Engine Failure on Climb — Tampa North Aero Park
Total power loss at 500 ft AGL over developed terrain. Gear up or down? Best glide speed. Forced landing site selection in a complex airplane.
The scenario
Departing Tampa North Aero Park Airport (X39), a non-towered Class G field in Tampa, FL — Runway 14, climbing out on a 141° heading. Elevation 68 ft MSL. Aircraft: Piper Arrow PA-28R-200, solo, full fuel (48 gal usable), within CG and weight limits. Engine: Lycoming IO-360, fuel-injected, 200 hp. Constant-speed prop, retractable gear. Fuel selector on LEFT tank.
It is a clear, calm morning in early spring: OAT 18°C, altimeter 30.02, visibility 10 SM. Light winds from the northeast. A routine local flight — you plan to climb to 2,500 ft, do some slow-flight work, and return to X39. You have logged 150 hours total, 80 hours in the Arrow. You are current and proficient.
You rotate at 75 KIAS, the gear comes up cleanly, and you are climbing at 90 KIAS (Vy, best rate of climb). At 500 ft AGL, heading 141°, the engine suddenly loses all power. The propeller is still windmilling — no prop overspeed. The engine instruments show zero manifold pressure and zero RPM. Total power loss. The airport is behind you. Ahead and below is medium-density residential development, low-density development, and wooded wetland — the off-field environment off Runway 14's climb-out.
You have roughly 90 seconds of gliding time at best glide speed before you must land. The gear is up. The prop is windmilling. You have not yet attempted to restart the engine. Your immediate decisions: (1) What is your best glide speed and heading? (2) Do you attempt an engine restart, or focus on landing site selection? (3) Gear down or gear up for the landing?
- {'label': 'Field', 'value': 'X39 · Tampa North Aero Park'}
- {'label': 'Runways', 'value': '14/32'}
- {'label': 'Elevation', 'value': '68 ft'}
- {'label': 'Aircraft', 'value': 'PA-28R'}
- {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}
The decision
Before we get into the decision tree — what do you know about forced landings in the Piper Arrow? (Pick all that apply; this records your baseline.)
What the record shows
What the NTSB files show
NTSB WPR12FA058 (2011): A Piper PA-28R-200 on a personal flight from Whidbey Island Naval Air Station experienced total loss of engine power during cruise. The pilot attempted a forced landing near Coupeville, Washington, but impacted terrain below a ridge line. The probable cause was a total loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal evidence of preaccident mechanical malfunctions or failures. The pilot's failure to choose a suitable landing area was a contributing factor.
NTSB ERA10FA074 (2009): A Piper PA-28R-200 experienced an oil problem and total engine loss during climb after takeoff. The pilot made a forced landing in trees near Wappinger, New York. The probable cause was a total loss of engine power due to delamination of the No. 3 connecting rod bearing, with inadequate maintenance inspection of the engine oil system as a contributing factor. The pilot did not monitor engine oil temperature and pressure closely enough to detect the developing failure.
NTSB NYC08FA053 (2007): A Piper PA-28R-200 on a business flight experienced progressive engine roughness and loss of power during initial climb after a touch-and-go landing. The accident resulted from fatigue fracture of the number 2 cylinder attach studs and subsequent cylinder separation, which caused total loss of engine power. The pilot attempted a forced landing but impacted trees.
NTSB ERA22LA067 (2021): A Piper PA-28R-200 on a personal flight experienced total loss of engine power during initial climb at 500 feet AGL. The pilot returned and landed on grass, striking the airport perimeter fence. The accident resulted from a total loss of engine power for reasons that could not be determined. The pilot's quick decision to return to the airport and land on grass (rather than attempt a distant field) was the correct call.
NTSB CEN26FA049 (2025): A Piper PA-28R-201 on a personal IFR flight diverted from the destination due to weather and fuel concerns. The pilot experienced fuel starvation after switching tanks and declared an emergency, attempting a forced landing near Pittsfield, Illinois. The PA-28R's LEFT/RIGHT fuel selector is a known trap — fuel starvation from not switching tanks or switching to an empty tank is a recurring failure mode in this airplane.
The real accidents cited above occurred at other airports and in other regions — NOT at Tampa North Aero Park Airport (X39). X39 has its own accident history (see field dominant patterns: LOSS_OF_CONTROL_INFLIGHT 27.3%, LOSS_OF_CONTROL_GROUND 18.2%), but these specific NTSB events happened elsewhere. The scenario is localized to X39 to make the off-field environment real and consequential for you as a student here.
The consistent thread across all these events: total engine power loss in the PA-28R can occur for reasons that are not always obvious in the moment (bearing failure, cylinder separation, fuel starvation, undetermined mechanical failure). The pilot's response — immediate best glide speed, rapid landing site selection, and a decision to return to the airport or land in the best available field — is the entire lesson. At 500 ft AGL, you have roughly 90 seconds of glide time. That is your decision window.
Key lesson — Total engine power loss in the Piper Arrow can occur suddenly and for reasons that may not be immediately apparent. At 500 ft AGL, you have roughly 90 seconds of glide time at best glide speed (79 KIAS). Your priorities are: (1) establish best glide immediately, (2) scan for the best landing site (runway, field, road — in that order of preference), (3) decide on gear and flap configuration based on the landing surface. Off Runway 14 at X39, the off-field environment is medium/low-density development and wooded wetland — not ideal, but survivable if you choose a clear field or road. Attempting an engine restart at 500 ft AGL is a distraction from landing site selection. Focus on the landing first.
Debrief — teaching points
Best glide speed in the PA-28R is 79 KIAS — establish it immediately.
When the engine fails, your first action is to lower the nose and establish 79 KIAS best glide speed. This is the speed that maximizes glide distance and gives you the most time to decide on a landing site. At 500 ft AGL, you have roughly 90 seconds of glide time at best glide. Deviating from 79 KIAS (either too fast or too slow) reduces glide distance and compresses your decision window. Trim the airplane for hands-off flight at best glide so you can focus on landing site selection.
Landing site selection is the priority — not engine restart.
At 500 ft AGL with 90 seconds of glide time, attempting an engine restart is a distraction. The engine has already failed; the restart is unlikely to succeed. Your focus must be on finding the best available landing site: a runway (if you can reach it), an open field, a road, or any clear area. Spend your glide time selecting and setting up for the landing, not troubleshooting the engine. Post-landing, you can investigate the cause.
Gear-up vs. gear-down: soft surfaces favor gear-up; runways favor gear-down.
In a forced landing on grass, dirt, or soft terrain, landing gear-up reduces drag and extends glide distance. The Arrow's belly will slide on soft ground and slow the airplane. Gear-down landing on soft terrain risks the gear catching and flipping the airplane. On a paved runway, gear-down is the normal choice. At X39, if you are landing in the field off Runway 14, gear-up is the better choice. If you return to the runway, gear-down is correct.
Flaps increase drag and reduce touchdown speed — use them to reduce impact energy.
Full flaps (40°) in the PA-28R increase drag and slow the descent. The Vfe (max flap extended) is 103 KIAS; you are at 79 KIAS best glide, so flaps are safe. Full flaps reduce touchdown speed, which reduces impact energy (impact energy rises with the square of touchdown speed). In a forced landing, the slowest possible touchdown speed is the priority. Add flaps as you approach the landing site.
Off Runway 14 at X39, the off-field environment is developed terrain — not ideal.
The off-field environment off Runway 14's climb-out (heading 141°) is medium-density residential development, low-density development, and wooded wetland. This is not open farmland or desert. Houses, trees, power lines, and fences are present. A forced landing in this terrain is survivable if you choose a clear field or road, but landing in a residential yard with obstacles is high-risk. Scan for the clearest area — a park, a field, a road — and avoid obstacles.
Returning to the airport is often the best choice if altitude permits.
At 500 ft AGL on the Runway 14 departure, the airport is behind you. A 180° turn back to X39 is feasible at 500 ft AGL. The runway is 3,541 ft long — plenty of room for a forced landing. If you have enough altitude to make the turn and reach the runway, returning to the airport is often the safest choice. You know the runway, it is a prepared surface, and it is long. Turning back to the airport is a valid forced-landing strategy.
Built from the real accident record
Scenario built from NTSB WPR12FA058 (2011 PA-28R-200 total power loss, undetermined cause), ERA10FA074 (2009 PA-28R-200 oil-system failure / bearing delamination), NYC08FA053 (2007 PA-28R-200 cylinder separation on climb), CEN25LA288 (2025 PA-28RT-201T engine failure on approach), ERA22LA067 (2021 PA-28R-200 power loss at 500 ft AGL), CEN20LA016 (2019 PA-28R-200 total power loss in cruise), and CEN26FA049 (2025 PA-28R-201 fuel starvation after tank switch). Anonymized and localized to Tampa North Aero Park Airport (X39).
NTSB reports: WPR12FA058 · ERA10FA074 · WPR09FA015 · NYC08FA053 · CEN25LA288 · ERA22LA067 · CEN20LA016 · CEN26FA049
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.II.C — Takeoff and Climb
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.
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