Engine Failure on Climb — Tampa Executive
Total power loss in a fuel-injected trainer over mixed terrain. The forced-landing decision tree is tight.
The scenario
Departing Tampa Executive Airport (KVDF), Tampa, FL — Runway 05, climbing out on a 42° heading. Elevation 22 ft MSL. You are a Private pilot with roughly 150 hours total; this is your third flight in the Diamond DA20-C1, and your first solo cross-country in type.
It is a clear, calm Florida morning: OAT 24°C, altimeter 30.01, light winds from the southeast. Scattered clouds at 3,500 ft. Visibility 10 SM. The DA20 is a slippery, light composite trainer — it floats in ground effect and is sensitive to gusts. The nosewheel is castering; you will need differential braking on rollout.
You completed a preflight fuel check: the single fuel tank appeared full. The fuel selector is ON. You did a normal run-up, engine instruments green, mixture set for the field elevation (22 ft MSL). You did not lean the mixture during the run-up — the field is essentially at sea level, so full rich is correct.
You are cleared for takeoff on Runway 05. Rotation at 44 KIAS, liftoff at 52 KIAS. You are climbing at 75 KIAS (Vy, best rate of climb) through 400 ft AGL when the engine begins to lose power. The tachometer is unwinding. The engine is not rough — it is simply losing RPM. You have roughly 30 seconds of useful decision time before you are too low to return to the airport.
Aircraft: Diamond DA20-C1, solo, fuel tank selector ON. Continental IO-240-B fuel-injected engine (no carburetor, no carb heat). Fixed gear, fixed-pitch prop, steam panel. Best glide 73 KIAS.
Off Runway 05 (climb-out heading 42°): the off-field environment is GOOD — mostly wooded wetland, medium development, pasture/hay. You have options.
Off Runway 23 (opposite end, heading 222°): the off-field environment is GOOD — pasture/hay, open water, medium development. You would need to turn back and land downwind.
Pilot: you — Private, 150 hours total, 3 flights in the DA20. You are current and within limits. You did not lean the mixture aggressively during run-up; the engine was running normally at takeoff.
- {'label': 'Field', 'value': 'KVDF · Tampa Executive'}
- {'label': 'Runways', 'value': '5/23 · 18/36'}
- {'label': 'Elevation', 'value': '22 ft'}
- {'label': 'Aircraft', 'value': 'DA20'}
- {'label': 'Dominant phase', 'value': 'Landing / Takeoff'}
The decision
Before we get into the decision tree — what do you already know about engine failure in the DA20-C1? (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 instructor did not follow the checklist either. The lesson: in a fuel-injected engine, mixture management is critical, especially during simulated failures. Leaning the mixture too aggressively can cause fuel starvation.
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 verify actual fuel quantity; a visual check was insufficient. This is a recurring theme in DA20 accidents.
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. Debris from maintenance work was not removed from the fuel system.
NTSB ERA19LA029 (2018): A Diamond DA20 experienced partial engine power loss during cruise flight and made a forced landing in a field. The accident resulted from multiple discrepancies in the engine's ignition system, including worn magnetos and damaged ignition harnesses. The lesson: ignition system maintenance is critical in the DA20. Worn magnetos and damaged harnesses can cause power loss without warning.
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 decision to operate the airplane without the owner's permission and inadequate preflight planning. The pilot did not verify fuel quantity; a visual check was wrong.
The real accidents cited above occurred at other airports and in other regions — NOT at Tampa Executive Airport (KVDF). KVDF has its own accident history (see field dominant patterns: loss of control ground 18.4%, hard landing 18.4%, forced landing 15.8%), but these specific DA20 engine-failure events happened elsewhere. The scenario is localized to KVDF to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: engine failure in the DA20 is often preventable through proper preflight fuel planning, post-maintenance inspection, and mixture management. The forced landing itself — when it happens — is survivable if you commit to a good landing site early and fly the airplane to the ground at best glide speed (73 KIAS). The pilots in these accidents who landed in open terrain survived; those who tried to stretch the glide or land on narrow roads with obstacles did not.
Key lesson — Engine failure in the DA20 can result from fuel exhaustion (improper preflight planning), post-maintenance debris, ignition system discrepancies, or improper mixture management. The preflight fuel check must include the fuel gauge and, for critical flights, a dip stick — a visual check alone is not reliable. If engine power is lost on climb, commit to a forced landing immediately: lower the nose to 73 KIAS best glide, pick the best available landing site (open pasture or field, not trees or roads with obstacles), and fly the airplane to the ground. The turn back to the airport is an option only if you have sufficient altitude (400+ ft AGL) and the airport is within gliding distance. Off Runway 05 at KVDF, the off-field environment is good — wooded wetland, pasture, medium development — so a forward landing is a viable option.
Debrief — teaching points
Fuel quantity must be verified by the gauge or dip stick, not by visual inspection alone.
A visual fuel check — looking in the filler neck — can be misleading due to the shape of the tank and the angle of viewing. The DA20 has a single fuel tank; fuel exhaustion is a real risk if the actual quantity is less than you think. Before every flight, check the fuel gauge and, for cross-country or critical flights, use a dip stick. Do not rely on 'it looked full' from the preflight. NTSB GAA19CA569 and CEN16LA018 both resulted from inadequate fuel planning based on visual checks. This is a recurring cause in DA20 accidents.
Post-maintenance engine failures are a known DA20 issue — debris in the metering unit and ignition system discrepancies.
After any maintenance, especially engine work, be alert for anomalies during the first flight. NTSB ERA19LA074 (2018) involved debris in the metering plug orifice after maintenance. ERA19LA029 (2018) involved worn magnetos and damaged ignition harnesses. If the engine behaves unexpectedly on the first post-maintenance flight, land immediately and have the maintenance re-inspected. A post-maintenance test flight should be flown with a CFI or experienced pilot, not solo. Do not assume the maintenance was done correctly — verify it in flight.
Mixture management in the fuel-injected DA20 is critical — leaning too aggressively can cause fuel starvation.
The DA20's Continental IO-240-B is fuel-injected; there is no carburetor and no carb heat. Mixture control is via the red knob on the panel. At low altitude (KVDF is 22 ft MSL), full rich is correct. During climb, do not lean the mixture aggressively unless you are at high altitude (above 3,000 ft). NTSB WPR23LA324 (2023) involved a student who leaned the mixture during a simulated engine failure, causing fuel starvation. Mixture management is not optional — it is a critical engine control.
Best glide speed for the DA20 is 73 KIAS — fly this speed immediately if engine power is lost.
73 KIAS is the speed that maximizes glide distance and gives you the most time and distance to manage the emergency. At 400 ft AGL on climb-out, establishing 73 KIAS immediately is the correct first action. Do not try to climb or maintain altitude — lower the nose, establish 73 KIAS, and commit to a forced landing. The DA20 is light and glides well; 73 KIAS will give you the best chance of reaching a good landing site.
Off-field landing site selection: open pasture or field is best; avoid trees, roads with obstacles, and narrow clearings.
Off Runway 05 at KVDF, the off-field environment is good — wooded wetland, pasture, medium development. An open pasture or hay field is the best landing site. Avoid wooded areas (trees will damage the airplane), narrow roads with power lines or obstacles (wing strike or ground loop), and developed areas with buildings. The DA20 is light and floats; it will land safely in an open field at 73 KIAS. Pick the largest, flattest, most open area you can see.
The turn back to the airport is an option only if you have sufficient altitude and the airport is within gliding distance.
At 400 ft AGL on climb-out, a 180° turn back to the airport is tight but workable if the airport is close (as it is off Runway 05 at KVDF). At 300 ft AGL or lower, the turn back becomes marginal — you may not have enough altitude to complete the turn and descend to the runway. If you are below 300 ft AGL, commit to a forward landing in the best available terrain. Do not try to stretch the glide to make the airport if you are too low.
Built from the real accident record
Scenario built from NTSB WPR23LA324 (2023 DA20 improper fuel management / engine failure on climb), GAA19CA569 (2019 DA20 fuel exhaustion forced landing), ERA19LA074 (2018 DA20 partial power loss / debris), ERA19LA029 (2018 DA20 ignition system failure), CEN16LA018 (2015 DA20-C1 fuel exhaustion / forced landing), and CEN15WA043 (2014 DA20-C1 power loss). Localized to Tampa Executive Airport (KVDF).
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.A — 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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