Engine Failure Over Tampa Bay
Total power loss on initial climb off Runway 22 — open water ahead, 350 feet AGL, and a non-towered field. The ditching decision window is measured in seconds.
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, climbing out on a 217° heading over open water (Tampa Bay and the Gulf of Mexico). Field elevation 8 ft MSL; the runway is essentially at sea level.
It is a clear, calm Florida morning: OAT 24°C, winds calm to light, altimeter 29.98. Visibility 10+ SM. A textbook VFR day — the kind of day when engine failures feel like something that happens to other people.
You are 350 ft AGL, climbing at 96 KIAS (Vy, best rate of climb), heading 217°, when the engine loses all power. The tachometer drops to zero. The propeller is still turning (windmilling), but there is no manifold pressure, no power. The water of Tampa Bay fills the windscreen ahead. KTPF is non-towered (CTAF); you are in Class G airspace. The airport is behind you.
Aircraft: Cirrus SR20, solo, full fuel (both tanks selected, left tank in use), within limits. The preflight was standard; nothing was written up. The engine ran smoothly through the run-up. Fuel quantity was confirmed visually and by the glass panel.
Pilot: you — a Private pilot, current, roughly 250 hours total, 80 hours in type (SR20). You are familiar with the SR20's systems, including the Avidyne glass panel and the Cirrus Airframe Parachute System (CAPS). You have never executed a ditching. You have never deployed CAPS.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'SR20'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you already know about engine failure in the SR20 at low altitude over water? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ATL97LA099 (1997): A Cessna P210N on a personal flight experienced partial engine power loss during initial climbout. The pilot ditched in the Gulf of Mexico. Post-accident examination found a fuel line against the induction elbow, restricting fuel flow. The probable cause was loss of engine power due to fuel starvation from the misrouted fuel line. The pilot's decision to ditch rather than attempt a marginal turn-back was correct.
NTSB NYC03LA109 (2003): A Cessna 175A experienced partial loss of engine power during initial climb from a coastal airport. The pilot was unable to maintain altitude for return to the airport and ditched in shallow water. The probable cause was partial loss of engine power for undetermined reasons. The pilot's evaluation of altitude and commitment to ditching was the correct decision-making sequence.
NTSB BFO91LA069 (1991): A Cessna 177RG lost total engine power at 300 feet AGL during initial climb. The pilot executed a controlled ditching in the Ohio River. Post-accident examination found adequate fuel remaining on board; the probable cause was total loss of engine power for undetermined reasons. The pilot's decision to commit decisively to ditching rather than attempt a marginal glide-back was correct.
NTSB ANC13LA048 (2013): A Piper PA-16 on a personal flight experienced total engine failure shortly after takeoff at 350 feet AGL. The pilot successfully ditched the aircraft in the ocean; both occupants evacuated safely and were rescued. The aircraft sank in 400 feet of water and could not be recovered for mechanical examination. The pilot's execution of a controlled ditching procedure and immediate evacuation was textbook airmanship.
All of these real accidents occurred at other airports and in other aircraft — NOT at Peter O Knight Airport (KTPF). However, the off-field environment at KTPF Runway 22 is identical to the environment these pilots faced: open water. The Runway 22 departure at KTPF climbs out over Tampa Bay and the Gulf of Mexico. An engine failure on that departure at low altitude is a ditching, not a field landing. The decision-making and procedure are the same: recognize the engine failure, establish best glide, evaluate the altitude and distance to return to the airport, and commit decisively to either a turn-back or a controlled ditching.
The consistent thread across all these events: total or partial engine failure at low altitude over water is unforgiving. The decision window is measured in seconds. The correct response is immediate best glide, rapid evaluation of the turn-back feasibility, and decisive commitment to either the airport or the water. Hesitation or delay consumes altitude and options. CAPS deployment at low altitude (below 500 ft) is marginal and should not be relied upon as a substitute for ditching when altitude is sufficient for a controlled approach.
Key lesson — Engine failure on initial climb off Runway 22 at KTPF is a ditching scenario. The off-field environment is open water. At 350 ft AGL with total engine failure, the altitude is too low for a comfortable return to the airport — a controlled ditching is the correct outcome. Establish 96 KIAS best glide immediately, evaluate the turn-back feasibility in the first 10–15 seconds, and commit decisively to either the airport or the water. Hesitation consumes altitude and options. CAPS deployment at low altitude is marginal and should not delay the ditching decision.
Debrief — teaching points
Engine failure at low altitude over water is unforgiving — the decision window is measured in seconds.
At 350 ft AGL with total engine failure, you have roughly 2–3 minutes of glide time. In those 2–3 minutes, you must recognize the failure, establish best glide, evaluate the turn-back feasibility, and commit decisively to either the airport or the water. Hesitation or delay consumes altitude and options. The NTSB cases cited (ATL97LA099, NYC03LA109, BFO91LA069, ANC13LA048) all involved pilots who made rapid decisions and executed controlled ditchings. The pilots who survived were those who committed decisively.
Best glide speed in the SR20 is 96 KIAS — establish it immediately.
The SR20's slippery wing and high best-glide speed (96 KIAS) mean you are covering ground quickly and descending at a manageable rate. Establish 96 KIAS immediately after engine failure. This is the speed that maximizes glide distance and gives you the most time to evaluate your options. Do not try to climb or maintain altitude — lower the nose and establish best glide.
Evaluate the turn-back feasibility in the first 10–15 seconds — then commit.
At 350 ft AGL with total engine failure, a turn-back to Runway 04 is marginal at best. The turn costs altitude. In the first 10–15 seconds, determine whether you have enough altitude and distance to make the runway. If yes, commit to the turn-back and fly a straight-in approach (the shortest path to the runway). If no, commit to a controlled ditching. Hesitation between the two options consumes altitude and makes both outcomes worse.
Off Runway 22 at KTPF, the off-field environment is open water — a ditching is not optional.
The Runway 22 departure at KTPF climbs out on a 217° heading over Tampa Bay and the Gulf of Mexico. The off-field environment is open water — there is no alternate landing surface. An engine failure on that departure at low altitude is a ditching, not a field landing. Know this before you line up on Runway 22. If you are uncomfortable with ditching, depart from Runway 04 or 36 instead.
A controlled ditching requires: best glide speed, flaps for slowest touchdown speed, doors unlatched, master off before impact.
The SR20 stalls at 56 KIAS with full flaps (Vs0). Full flaps slow you to the slowest possible touchdown speed — impact energy rises with the square of speed, so the slowest speed matters most. Unlatch the doors before water contact so you can evacuate. Turn the master off just before impact to prevent electrical fire and fuel system activation. A controlled ditching is survivable; an uncontrolled impact is not.
CAPS deployment at low altitude (below 500 ft) is marginal — it should not delay the ditching decision.
CAPS is designed for loss of control, unrecoverable spin, and engine failure with no safe landing site. The SR20 POH lists 135 KIAS as the maximum demonstrated CAPS deployment speed. At 350 ft AGL, CAPS will slow your descent to roughly 1,500 fpm — survivable, but still significant. A controlled ditching at 96 KIAS best glide, with full flaps for slowest touchdown speed, is a better outcome. CAPS is not a magic fix at low altitude; it is a last resort for situations where ditching is not possible.
Built from the real accident record
Scenario built from NTSB ATL97LA099 (1997 P210N engine failure / ditching, Gulf of Mexico), NYC03LA109 (2003 C175A partial power loss / ditching, coastal), BFO91LA069 (1991 C177RG total engine failure / controlled ditching, river), and ANC13LA048 (2013 PA-16 engine failure / successful ditching, ocean). Anonymized and localized to KTPF.
NTSB reports: 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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