Power Loss on Climb — Tampa North

Engine failure at 300 ft AGL over development and wetland. The DA40's energy and glide ratio are your only tools.

Diamond DA40 · Tampa North Aero Park Airport (X39) · Private · Takeoff / Climb

The scenario

• {'label': 'Field', 'value': 'X39 · Tampa North Aero Park'}
• {'label': 'Runways', 'value': '14/32'}
• {'label': 'Elevation', 'value': '68 ft'}
• {'label': 'Aircraft', 'value': 'DA40'}
• {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}

The decision

Before we get into the decision tree — what do you already know about the DA40's engine and fuel system? (Pick all that apply; this records your baseline.)

What the record shows

What the NTSB files show

Key lesson — In the DA40, an engine failure at 300 ft AGL on takeoff is a forced landing. The off-field environment off Runway 14 at X39 is medium development and wooded wetland — not ideal, but survivable if you commit early, establish best glide at 73 KIAS, and touch down at 49 KIAS (Vs0). Do not attempt a turn back to the runway at 300 ft AGL with a failing engine. The forced landing is airmanship. Post-maintenance mechanical failures (loose induction couplings, turbocharger housing fatigue) are real and have killed DA40 pilots — a recent 100-hour inspection is not a guarantee of safety.

Debrief — teaching points

Best glide in the DA40 is 73 KIAS — establish it immediately when power is lost.

The DA40 is a slippery, high-glide-ratio airplane. Best glide at gross weight is 73 KIAS. When the engine fails, lower the nose to 73 KIAS, trim the airplane for hands-off flight, and scan the engine instruments. Do not attempt to climb, do not attempt to turn back immediately, and do not experiment with controls. Establish best glide first. The DA40's glide ratio is roughly 10:1 — at 73 KIAS you will glide about 1 nm for every 1,000 ft of altitude. At 300 ft AGL, you have roughly 0.3 nm of glide distance. That is not much, but it is enough to reach a landing site if you commit early.

The DA40 fuel selector has LEFT / RIGHT only — there is NO BOTH position.

Unlike some aircraft, the DA40 has no BOTH position on the fuel selector. The pilot must actively manage which tank is feeding the engine. If the selected tank is empty or if the fuel selector is not set correctly, the engine will starve. In your scenario, switching from LEFT to RIGHT restored partial power — suggesting the LEFT tank was not feeding (either empty, or a fuel system failure). Always verify fuel quantity by sight glass before flight, and consider switching tanks periodically on longer flights to balance consumption. A fuel selector problem in the DA40 is a real failure mode.

Post-maintenance engine failures are real — a recent inspection is not a guarantee.

NTSB ERA19LA272 shows a mechanic's failure to properly tighten the induction coupling clamps during a 100-hour inspection. The failure occurred 15 hours after the inspection, at 300 ft AGL on takeoff. The loose coupling allowed air to bypass the engine, reducing intake pressure and power. You did not observe the 100-hour inspection; you are assuming it was done correctly. If you are flying an airplane that was recently in the shop, be especially vigilant for engine anomalies on takeoff and climb. If something feels wrong, land and have it checked — do not assume the inspection caught everything.

At 300 ft AGL with a failing engine, a turn back to the runway is marginal at best.

The 'impossible turn' is a real risk at low altitude. At 300 ft AGL with a failing engine, a 180° turn back to the runway requires altitude you may not have. The off-field environment off Runway 14 at X39 (medium development, low-density development, wooded wetland) is not ideal, but it is what you have straight ahead. A forced landing straight ahead at 73 KIAS best glide and 49 KIAS stall speed is survivable. A stall or spin trying to turn back to the runway is not. Commit to the forced landing early.

The DA40's constant-speed prop requires active management — prop control is not optional.

The DA40 has a constant-speed propeller. The pilot must manage RPM via the prop control, not just the throttle. In your scenario, cycling the prop control did not restore power — the failure was not a prop issue. But understanding the prop system is essential. On climb-out, the prop is typically in high RPM (2,500–2,700 RPM) for maximum thrust. If the engine fails, the prop will continue to windmill. You cannot feather it (the DA40 does not have a feathering prop). Establish best glide and manage the descent.

Stall speed in landing configuration (Vs0) is 49 KIAS — that is your touchdown target.

In the DA40, stall speed in landing configuration (flaps down, gear fixed) is 49 KIAS. On a forced landing, you want to touch down as slowly as possible — impact energy rises with the square of speed. Establish best glide at 73 KIAS, then add flaps as the landing site is made to slow to 49 KIAS (Vs0) at touchdown. The difference between 73 KIAS and 49 KIAS is significant in terms of impact energy and survivability. Slow the airplane down.

Off Runway 14 at X39, the off-field environment is medium development and wooded wetland — no open field.

Tampa North Aero Park's off-field environment off Runway 14's climb-out (heading 141°) is medium development, low-density development, and wooded wetland. There is no open field, no road, no park. A forced landing in that environment is survivable if you commit early and land at best glide speed. Do not expect a perfect landing site — you will land in development or wetland. Aim for the least-worst spot: a clearing, a low-density area, a parking lot. The goal is to get on the ground alive, not to find a perfect field.

Built from the real accident record

Scenario built from NTSB ERA23LA285 (2023 DA40 NG turbocharger housing fatigue / partial power loss), ERA19LA272 (2019 DA40 induction coupling failure / forced landing to soybean field), and ERA18LA241 (2018 DA40 total power loss / forced landing short of runway). Real accidents occurred at other airports — NOT at Tampa North Aero Park (X39). Localized to X39's actual runway geometry and off-field environment.

NTSB reports: ERA23LA285 · ERA19LA272 · ERA18LA241

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

All sample scenarios · More Diamond DA40 scenarios · More scenarios at X39