Engine Failure on the Climb-Out from Tampa International
Total power loss in a fuel-injected single-engine trainer over dense urban terrain — forced landing site selection under pressure
The scenario
Departing Tampa International Airport (KTPA), Tampa, FL — Runway 10, climbing out on a 090° heading. Elevation 26 ft MSL. It is a clear, calm morning: OAT 22°C, altimeter 30.02, visibility 10 SM. A typical Florida VFR day.
You are a Private pilot with roughly 180 hours total time, 40 hours in the Diamond DA20. This is a personal cross-country flight in a DA20-C1 you rented from a local flight school. You completed a standard preflight: fuel quantity checked visually in the tank (you saw fuel to the filler neck), fuel selector ON, mixture set, engine started and run-up completed without anomaly. The airplane is within weight and balance limits.
You are now 600 ft AGL, climbing at 75 KIAS (Vy, best rate of climb), heading 090°, over the dense development that surrounds KTPA to the east. The runway is behind you. Ahead and below: apartment complexes, shopping centers, parking lots, and scattered wooded areas — the urban sprawl of Tampa's east side. There is no open field, no park, no clear landing zone within gliding distance ahead.
At 600 ft AGL, the engine suddenly loses all power. The propeller is windmilling, the airframe is silent. You have roughly 45 seconds of glide time before you touch down. The decision of where to land is yours alone.
Aircraft: Diamond DA20-C1, solo, fuel-injected Continental IO-240-B (125 hp), fixed gear, fixed-pitch prop, steam panel. Single fuel tank with ON/OFF selector. Best glide: 73 KIAS. Stall speed (landing flap): 36 KIAS.
Pilot: you — Private, current, 180 hours total, 40 hours DA20. You did not verify fuel quantity by dip-stick before flight; you relied on the visual check at the filler neck. You did not review the fuel consumption tables or calculate endurance. You did not brief an alternate or a forced-landing plan.
- {'label': 'Field', 'value': 'KTPA · Tampa'}
- {'label': 'Runways', 'value': '10/28 · 19L/01R · 19R/01L'}
- {'label': 'Elevation', 'value': '26 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you know about forced landings in the DA20? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR23LA324 (2023): A Diamond DA20 on an instructional flight lost total engine power during a simulated engine failure when the student advanced the throttle with the mixture leaned. The pilot made a forced landing off-airport. The probable cause was improper fuel management and failure to follow the engine failure checklist. The flight instructor did not follow the airplane's checklist procedures.
NTSB GAA19CA569 (2019): A Diamond DA20 experienced total engine power loss on approach due to fuel exhaustion after four flights in one day. The pilot made a forced landing on a service road between buildings and struck a tree, sustaining substantial damage. The probable cause was improper preflight fuel planning — the pilot did not calculate endurance or verify fuel quantity by dip-stick, relying instead on a visual check. After four flights, the fuel quantity was lower than expected.
NTSB ERA19LA074 (2018): A Diamond DA20 on a post-maintenance test flight experienced partial engine power loss during climb due to debris obstructing the metering plug orifice in the throttle and metering unit. The pilot made a forced landing to a clearing, impacting trees. The probable cause was inadequate post-maintenance inspection and testing.
NTSB ERA19LA029 (2018): A Diamond DA20 experienced partial engine power loss during cruise flight and made a forced landing in a field. The probable cause was multiple discrepancies in the engine's ignition system, including worn magnetos and damaged ignition harnesses.
NTSB CEN16LA018 (2015): A Diamond DA20-C1 on a personal night flight made a forced landing in a field after total engine failure due to fuel exhaustion. The probable cause was the pilot's operation of the aircraft without the owner's permission and inadequate preflight planning — no fuel calculation, no alternate briefed, no forced-landing plan.
All of these real accidents occurred at other airports and in other locations — 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%), but these specific DA20 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: the DA20's single fuel tank and fuel-injected engine create a simple but unforgiving fuel-management problem. There is no left/right selector to mis-manage; there is only ON/OFF. Fuel exhaustion comes from inadequate preflight planning (no dip-stick check, no endurance calculation) or from improper in-flight management (leaning the mixture incorrectly, advancing the throttle without checking fuel quantity). The engine failure is total and immediate. The forced landing is the only option.
Key lesson — In the DA20-C1, fuel management is the dominant risk. The single fuel tank and fuel-injected Continental IO-240 mean that fuel exhaustion is total and immediate — there is no partial power, no restart, no second chance. Preflight fuel planning must include a dip-stick check (not just a visual), an endurance calculation, and a briefed alternate and forced-landing plan. At KTPA, the off-field environment is dense development — parking lots and wooded areas are the only options. A controlled landing in a parking lot at best glide speed is the correct outcome when the engine fails at low altitude.
Debrief — teaching points
Fuel management in the DA20 is unforgiving — there is no left/right selector, only ON/OFF.
The DA20-C1 has a single fuel tank with an ON/OFF selector. There is no left/right management, no crossfeed, no fuel-balancing decision. Fuel starvation comes from running out of fuel (exhaustion) or forgetting to turn the selector ON. Preflight fuel planning must include a dip-stick check — not just a visual look at the filler neck. A visual check can be deceived by fuel sloshing or by the angle of the airplane on the ramp. A dip-stick check is the only reliable method. Calculate endurance based on the actual fuel quantity, not on assumptions.
Best glide in the DA20 is 73 KIAS — establish it immediately upon engine failure.
The DA20 has a glide ratio of roughly 9:1. At 73 KIAS from 600 ft AGL, you have roughly 45 seconds and 0.5 nm of glide distance. Establishing best glide immediately maximizes your options and buys time for decision-making. Any speed faster than 73 KIAS reduces glide distance; any speed slower risks a stall. 73 KIAS is the speed to fly.
At KTPA, the off-field environment is dense development — parking lots and open areas are the only landing options.
Off Runway 10 at KTPA, the climb-out environment is dense development, apartment complexes, shopping centers, parking lots, and scattered wooded areas. There is no open field, no park, no clear landing zone within gliding distance. A parking lot is the best off-field landing site — it is open, relatively flat, and clear of obstacles. Wooded areas and narrow roads lined with utility poles are dangerous and should be avoided. A controlled landing in a parking lot at best glide speed is the correct outcome.
Full landing flaps (78°) minimize touchdown speed — impact energy rises with the square of speed.
In the DA20, full landing flaps are 78°. Adding full landing flaps at 100 KIAS or below slows the airplane to the slowest possible touchdown speed. Impact energy rises with the square of touchdown speed — a 10 KIAS reduction in touchdown speed significantly reduces impact forces. Always add full landing flaps in a forced landing to minimize touchdown speed and impact energy.
A turn back to the runway at low altitude is marginal — only attempt it if you have sufficient altitude and a clear path.
At 600 ft AGL, a 180° turn back to the runway requires altitude and coordination. The turn is steep, the descent rate is high, and the altitude margin is thin. If you are at 400 ft AGL or below, the turn back is marginal at best. A controlled landing in the best available site ahead is often the better choice. Do not attempt a turn back if it means risking a stall/spin at low altitude.
Declare an emergency on 121.5 immediately — ATC will clear the airspace and emergency equipment will be standing by.
Upon engine failure, declare a Mayday on 121.5 with your position, altitude, and intention. ATC will acknowledge, clear the airspace, and alert emergency equipment. This is not optional — it is the correct procedure. The declaration ensures that rescue is aware of your position and that other traffic is cleared from your descent path.
Built from the real accident record
Scenario built from NTSB WPR23LA324 (2023 DA20 fuel mismanagement / engine failure), GAA19CA569 (2019 DA20 fuel exhaustion / forced landing), ERA19LA074 (2018 DA20 partial power loss / post-maintenance), ERA19LA029 (2018 DA20 ignition system failure), and CEN16LA018 (2015 DA20 fuel exhaustion / forced landing). Localized to KTPA with real off-field terrain.
NTSB reports: WPR23LA324 · GAA19CA569 · ERA19LA074 · ERA19LA029 · CEN16LA018 · CEN15WA043
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 — Preflight Inspection
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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