesapeake Bay near Maryland — NOT at Sarasota Bradenton International Airport. The scenario is localized to KSRQ to make the off-field environment (open water off Runway 22) real and consequential for you as a student at this field. The lesson — post-maintenance engine failure due to mechanic error — is the same.
NTSB ATL97LA099 (1997, Cessna P210N): A Cessna P210N on a personal flight experienced partial engine power loss during initial climb. The pilot ditched in the Gulf of Mexico. The accident resulted from loss of engine power for undetermined reasons, with a fuel line found against the induction elbow during post-accident examination. The pilot and passenger survived the ditching.
NTSB NYC03LA109 (2003, Cessna 175A): A Cessna 175A experienced partial loss of engine power during initial climb and ditched in shallow water near Ocean City, New Jersey. The pilot was unable to maintain altitude for return to the airport. The accident resulted from partial loss of engine power for undetermined reasons. The pilot survived.
NTSB BFO91LA069 (1991, Cessna 177RG): A Cessna 177RG lost engine power at 300 ft AGL during initial climb. The pilot executed a controlled ditching in the Ohio River. The accident resulted from total loss of engine power for undetermined reasons, despite adequate fuel remaining on board. Both occupants survived.
NTSB ANC13LA048 (2013, Piper PA-16): A Piper PA-16 on a personal flight experienced total engine failure shortly after takeoff at 350 ft AGL. The pilot successfully ditched the aircraft in the ocean; both occupants evacuated safely and were rescued. The aircraft sank in 400 ft of water.
The consistent thread across all these events: engine failure on initial climb, when altitude is marginal and the off-field environment is water, forces an immediate decision: return to the airport (if altitude permits) or commit to a controlled ditching (if altitude is insufficient). The pilots who survived are those who committed early to the ditching and executed the checklist correctly — slowest possible touchdown speed (full flaps), fuel selector OFF, doors unlatched, master OFF before water contact. The pilots who tried to stretch the glide or stall trying to make the runway did not survive.
At KSRQ Runway 22, the off-field environment is open water — the Gulf of Mexico and coastal bays. An engine failure on the Runway 22 departure at 200 ft AGL is a ditching, not a field landing, unless you have enough altitude and distance to return to the airport. The decision window is measured in seconds. Best glide is 73 KIAS. Commit early.
Key lesson — Total engine failure on initial climb over water forces an immediate decision: return to the airport (if altitude and distance permit) or commit to a controlled ditching (if they do not). At 200 ft AGL off Runway 22 at KSRQ, the decision window is roughly 30–40 seconds. Establish best glide (73 KIAS) immediately. Assess whether a 180° turn back to the airport is feasible — if not, commit to the ditching and execute the checklist: fuel selector OFF, doors unlatched, full flaps for slowest touchdown speed, master OFF just before water contact. Survival depends on early commitment and proper execution, not on trying to stretch the glide.
Debrief — teaching points
Post-maintenance engine failures are often caused by mechanic error, not design defects.
NTSB ERA21LA250 is a stark reminder: a mechanic's failure to properly secure the oil sump drain plug during a 100-hour inspection resulted in total engine failure due to oil starvation. The preflight inspection — even a thorough one — may not catch a missing or loose drain plug if the mechanic did not properly torque it or if it vibrated loose during the first flight. Post-maintenance flights are high-risk. If you fly an airplane immediately after maintenance, be especially vigilant for engine anomalies and be prepared to return to the airport or ditch if necessary.
At 200 ft AGL with an engine failure, the decision window is measured in seconds.
You have roughly 30–40 seconds of useful decision time before altitude becomes critical. In that window, you must: (1) establish best glide speed (73 KIAS in the DA20), (2) assess whether you have enough altitude and distance to return to the departure airport, and (3) commit to either a return or a ditching. Indecision — shallow turns, troubleshooting, or attempting a restart — consumes altitude and time. Commit early.
Best glide speed (73 KIAS in the DA20) maximizes glide distance and gives you the most options.
Establish best glide immediately after engine failure. At 73 KIAS, the DA20 will glide roughly 2,000 ft from 200 ft AGL. That is enough distance to return to the airport if you are within 1 nm of the departure runway. If you are farther away or lower, you are committed to a ditching. Do not try to stretch the glide by flying slower — that increases descent rate and reduces glide distance. Fly 73 KIAS.
A 180° turn back to the departure airport at 200 ft AGL is feasible if you have enough altitude and distance.
The turn will consume roughly 400–500 ft of altitude and take 60 seconds. If you are within 1 nm of the departure runway and at 200 ft AGL, you have enough margin. If you are farther away or lower, the turn-back attempt will fail and you will be committed to a ditching anyway — but you will have wasted altitude and time. Assess the distance and altitude carefully before committing to the turn.
Commit to a ditching early — do not try to stretch the glide toward shore.
If altitude is insufficient to return to the airport, commit to a controlled ditching immediately. Do not try to glide toward shore or a distant field — that leads to a stall/spin at low altitude, which is fatal. A controlled ditching in calm water, executed with the proper checklist, is survivable. The pilots in NTSB BFO91LA069, ANC13LA048, and ATL97LA099 survived because they committed to the ditching and executed the procedure correctly.
The ditching checklist: fuel selector OFF, doors unlatched, full flaps, master OFF before water contact.
Fuel selector OFF prevents post-impact fire. Doors unlatched allow post-ditching egress — a stuck door is fatal. Full flaps (landing flap 78° in the DA20) minimize touchdown speed — impact energy rises with the square of speed, so the slowest possible touchdown is paramount. Master OFF just before water contact prevents electrical fire. Execute this checklist calmly and completely. The aircraft is secondary; your survival is the goal.
Built from the real accident record
Scenario built from NTSB ERA21LA250 (2021 Diamond DA20 total engine failure due to oil starvation post-maintenance), ATL97LA099 (1997 Cessna P210N engine failure on climb / ditching in Gulf of Mexico), NYC03LA109 (2003 Cessna 175A partial power loss on climb / ditching near shore), BFO91LA069 (1991 Cessna 177RG total engine failure at 300 ft AGL / controlled ditching), and ANC13LA048 (2013 Piper PA-16 engine failure post-takeoff / controlled ditching). Localized to KSRQ Runway 22 departure environment.
NTSB reports: ERA21LA250 · 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
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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