Float and Drift at Tampa International
Energy management in a slippery DA40, a long approach, and the decision to go around — runway excursion risk in a busy Class B environment
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 19R, a 11,002-foot concrete runway in the Class B. Elevation 26 ft MSL. You are a Commercial pilot with 400 hours total time, 120 hours in the DA40, and you are conducting a supervised solo training flight in the school's Diamond DA40 (N-number withheld for training purposes).
It is a hot, humid Florida afternoon: OAT 32°C, dew point 24°C, altimeter 29.88 inHg. Density altitude is approximately 2,200 ft — the airplane will perform as if it is 2,200 ft above sea level. Winds are light and variable, 3–5 knots. Visibility 10 SM. You are in the Tampa Class B, ceiling 10,000 ft MSL. KTPA tower is active 24/7.
You have completed a 1.5-hour local flight: slow flight, steep turns, and a practice approach to Runway 19R. The approach was stable until about 500 ft AGL, where you began to float — the DA40's slippery, clean airframe carries energy well, and you did not bleed off enough altitude to touch down in the touchdown zone. You drifted past the 1,000-foot marker, past the 2,000-foot marker, and touched down at approximately 3,500 feet down the 11,002-foot runway.
Aircraft: Diamond DA40, fixed gear, constant-speed prop, fuel-injected Lycoming IO-360-M1A, 180 hp. Fuel selector on RIGHT tank (you switched from LEFT at the top of descent). Full fuel. Within limits. G1000 glass panel.
Pilot: you — Commercial, 400 hours total, 120 hours DA40. Current and proficient. This is a supervised solo training flight. You are not an instructor, but you are expected to manage the airplane and the airspace independently. The float on landing surprised you; you are now committed to a landing on a runway that is 11,002 feet long, with 7,500 feet remaining after touchdown.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before the decision tree — what do you know about the DA40's landing characteristics and energy management? (Pick all that apply; baseline check.)
What the record shows
What the NTSB files show
NTSB GAA19CA582 (2019): A Diamond DA40 on an instructional flight experienced a loss of control during an aborted go-around. The pilot initiated a go-around from a low-altitude approach, but then decided to abort the go-around and land on the remaining runway. The pilot cut power and applied brakes, but there was insufficient runway remaining to stop the airplane. The DA40 ran off the runway and struck a concrete barrier. The probable cause was the pilot's decision to abort the go-around without adequate runway distance and his failure to accurately communicate his intentions to air traffic control.
NTSB ERA21LA039 (2020): A Diamond DA40 on a Part 91 supervised solo instructional flight lost directional control during landing. The student pilot landed with excessive speed, the aircraft bounced, and drifted left. The student pilot's attempt to abort the landing was unsuccessful. The DA40 struck a taxiway sign and cartwheeled before impacting a security fence. The probable cause was the pilot's loss of directional control while landing, which resulted in a runway excursion.
NTSB GAA19CA038 (2018): A Diamond DA40 flown by a solo student pilot experienced a runway excursion after landing with excessive speed. The student pilot was taxiing at excessive speed during a turn from the runway to a taxiway and struck a taxiway sign. The probable cause was the student pilot's excessive taxi speed during a turn, which resulted in a runway excursion and collision.
The common thread in all three accidents: the DA40 is a slippery, composite airframe that carries energy well. Pilots who do not manage energy on approach — who float, land long, and then attempt to abort or maneuver aggressively during rollout — end up with runway excursions. The accidents occurred at other airports (not KTPA), but the mechanism is the same: energy management failure, followed by a loss of directional control or an aborted maneuver with insufficient runway remaining.
At KTPA, Runway 19R is 11,002 feet long — plenty of runway for a normal landing, even with a float. However, the Class B environment, the high density altitude, and the DA40's slippery characteristics create pressure to land 'perfectly.' The real lesson is that a float on an 11,002-foot runway is not a safety issue — it is a technique issue. Land long, apply smooth braking, maintain directional control, and taxi off. Do not attempt to abort a go-around with insufficient runway remaining, and do not attempt aggressive maneuvers during rollout.
The off-field environment off Runway 19R's departure end (heading 182°) is dense development, medium development, and pasture/hay — not a suitable forced-landing area. However, this scenario focuses on the landing phase, not the departure phase. The runway excursion risk is on the runway itself, not off-field.
Key lesson — The DA40's slippery airframe and energy retention in ground effect mean that floats are common and not inherently dangerous on a long runway like Runway 19R (11,002 ft). The danger comes from attempting to abort or maneuver aggressively to correct a float at low altitude, or from aggressive braking during rollout that causes a loss of directional control. Energy management on approach — planning a steeper descent, extending the downwind, or using a slip to increase descent rate — prevents the float. If a float occurs, accept it, apply smooth braking, and maintain directional control. Do not attempt a go-around with insufficient runway remaining.
Debrief — teaching points
The DA40 is a slippery airplane — energy management on approach is critical.
The DA40's composite airframe and streamlined design make it efficient in cruise, but they also mean the airplane carries energy well and floats in ground effect. A standard descent profile that works in a Cessna 172 or Piper Cherokee will result in a float in the DA40. Plan a steeper descent (500+ fpm), extend the downwind to give yourself more time to slow down, or use a slip to increase descent rate without increasing airspeed. Arriving at the runway at Vref (70 KIAS) with a descent rate of 300–400 fpm is the target. If you are arriving faster or shallower, adjust the approach before you get to 500 ft AGL.
A float on a long runway is a technique issue, not a safety issue.
Runway 19R at KTPA is 11,002 feet long. A float that results in a touchdown at 3,500 or 4,500 feet down the runway leaves 6,500 to 7,500 feet for landing rollout — plenty of distance. Accept the float, apply smooth, progressive braking, maintain directional control with gentle nose wheel steering, and come to a stop. Do not attempt to abort a landing at low altitude to 'fix' a float. The NTSB GAA19CA582 accident occurred because the pilot aborted a go-around with insufficient runway remaining — the worst possible outcome. Land long, brake smoothly, and move on.
Aborting a go-around requires adequate runway remaining.
If you decide to abort a landing and execute a go-around, you must have enough runway remaining to climb away safely. At low altitude (below 300 ft AGL), the go-around is the committed maneuver — you apply full power, pitch up, and climb away. If you then decide to abort the go-around and land again, you must have adequate runway remaining to decelerate and stop. The NTSB GAA19CA582 pilot cut power and applied brakes after aborting the go-around, but there was insufficient runway remaining. The result was a runway excursion and impact with a concrete barrier. If you are unsure about runway remaining, execute the go-around fully and re-enter the pattern.
Smooth braking and directional control during rollout prevent excursions.
During the landing rollout, apply smooth, progressive braking. Avoid locking the wheels or applying aggressive brake pressure that causes nose wheel shimmy. Use gentle nose wheel steering to maintain directional control. The NTSB ERA21LA039 accident involved a loss of directional control during landing rollout — the student pilot bounced, drifted left, and struck a taxiway sign. Smooth braking and gentle steering prevent this. If you feel the nose wheel beginning to shimmy, reduce brake pressure slightly and use gentle steering corrections.
Constant-speed prop management affects descent rate and energy bleed-off.
The DA40's constant-speed prop allows you to manage RPM independently of throttle position. On approach, set the prop to high RPM (2,500+ RPM) to increase engine drag and help with descent rate. This is especially useful when you need to increase descent rate without increasing airspeed (e.g., to avoid a float). Conversely, on a normal descent, you can reduce prop RPM to decrease drag and maintain a shallower descent if needed. Prop management is a tool for energy management in the DA40.
Fuel selector management — LEFT/RIGHT, no BOTH position.
The DA40 has a LEFT/RIGHT fuel selector with no BOTH position. You must actively manage the fuel selector to balance fuel consumption between tanks. Running a selected tank dry mid-approach is a starvation risk and a common DA40 accident. Before each approach, confirm the fuel selector is on the tank with the most fuel, or switch to the tank you have not used recently. On this flight, you switched to the RIGHT tank at the top of descent — confirm that tank has adequate fuel for the approach and landing.
Built from the real accident record
Scenario built from NTSB GAA19CA582 (2019 DA40 aborted go-around / runway excursion), ERA21LA039 (2020 DA40 loss of directional control on landing / excursion), and GAA19CA038 (2018 DA40 excessive speed landing / excursion). Localized to KTPA.
NTSB reports: GAA19CA582 · ERA21LA039 · GAA19CA038
ACS tasks: PA.III.A — Preflight Inspection · PA.III.B — Cockpit Management · PA.III.C — Engine Starting · PA.IV.A — Normal Takeoff and Climb · PA.V.A — Approach and Landing · PA.V.B — Go-Around / Rejected Landing · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.129
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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