Total Power Loss on Departure from Tampa International
Engine failure at 800 ft AGL over dense Tampa development — a forced-landing decision with nowhere to go
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 10, climbing out on a 092° heading into a clear, calm morning. Elevation 26 ft MSL. You are a commercial pilot with roughly 1,200 hours total, 400 in complex aircraft. The Piper Arrow (PA-28R-200) is familiar to you — you have 80 hours in type.
It is 0800 local, VFR, light winds from 080° at 4 kt. Temperature 24°C, dew point 18°C, altimeter 30.01. Visibility 10 SM. A textbook departure day. You are climbing through 800 ft AGL, gear up (confirmed by the green light and the feel of the airplane), prop in cruise, heading 092°. The flight plan is a 2-hour personal trip to Jacksonville. The airplane was fueled to tabs (48 gal usable), full oil, and passed a thorough preflight.
At 800 ft AGL, the engine suddenly loses all power. No warning, no roughness, no instrument anomaly. The prop is still turning (windmilling), but there is no thrust. The fuel selector is on RIGHT (you switched tanks at 500 ft as part of your climb procedure). The mixture is at full rich. The magnetos are both on. The engine is dead.
Off Runway 10's departure end (heading 092°), the off-field environment is dense development — office parks, shopping centers, medium-density residential, and scattered wooded wetland. There are no open fields, no parks, no roads suitable for a forced landing. Behind you, to the west, is the airport. Ahead and to the sides is Tampa.
You have roughly 2 minutes of glide time at best glide speed (79 KIAS) from 800 ft AGL. Your decision window is now.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'PA-28R'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about total engine failure in the Piper Arrow and forced-landing priorities? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR12FA058 (2011, FATAL): A Piper PA-28R-200 on a personal flight from Whidbey Island Naval Air Station experienced total loss of engine power during cruise. The pilot attempted a forced landing near Coupeville, Washington, but impacted terrain below a ridge line. The probable cause was a total loss of engine power for reasons that could not be determined — post-accident examination of the airframe and engine revealed no evidence of preaccident mechanical malfunctions or failures that would have precluded normal operation. The undetermined cause is consistent with many PA-28R engine failures in the NTSB database.
NTSB ERA10FA074 (2009, FATAL): A Piper PA-28R-200 experienced an oil problem and total engine loss during climb after takeoff. The pilot made a forced landing in trees near Wappinger, New York. The accident was attributed to a total loss of engine power due to delamination of the No. 3 connecting rod bearing, with inadequate maintenance inspection of the engine oil system as a contributing factor. The lesson: oil system integrity is critical. Low oil pressure or oil starvation can cause catastrophic engine failure.
NTSB WPR09FA015 (2008, FATAL): A Piper PA-28R-201T on a cross-country business flight experienced progressive engine power loss at 14,500 feet. The pilot attempted to return to Minden, Nevada, but made a forced landing in trees near Markleeville, California. The accident resulted from loss of engine power for undetermined reasons, with a contributing factor of the pilot's failure to choose a suitable landing area. The lesson: when the engine fails, the decision to return to the airport or commit to a forced landing must be made early, based on altitude and glide distance. Delay in committing to a return costs altitude and options.
NTSB NYC08FA053 (2007, FATAL): A Piper PA-28R-200 on a business flight experienced progressive engine roughness and loss of power during initial climb after a touch-and-go landing. The accident resulted from fatigue fracture of the number 2 cylinder attach studs and subsequent cylinder separation, which caused total loss of engine power. The lesson: post-maintenance inspection is critical. Cylinder attach studs are subject to fatigue, and inadequate torque or inspection can lead to failure.
NTSB CEN25LA288 (2025): A Piper PA-28RT-201T experienced total engine failure during base-to-final turn while returning to the departure airport for a precautionary landing. The pilot executed a forced landing to a field, striking a fence. The cause of engine failure was undetermined pending further examination. The lesson: even when returning to the airport, engine failure can occur at any altitude. Best glide and a commitment to the nearest suitable landing site are essential.
NTSB ERA22LA067 (2021): A Piper PA-28R-200 on a personal flight experienced total loss of engine power during initial climb at 500 feet AGL, prompting the pilot to return and land on grass, striking the airport perimeter fence. The accident resulted from a total loss of engine power for reasons that could not be determined. The lesson: at 500 ft AGL with total engine failure, the return to the airport is marginal. Best glide and immediate commitment to the return are essential.
NTSB CEN20LA016 (2019): A Piper PA-28R-200 experienced a sudden total loss of engine power during cruise flight after an uneventful takeoff and climb. The accident was attributed to a total loss of engine power for undetermined reasons; post-recovery examination found no mechanical anomalies. The lesson: total engine failure in the PA-28R can occur without warning and without a clear mechanical cause. Preflight inspection and maintenance are essential, but some failures are not preventable.
NTSB CEN26FA049 (2025): A Piper PA-28R-201 on a personal IFR flight diverted from the destination due to weather and fuel concerns. The pilot experienced fuel starvation after switching tanks and declared an emergency, attempting a forced landing near Pittsfield, Illinois. The lesson: fuel management in the PA-28R is critical. The LEFT/RIGHT fuel selector must be monitored, and switching tanks at appropriate intervals is essential to prevent fuel starvation.
The real accidents cited above occurred at other airports and in other aircraft — NOT at Tampa International Airport. KTPA has its own accident history (see field dominant patterns: FORCED_LANDING 22.2%, LOSS_OF_CONTROL_INFLIGHT 11.1%, LOSS_OF_CONTROL_GROUND 8.9%, WIRE_STRIKE 6.7%, GEAR_UP_LANDING 6.7%), but these specific events happened elsewhere. The scenario is localized to KTPA to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: total engine failure in the PA-28R is insidious. It can occur without warning, without a clear mechanical cause, and at any altitude. The response is always the same: establish best glide (79 KIAS) immediately, turn back to the airport if altitude permits, declare an emergency, and commit to a controlled approach and landing. Off Runway 10 at KTPA, the off-field environment is dense development with no suitable forced-landing site. A return to the airport is the only viable option. Delay in committing to that return costs altitude and options.
Key lesson — In the Piper Arrow at KTPA, total engine failure on departure requires immediate best glide (79 KIAS), immediate turn back to the airport, and immediate emergency declaration. Off Runway 10's departure end, the off-field environment is dense development — office parks, shopping centers, residential areas, wooded wetland — with no suitable forced-landing site. A return to the airport is the only viable option. At 800 ft AGL, you have roughly 2 minutes of glide time at best glide. Delay in establishing best glide or committing to the return costs altitude and options. Lower the landing gear only when the runway is assured and you are on short final — preserving altitude in the glide is critical. If the engine fails and you cannot return to the airport, a forced landing in the development is a last resort with poor outcomes.
Debrief — teaching points
Total engine failure in the PA-28R can occur without warning and without a clear mechanical cause.
The NTSB database shows numerous PA-28R total engine failures with undetermined causes (WPR12FA058, CEN20LA016, ERA22LA067). Some failures are due to mechanical causes — oil starvation (ERA10FA074), cylinder separation (NYC08FA053), connecting rod failure — but many are undetermined. Preflight inspection and maintenance are essential, but some failures are not preventable. The response is always the same: establish best glide immediately, turn back to the airport if altitude permits, and declare an emergency.
Best glide speed is 79 KIAS in the PA-28R — establish it immediately and maintain it throughout the descent.
At 79 KIAS, the PA-28R achieves the maximum glide distance and the most time to manage the emergency. At 800 ft AGL and 79 KIAS, you have roughly 2 minutes of glide time. Every second and every foot of altitude matters. Flying above best glide speed (e.g., 90 KIAS or higher) wastes altitude and reduces your options. Establish best glide immediately when the engine fails.
At KTPA Runway 10, the off-field environment is dense development — no suitable forced-landing site.
Off Runway 10's departure end (heading 092°), the off-field environment is dense development: office parks, shopping centers, medium-density residential, and scattered wooded wetland. There are no open fields, no parks, no roads suitable for a forced landing. A return to the airport is the only viable option. Delay in committing to that return costs altitude and options. At 800 ft AGL on a Runway 10 departure, the airport is roughly 1 nm behind you. At best glide (79 KIAS), you have the altitude to make it back if you commit immediately.
Lower the landing gear only when the runway is assured and you are on short final.
The landing gear in the PA-28R adds drag when extended. In a marginal glide, lowering the gear early costs altitude. The correct procedure is to keep the gear up until you are certain you will make the runway, then lower it on short final when the runway is assured. This preserves altitude in the critical phase of the descent. If you are marginal on altitude, lowering the gear early may prevent you from reaching the runway.
Declare an emergency immediately when the engine fails.
When you declare an emergency on KTPA tower frequency, the tower will immediately clear traffic and clear you to land on any runway. This gives you the maximum flexibility and the best chance of a successful return. Do not delay the declaration — the tower needs to know immediately so they can manage traffic and give you priority.
Built from the real accident record
Scenario built from NTSB WPR12FA058 (2011 PA-28R-200 total power loss, undetermined cause), ERA10FA074 (2009 PA-28R-200 oil system / connecting rod failure), WPR09FA015 (2008 PA-28R-201T power loss / unsuitable landing site), NYC08FA053 (2007 PA-28R-200 cylinder separation), CEN25LA288 (2025 PA-28RT-201T base-to-final engine failure), ERA22LA067 (2021 PA-28R-200 initial climb power loss), CEN20LA016 (2019 PA-28R-200 undetermined power loss), and CEN26FA049 (2025 PA-28R-201 fuel starvation). Anonymized and localized to KTPA.
NTSB reports: WPR12FA058 · ERA10FA074 · WPR09FA015 · NYC08FA053 · CEN25LA288 · ERA22LA067 · CEN20LA016 · CEN26FA049
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.III.A — Preflight Inspection · PA.V.A — Airspeed · PA.IX.B — System and Equipment Malfunctions
Relevant FARs: §91.3 · §91.13 · §91.185 · §91.207
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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