Power Loss Over Tampa Bay
Engine failure on initial climb, open water ahead — the decision to ditch must come early and be executed with precision
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22, initial climb on a 217° heading over open water. Elevation 8 ft MSL. This is a non-towered field (CTAF); you self-announce on 122.775 MHz. The field is surrounded by water to the west and south; Runway 22's climb-out environment is open water — Tampa Bay and the Gulf approaches.
It is a clear, calm morning: OAT 24°C, winds 080° at 4 knots, altimeter 30.01. Visibility 10+ SM. A perfect VFR morning. You are conducting a local personal flight in a Diamond DA40 — a fuel-injected, constant-speed-prop, glass-panel single. Solo, full fuel, within limits. The airplane was released from a 100-hour inspection 18 hours ago; the mechanic signed off the induction system.
You line up on Runway 22 (true heading 217°), advance the throttle to full power, and rotate at 54 KIAS (Vr). The airplane lifts off cleanly. You are climbing at 66 KIAS (Vy, best rate of climb), gear down (fixed), flaps retracted, prop in full RPM. You are 200 ft AGL, heading 217°, over open water, when the engine begins to lose power.
The manifold pressure drops. The engine is running, but the power is noticeably down — not a complete quit, but a significant partial loss. The airspeed is still 66 KIAS, but the climb rate is dropping. You are 200 ft AGL. The water is directly ahead. Behind you, the airport is 0.6 nm away and 200 ft below.
Pilot: you — a Commercial pilot, current, roughly 800 hours total. You have flown the DA40 for 150 hours. You did not apply full throttle until rotation; you did not run the engine at high power during the preflight run-up (the mechanic had just finished the 100-hour). You did not verify the prop control response during the run-up. You did not cross-check the fuel selector position before takeoff.
- {'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 engine failure on initial climb in the DA40? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB ERA19LA272 (2019): A Diamond DA40 on a personal local flight experienced a partial loss of engine power on takeoff at 300 feet AGL. The pilot made a forced landing to a soybean field. Post-accident examination revealed that a mechanic had failed to properly tighten the two clamps securing the flexible coupling from the intercooler to the induction inlet during a 100-hour inspection performed 15 hours before the accident. The loose clamps vibrated open during the climb, reducing intake air and causing the power loss. The pilot survived.
NTSB ERA23LA285 (2023): A Diamond DA40 NG experienced partial engine power loss during climb due to fatigue failure of the diesel engine's turbocharger housing. The turbocharger housing fractured, reducing intake air and causing the power loss. The pilot made a forced landing to a school field and survived.
NTSB ERA18LA241 (2018): A Diamond DA40 experienced total loss of engine power while on downwind approach to Maury County Airport. The pilot performed a forced landing to a field approximately 1 mile short of the runway threshold. Post-accident examination revealed no evidence of mechanical malfunctions or failures — the cause could not be determined.
Regional ditching precedents: NTSB ATL97LA099 (1997, Cessna P210N, Gulf of Mexico ditching), NYC03LA109 (2003, Cessna 175A, ocean ditching near Ocean City), BFO91LA069 (1991, Cessna 177RG, Ohio River ditching), and ANC13LA048 (2013, Piper PA-16, ocean ditching off Shelter Island). All four pilots executed controlled ditchings and survived. The common thread: early recognition of engine failure, commitment to ditching when altitude/power insufficient for return, and correct execution of the ditching procedure (best glide speed, doors unlatched, master off before impact, flaps for slowest touchdown speed).
The real accidents cited above occurred at other airports and in other aircraft — NOT at Peter O Knight Airport. KTPF has its own accident history (forced landing 19.4%, loss of control 16.7%, ditching 11.1%), but these specific NTSB cases happened elsewhere. The scenario is localized to KTPF to make the off-field water environment real and consequential for you as a student here.
The consistent thread across all these events: engine failure on initial climb at low altitude over water is survivable if the pilot commits to ditching early and executes the procedure correctly. The fatal outcomes occur when pilots attempt to stretch a marginal glide back to the airport, stall, or lose control. At 200 ft AGL with partial power over water, the correct decision is to ditch, not to gamble on a return to the airport.
Key lesson — In the DA40, post-maintenance engine anomalies (loose induction couplings, turbocharger failures, fuel system issues) can develop suddenly on initial climb. At 200 ft AGL over water with partial power, the margin for a return to the airport is thin. Recognize the symptom early, verify fuel selector and prop control are correct, and if power does not restore, commit to ditching rather than attempting a marginal turn-back. A controlled ditching at 73 KIAS best glide with doors unlatched, master off before impact, and flaps for slowest touchdown speed is survivable. An attempted return to the airport at low altitude with partial power often ends in a stall, spin, or crash in terrain.
Debrief — teaching points
Post-maintenance engine failures are a known risk in the first hours after inspection.
NTSB ERA19LA272 shows a DA40 with a loose induction coupling clamp 15 hours after a 100-hour inspection. The clamp vibrated open during the initial climb, reducing intake air and manifold pressure. The first flight after any major inspection requires heightened vigilance: verify all engine controls (throttle, prop, mixture) respond correctly during the run-up, monitor engine instruments closely during climb, and be prepared for an immediate return to the airport or ditching if power does not develop as expected. Do not assume the inspection was perfect — verify it with your own eyes and instruments.
The DA40 fuel selector is LEFT / RIGHT only — there is no BOTH position.
Unlike Cessnas, the DA40 requires active fuel management. A mis-selected tank or an empty selected tank is a starvation risk. Before takeoff, verify the fuel selector is on the tank with the most fuel (usually LEFT for a normal flight). During climb, cross-check the fuel selector position and fuel quantity on the G1000. If power loss occurs, the first diagnostic step is to confirm the fuel selector is on a full tank. If the selected tank is empty or nearly empty, switch to the other tank immediately.
The DA40 has a constant-speed prop — prop control is part of power management.
The constant-speed prop automatically adjusts blade pitch to maintain the selected RPM. The prop control lever (in the cockpit) sets the target RPM. During climb, the prop should be at full RPM (2700 RPM in the DA40). If power is lost and the prop control is not at full RPM, advance it to full. If power is lost and the prop control is already at full RPM, the problem is not the prop — it is a mechanical failure (turbocharger, induction system, fuel system) that requires immediate action (return to airport or ditch).
At 200 ft AGL over water with partial power, the margin for a return to the airport is thin — commit to ditching early.
The 'impossible turn' at low altitude is a real trap. At 200 ft AGL with partial power, a 180° turn back to the airport requires altitude and control authority you may not have. If you cannot maintain altitude and heading back to the field, you will stall or lose control. The safer decision is to commit to ditching early, establish 73 KIAS best glide, and execute the ditching procedure. A controlled ditching is survivable; a stall or loss of control at low altitude is not.
Best glide in the DA40 is 73 KIAS — this is the speed to fly immediately on engine failure.
73 KIAS maximizes glide distance and gives you the most time and distance to manage the emergency. At 200 ft AGL, this speed buys you 90–120 seconds to set up a ditching or reach the airport. Establish 73 KIAS immediately on engine failure; trim for hands-off flight; then diagnose and act. Do not waste time at a higher or lower speed.
Ditching procedure: fuel selector to the tank with fuel, mixture rich, master off before impact, doors unlatched, flaps for slowest touchdown speed.
A controlled ditching requires preparation. Fuel selector on the tank with fuel (LEFT or RIGHT, confirmed full). Mixture rich (for maximum power if the engine restarts). Master off just before water contact (to prevent electrical fire). Doors unlatched so they open on water contact (water pressure will jam them shut if they are latched). Flaps for slowest possible touchdown speed — impact energy rises with the square of speed, so the slowest possible speed is the priority. Maintain a level or slightly nose-up attitude on water contact; let the water slow the aircraft. You have 30–60 seconds before the aircraft sinks; exit immediately and inflate your life vest.
Off Runway 22 at KTPF, the climb-out environment is open water — Tampa Bay and the Gulf approaches.
The USGS NLCD ground cover off Runway 22's climb-out (heading 217°) is open water. There is no alternate landing surface. An engine failure on the Runway 22 departure at low altitude is a ditching, not a field landing. This is not hypothetical; it is the geographic reality of this airport. If you are uncomfortable with the water environment, depart on Runway 04 (heading 37°), which has dense development off the climb-out — a forced landing option in an emergency, though not ideal. Know the off-field environment before you line up on the runway.
Built from the real accident record
Scenario built from NTSB ERA23LA285 (2023 DA40 turbocharger housing fatigue / partial power loss), ERA19LA272 (2019 DA40 induction coupling failure / power loss on takeoff), ERA18LA241 (2018 DA40 total power loss / forced landing), and regional ditching precedents ATL97LA099, NYC03LA109, BFO91LA069, ANC13LA048. Localized to KTPF with real off-field water environment.
NTSB reports: ERA23LA285 · ERA19LA272 · ERA18LA241 · 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 · PA.VIII.A — Slow Flight
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.
Open the interactive scenario →All sample scenarios · More Diamond DA40 scenarios · More scenarios at KTPF