Float and Excursion at Peter O Knight
Energy management in a slippery DA40 — the composite airframe floats, and the runway is shorter than you think
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, a 3,583 ft asphalt runway. Elevation 8 ft MSL. You are a Private pilot with roughly 180 hours total, 40 hours in the DA40. This is a supervised solo flight in a school Diamond DA40 — your CFI is on the ground, monitoring your radio.
It is a clear, calm Florida afternoon: OAT 26°C, winds 180° at 3 knots (nearly calm), altimeter 29.98. Visibility 10 SM. KTPF is non-towered Class G airspace, but you are operating under the Tampa Class B shelf (1,200–10,000 MSL) — you have been cleared to operate in the Class B at 2,500 ft. You are inbound to KTPF after a 45-minute local flight.
The DA40 is a slippery, composite-airframe airplane. It floats. Clean, it glides like a sailplane. On approach, energy management is critical — you cannot bleed off speed and altitude as quickly as a Cessna 172. The constant-speed prop is set to high RPM (2,400) for approach. Flaps are down to 25° (landing flaps). You are on a 3° glide slope to Runway 22, 1.5 nm out, at 1,200 ft AGL.
Runway 22's climb-out environment is open water (Hillsborough Bay) — a forced landing off that end is a ditching. Runway 22's landing end (heading 217°) has medium development and grassland to the south. The runway is 3,583 ft long. At your weight (2,400 lb, within limits), landing distance available is adequate — but only if you touch down in the first third of the runway and manage the float.
Aircraft: Diamond DA40, solo, full fuel (48 gal usable), within CG and weight limits. Fuel selector is set to RIGHT tank (you switched from LEFT at cruise). Constant-speed prop is at 2,400 RPM. Flaps 25° (landing). G1000 glass panel, both screens functional. Nothing was written up; the airplane is airworthy.
Pilot: you — a Private pilot, current, 180 hours total, 40 hours DA40. You have landed at KTPF twice before (both uneventful). You are familiar with the runway length and the water off the north end. You are not fatigued; the flight has been routine.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'DA40'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you already know about the DA40's approach and landing characteristics? (Pick all that apply; this records your baseline.)
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 when the pilot cut power and applied brakes with insufficient runway remaining. The pilot attempted to abort the go-around without adequate runway distance and did not accurately communicate his intentions to ATC. The airplane ran off the runway and struck a concrete barrier. The probable cause was the pilot's decision to abort a go-around with insufficient runway remaining.
NTSB ERA21LA039 (2020): A Diamond DA40 on a supervised solo instructional flight lost directional control during landing when the aircraft bounced. The student pilot's attempt to abort the landing was unsuccessful, and the aircraft struck a taxiway sign and cartwheeled before impacting a security fence. The probable cause was loss of directional control while landing, resulting in a runway excursion.
NTSB GAA19CA038 (2018): A Diamond DA40 flown by a solo student pilot experienced a runway excursion and struck a taxiway sign after landing with excessive speed. The accident was attributed to the student pilot's excessive taxi speed during a turn from the runway to a taxiway. The underlying issue: the airplane touched down too far down the runway, leaving insufficient distance to decelerate safely.
The common thread: the DA40 is a slippery, composite-airframe airplane that floats significantly on landing. Students and low-time pilots often underestimate the float and touch down too far down the runway. When the runway is short (like KTPF's 3,583 ft) or the approach is unstable, the margin for error is thin. A late touchdown + firm braking + a turn to the taxiway = a recipe for a runway excursion.
At KTPF specifically: Runway 22 is 3,583 ft long. Off the landing end (heading 217°) is medium development and grassland — not open water. But the runway is shorter than many GA fields, and the DA40's float characteristics mean a late touchdown is a real risk. The water off Runway 22's departure end (heading 037°) is Hillsborough Bay — a forced landing there is a ditching, not a field landing.
The real accidents cited above occurred at other airports and in other aircraft — NOT at KTPF. The scenario is localized to KTPF to make the runway length and off-field environment real and consequential for you as a student here. The lesson is universal: energy management on approach, early touchdown, and a conservative go-around decision are the keys to safe landings in a slippery airplane on a short runway.
Key lesson — The DA40's composite airframe floats significantly on landing. Plan to touch down in the first third of the runway (500–700 ft down). If you are floating past 1,500 ft down the runway, execute a go-around — do not try to stretch the landing. At KTPF (3,583 ft), a late touchdown leaves minimal margin for braking. Energy management on approach (Vref 70 KIAS, flaps 25°, prop at 2,400 RPM) and an early touchdown are the entire lesson. A go-around is not a failure; it is airmanship.
Debrief — teaching points
The DA40 floats — plan for it.
The DA40's composite airframe and slippery design mean the airplane floats significantly on landing. At approach speeds (70 KIAS Vref), the airplane will float 500–1,000 ft down the runway before settling. This is normal. Plan to touch down in the first third of the runway (500–700 ft down). If you are floating past 1,500 ft down, the approach was too fast or the flare was too shallow. Execute a go-around — do not try to stretch the landing on a short runway.
Vref is 70 KIAS — not faster.
Vref (approach speed on short final) for the DA40 is 70 KIAS. This is the target speed to cross the runway threshold. Flying faster (75–80 KIAS) increases float distance significantly — at higher speeds, the airplane floats longer before settling. At KTPF (3,583 ft), a faster approach means a later touchdown and a tighter margin. Fly Vref, not faster.
Flaps 25° is landing flaps — use them.
Landing flaps for the DA40 are 25°. Vfe (max flap extended) is 91 KIAS, so you can extend flaps at approach speeds without exceeding limits. Flaps increase drag and reduce float. Extend flaps to 25° on the approach and hold them until touchdown. Do not reduce flaps on short final — that will increase float and make the situation worse.
Constant-speed prop at 2,400 RPM for approach and landing.
The DA40's constant-speed prop should be set to high RPM (2,400) for approach and landing. This gives better engine response if a go-around is needed. Do not reduce prop RPM on the approach — keep it at 2,400 until you are committed to landing. If you execute a go-around, the prop is already at high RPM and ready for climb power.
A go-around is not failure — it is airmanship.
If the approach is unstable, the float is excessive, or you are uncomfortable with the landing, execute a go-around. Climb to 1,000 ft AGL, turn left, and set up for a full pattern. A go-around costs time and fuel, but it is far better than a runway excursion. At KTPF, if you are floating past 1,500 ft down the runway, go around. If you execute two go-arounds in succession, divert to a longer runway (KMCF or KTPA are nearby). This is not a sign of failure — it is a sign you are flying within your limits.
Fuel selector is LEFT / RIGHT — manage it actively.
The DA40 fuel selector has no BOTH position. You must actively manage which tank you are drawing from. Before takeoff, confirm which tank you are on. At cruise, switch tanks every 30 minutes to maintain lateral balance. Before landing, confirm the fuel selector is on the tank with the most fuel. An empty or mis-set tank will cause fuel starvation — a catastrophic failure on approach. Manage the fuel selector as part of your landing checklist.
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 / landing bounce), and GAA19CA038 (2018 DA40 excessive landing speed / taxiway strike). Anonymized and localized to KTPF.
NTSB reports: GAA19CA582 · ERA21LA039 · GAA19CA038
ACS tasks: PA.II.C — Takeoff and Departure · PA.II.E — Approach and Landing · PA.II.F — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.IX.C — Emergency Approach and Landing
Relevant FARs: §91.3 · §91.13 · §91.103
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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