Engine Failure on Climb — Tampa North Aero Park

Total power loss in a fuel-injected trainer over dense development. Off-field options are poor. The decision window is measured in seconds.

Diamond DA20-C1 · 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': 'DA20'}
• {'label': 'Dominant phase', 'value': 'Takeoff / Landing'}

The decision

Before we enter the decision tree — what do you 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

Key lesson — Engine failure in the DA20-C1 is survivable if you establish best glide (73 KIAS) immediately, identify the best landing site (airport runway if reachable, road or field if not), and execute the approach with flaps to reduce touchdown speed. At X39, the Runway 14 departure over dense development offers poor off-field options — a return to Runway 32 is the best outcome. Off Runway 32's climb-out, the environment is also poor (development and wetland), so a return to the airport after a Runway 14 departure is critical. Know your best-glide speed, your stall speeds, and your flap limits. In a forced landing, every knot of touchdown speed matters.

Debrief — teaching points

Best glide speed in the DA20-C1 is 73 KIAS — establish it immediately on engine failure.

When the engine fails, the first action is to lower the nose and establish 73 KIAS best glide. This is the speed that maximizes glide distance and gives you the most time and distance to manage the emergency. At 400 ft AGL, establishing best glide immediately buys you 2–2.5 minutes of glide time — enough to evaluate landing sites and plan the approach. Do not try to restart the engine, do not turn back immediately, do not declare a mayday first. Establish best glide first. Everything else follows from that.

The DA20-C1 has a single fuel tank with an ON/OFF selector — fuel risk is quantity planning, not mis-selection.

Unlike Pipers (which have left/right tanks) or Cessnas (which have a BOTH position), the DA20-C1 has a single fuel tank. There is no left/right management. The fuel risk is purely quantity planning: did you preflight the fuel correctly? Did you calculate endurance accurately? Did you account for reserve? Fuel exhaustion (GAA19CA569, CEN16LA018) is a real DA20 accident cause. Improper preflight fuel planning — not checking the fuel dip stick, not calculating endurance, not accounting for reserve — leads to fuel exhaustion at the worst possible time. Always dip the fuel tank before flight. Always calculate endurance. Always maintain a reserve.

The DA20-C1 has a fuel-injected Continental IO-240-B engine — there is NO carburetor heat.

The DA20-C1 is fuel-injected, not carbureted. It has no carburetor and no carburetor heat system. Engine failure in the DA20-C1 is not caused by carburetor ice. The real causes are fuel exhaustion, fuel contamination, ignition system failure (worn magnetos, damaged harnesses), or post-maintenance debris. Know the difference. Do not apply carburetor heat to a DA20-C1 — it does not have one. Focus on fuel management, ignition system integrity, and post-maintenance checks.

At X39, the Runway 14 departure over dense development offers poor off-field options — a return to the airport is the best outcome.

Off Runway 14's climb-out (heading 141°), the off-field environment is medium and low-density residential development with wooded wetland. There are no open fields, no clear roads, no parks. A forced landing off Runway 14 is a landing in development or wetland — poor options. If the engine fails on the Runway 14 departure, a return to the airport (Runway 32 after a 180° turn) is the best outcome. At 400 ft AGL, a turn-back to Runway 32 is feasible at best glide speed (73 KIAS). The turn costs altitude but is manageable. Know this before you line up on Runway 14.

In a forced landing, always add flaps to reduce touchdown speed — impact energy rises with the square of speed.

Touchdown speed is critical in a forced landing. The difference between 73 KIAS (best glide) and 45 KIAS (best glide plus flap effect) is significant. Impact energy rises with the square of speed: 73² = 5,329; 45² = 2,025. The energy difference is 2.6×. Always add flaps in a forced landing to reduce touchdown speed and landing distance. In the DA20-C1, the flap limit is 100 KIAS for takeoff flap (T/O) and 78 KIAS for landing flap. If you are at best glide (73 KIAS), you can add full landing flap (78°) and reduce touchdown speed to roughly 45 KIAS. This reduces impact energy and landing distance — both critical in an emergency.

A forward slip increases descent rate and landing distance — use it to clear obstacles on approach.

A forward slip (left wing down, right rudder) increases descent rate significantly. In a forced landing on a road or field with obstacles (trees, power lines), a forward slip helps you clear the obstacles at the near end and land on the available surface. Combine a forward slip with full landing flap to maximize descent rate and minimize landing distance. Practice forward slips in normal flight so you are comfortable with them in an emergency.

The DA20-C1's castering nosewheel requires differential braking on rollout — plan for this in a forced landing.

The DA20-C1 has a castering nosewheel, which means it is free to swivel. On rollout after a landing, you must use differential braking (left brake, right brake) to steer the airplane. In a forced landing on a road or field, plan for this. If you land on a narrow road, you may not have room to use differential braking to correct a drift. Land as straight as possible and be prepared to use differential braking immediately on rollout.

Built from the real accident record

Scenario built from NTSB WPR23LA324 (2023 DA20 engine failure / improper fuel management), GAA19CA569 (2019 DA20 fuel exhaustion on approach), ERA19LA074 (2018 DA20 partial power loss / post-maintenance debris), ERA19LA029 (2018 DA20 ignition system failure), CEN16LA018 (2015 DA20-C1 fuel exhaustion / forced landing), and CEN15WA043 (2014 DA20-C1 power loss on climb). Localized to Tampa North Aero Park Airport (X39), Tampa, FL.

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.B — Engine Starting / Systems Preflight

Relevant FARs: §91.3 · §91.13 · §91.185 · §91.207

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