Float and Drift at Peter O Knight
Excess approach energy, a slippery DA20, and the challenge of directional control in a go-around — a runway excursion waiting to happen
The scenario
Departing Peter O Knight Airport (KTPF), Tampa, FL — Runway 22 (true heading 217°), a 3,583 ft asphalt runway. Elevation 8 ft MSL. You are on a local VFR flight in a Diamond DA20-C1, a light, slippery composite trainer with a fixed gear, fixed-pitch prop, and a single fuel tank. The DA20 floats in ground effect and is sensitive to gusts; the castering nosewheel requires differential braking for directional control on rollout.
It is a warm Tampa afternoon: OAT 26°C, winds from 190° at 8 kt gusting to 14 kt — a crosswind for Runway 22 of roughly 6–8 kt steady, gusting to 12 kt. Visibility 10 SM, scattered clouds at 3,000 ft. KTPF is non-towered (CTAF); you are in Class G airspace, but the overlying Tampa Class B begins at 1,200 ft MSL. You are within the Class B lateral boundaries.
You are on approach to Runway 22. You have been flying for 1.8 hours; fuel is adequate. The approach is stable until about 500 ft AGL, when you realize you are slightly high and slightly fast — 65 KIAS instead of the target 55 KIAS (Vref). You are carrying excess energy. The runway is long enough, but the float will eat runway.
Aircraft: Diamond DA20-C1, solo, within weight and balance limits. Engine: Continental IO-240-B, fuel-injected (no carburetor heat). Fixed gear, fixed-pitch prop, steam panel. POH Vref is 55 KIAS; best glide is 73 KIAS. Stall speed (landing flap) is 36 KIAS.
Pilot: you — a Private pilot, current, roughly 180 hours total. You have 12 hours in the DA20. You are familiar with the airplane's tendency to float in ground effect and its need for firm directional control on rollout. You are not an instructor; this is a solo flight. The wind is within limits, but it is gusting.
- {'label': 'Field', 'value': 'KTPF · Peter O Knight'}
- {'label': 'Runways', 'value': '4/22 · 18/36'}
- {'label': 'Elevation', 'value': '8 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Approach'}
The decision
Before we get into the decision tree — what do you already know about the DA20's landing characteristics and go-around technique? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR20CA305 (2020): A Diamond DA20 on an instructional flight bounced during landing and veered left during a go-around, impacting uneven terrain. The probable cause was the student pilot's improper landing flare and delayed remedial action to abort the landing, which resulted in loss of aircraft control and a runway excursion.
NTSB GAA19CA490 (2019): A Diamond DA20 flown by a student pilot on a first solo flight experienced right yaw during the third approach that could not be corrected with rudder input. The student aborted the landing, but the aircraft continued to descend with right yaw, exited the runway, and struck rough terrain. The probable cause was the student pilot's failure to maintain the runway heading during an attempted aborted landing.
NTSB GAA19CA330 (2019): A Diamond DA20 student pilot flared too early during a crosswind landing, ballooned, and drifted left. When the instructor called for a go-around, the student maintained a strong grip on the controls, preventing the instructor from making control inputs. The airplane veered left and struck runway lights. The probable cause was the student's failure to maintain the runway heading and refusal to relinquish controls in gusting crosswind conditions.
NTSB WPR11CA099 (2011): A Diamond DA20C1 drifted left during landing rollout and struck a snow bank after the left main tire caught the bank edge. The probable cause was the pilot's failure to maintain directional control during landing.
These accidents occurred at other airports — NOT at Peter O Knight Airport (KTPF). However, KTPF's own accident corpus shows RUNWAY_EXCURSION as 19.4% of its accidents, LOSS_OF_CONTROL_GROUND as 11.1%, and DITCHING as 11.1% — the latter reflecting the water environment off three of the four runway ends. The scenario is localized to KTPF to make the off-field environment real: off Runway 22's climb-out end (heading 217°), the off-field is mostly open water with some medium development. An engine-out off that end is a ditching, not a field landing. The runway excursion risk is the left edge of the runway during a float and drift.
The consistent thread across all these DA20 accidents: the airplane is light, slippery, and floats in ground effect. Excess approach energy is not forgiving. The castering nosewheel requires positive differential braking for directional control. In crosswind conditions, a balloon or bounce can quickly become a drift. The fix is early recognition of the unstable approach, a willingness to go around, and a firm flare with immediate directional control using differential braking. The DA20 is a forgiving airplane in stable conditions — but it punishes hesitation and half-measures in the landing phase.
Key lesson — The DA20 floats in ground effect and requires firm directional control on rollout. Excess approach energy at 500 ft AGL is not a problem if you recognize it early — slip to bleed it off, or go around and reset. A balloon or bounce at 50 ft AGL is a problem: you are slow, vulnerable, and drifting. The castering nosewheel does not self-center; you must use differential braking to maintain heading. In crosswind conditions, this is non-negotiable. Off Runway 22 at KTPF, the left edge is dense development and rough terrain — a drift off the runway is a crash. Recognize the unstable approach, go around early, and execute a firm flare with positive directional control.
Debrief — teaching points
The DA20 floats in ground effect — excess approach energy is not forgiving.
The DA20 is a light, slippery composite airplane. It floats significantly in ground effect, especially if you arrive with excess airspeed. At 500 ft AGL, being 10 kt fast (65 KIAS instead of 55 KIAS Vref) is not a big deal — you can slip to bleed it off or go around. At 100 ft AGL, being 10 kt fast is a problem: the float will eat 500–1,000 ft of runway, and you are committed. At 50 ft AGL, being 10 kt fast is a crisis: you are slow, vulnerable, and drifting. Recognize excess energy early and act decisively.
Vref is 55 KIAS for the DA20 — this is the target approach speed on short final.
The POH Vref (approach speed) for the DA20 is 55 KIAS. This is the speed to fly on short final, in the flare, and through touchdown. Arriving faster than this guarantees a longer float and landing distance. In a 3,583 ft runway like Runway 22 at KTPF, a 65 KIAS approach will float 1,000+ ft down the runway; a 55 KIAS approach will touch down in the first 500 ft. The difference is the difference between a safe landing and a runway excursion.
The DA20's castering nosewheel requires positive differential braking for directional control.
Unlike a steerable nosewheel, the DA20's castering gear does not self-center. On rollout, you must use differential braking to maintain the runway heading. In crosswind conditions, this is critical: a gust from the left will push the airplane left, and only left differential brake will correct it. Without positive differential braking, the airplane will drift. The NTSB accidents (WPR11CA099, GAA19CA330) all involved loss of directional control on rollout — the pilot did not apply differential braking aggressively enough.
A balloon or bounce at low altitude is a go-around, not a recovery.
If the DA20 balloons (pitches up and climbs) or bounces (lands hard and becomes airborne again) at 50 ft AGL or lower, the correct response is a go-around — full throttle, positive pitch, climb out of ground effect. Trying to recover the flare and land from a balloon or bounce at 50 ft AGL is a recipe for a runway excursion or a hard landing. You are slow, vulnerable, and drifting. Go around, reset, and try again.
In crosswind conditions, recognize the unstable approach and go around early.
Crosswind landings in the DA20 are manageable, but they demand precision. If you are high, fast, or drifting at 500 ft AGL, go around. Do not try to salvage a bad approach by slipping, diving, or flaring early. A stable approach at 55 KIAS, on the runway heading, is the goal. If you cannot achieve it, go around. The NTSB accident GAA19CA330 involved a student who flared too early in a crosswind, ballooned, and drifted left — and then refused to relinquish controls to the instructor. The result was a runway excursion and impact with runway lights. Recognize the unstable approach and go around.
Off Runway 22 at KTPF, the left edge is dense development — a drift off the runway is a crash.
The off-field environment off Runway 22's climb-out end (heading 217°) is mostly open water with some medium development. But the left edge of the runway (during a landing rollout) is dense development and rough terrain. A drift off the left edge is not a survivable event. The right edge is also dense development. The runway is 3,583 ft long — plenty of runway if you land in the first 1,500 ft and maintain directional control. A float to 2,000 ft down the runway is still safe. A drift off the edge is not.
Built from the real accident record
Scenario built from NTSB WPR20CA305 (2020 DA20 improper flare / go-around), GAA19CA490 (2019 DA20 student first solo yaw / runway excursion), GAA19CA330 (2019 DA20 crosswind flare / control refusal), and WPR11CA099 (2011 DA20C1 directional control loss). Localized to Peter O Knight Airport (KTPF), Tampa, FL.
NTSB reports: WPR20CA305 · GAA19CA490 · GAA19CA330 · WPR11CA099
ACS tasks: PA.II.J — Approach and Landing · PA.II.K — Go-Around / Rejected Landing · PA.I.H — Human Factors · PA.II.A — Preflight Preparation
Relevant FARs: §91.3 · §91.13 · §91.107
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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