what would you do?

saracelica

saracelica

Pattern Altitude
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saracelica
Did my flight review with my usual cfii. He figured he's done everything he could in my training hours.

While we were flying he "simulated" my throttle linkage snapped and asked me what I'd do. I thought about it and said I'd turn the mags off and go to best glide to get to the airport. He said that adjusting mixture (pulling it back) would be better.

What says you? Mixture or mags?
 
I would keep flying the plane to the airport of my choosing. This would be a long runway. Only after making the runway would I pull the mixture.

I have not experienced a broken throttle linkage, but have experienced a stuck throttle on approach in IMC.
 
Depends on the failure mode. If it fails closed, you're a glider. If it fails wide open, climb to a safe altitude, then throttle with the mixture and land.
 
It would depend on the throttle setting when it stopped working.
If I had some power in I would use the power to get to a suitable landing zone.
If the engine went to idle I would shut it down (lean cut off) and go for best glide to a suitable landing zone.
I would only shut the engine down with the mags if it was the only way to stop the engine.
 
When did you discover the throttle was inop? Get over the runway shut down the motor circle in to a landing.
 
To answer your question of mixture or mags, always use mixture if the linkage is good. If you use mags then the engine will continue pumping air and fuel directly out the *hot* exhaust - there will be after-fire which may destroy the muffler.

That typed, if it gets you safely to the runway then using the mag switch wouldn't be horrible - just not my first choice.
 
Clark1961 said:
To answer your question of mixture or mags, always use mixture if the linkage is good. If you use mags then the engine will continue pumping air and fuel directly out the *hot* exhaust - there will be after-fire which may destroy the muffler.

That typed, if it gets you safely to the runway then using the mag switch wouldn't be horrible - just not my first choice.
Click to expand...

That is my thought process.
 
There was a WWI engine with no throttle. Power was controlled for landing by switching the ignition off and on. I think that would produce some interesting explosions in the exhaust system from loading the exhaust up with unburned fuel and then lighting the fire again. Maybe it didn't have an exhaust system but just a direct port on each cylinder. Seems like on modern planes, the mixture would be a much better control.
 
Graueradler said:
There was a WWI engine with no throttle. Power was controlled for landing by switching the ignition off and on. I think that would produce some interesting explosions in the exhaust system from loading the exhaust up with unburned fuel and then lighting the fire again. Maybe it didn't have an exhaust system but just a direct port on each cylinder. Seems like on modern planes, the mixture would be a much better control.
Click to expand...

Those aircraft would have been something else to fly - castor oil straight out the exhaust ports (the exhaust system was typically a short length of pipe). I'm guessing the pilots took a dose of castor oil prior to departure just to empty the system so-to-speak.
 
Graueradler said:
There was a WWI engine with no throttle. Power was controlled for landing by switching the ignition off and on. I think that would produce some interesting explosions in the exhaust system from loading the exhaust up with unburned fuel and then lighting the fire again. Maybe it didn't have an exhaust system but just a direct port on each cylinder. Seems like on modern planes, the mixture would be a much better control.
Click to expand...
Most of them were like that. It was the only way to throttle the radials then.
 
mkosmo said:
Correct. My mistake. That's why it's a bad idea to post from the can. :-)
Click to expand...

Ha. I think we're all guilty of that.

To the OP, I'd choose the mixture. It's the most powerful engine control in the airplane.
 
I have my carb spring loaded to go full throttle if anything breaks.... I will then fly it with either the mixture, or better yet, the ignition switch....;)
 
Mixture. The A&P at WOC tells a story about flying an old 152 back from remote maintenance and having the throttle hanging in his hand. Apparently it wasn't well attached and he somehow pulled it right out of the panel. His solution was using the well attached mixture to control engine RPMs and the flight was otherwise fairly normal.
 
Another vote for a mixture control.

As has been reasoned here: the ignition switch will cause after-fire or explosion in the exhaust system when it is turned back on. You want to prevent that.
 
I actually had this happen in a cherokee on my way to a checkride. I used the mixture to control the engine, got above the airport before killing it, then glided in.

First and hopefully last emergency landing.
 
Cpt_Kirk said:
Rotary, not radial.
Click to expand...

I had forgotten about that! Then there was the tailskid instead of a wheel, on and on. Just finished book called " the unsustainable air" about WW one pilots. You had to be either young or crazy, or both.
 
Jimmy cooper said:
I had forgotten about that! Then there was the tailskid instead of a wheel, on and on. Just finished book called " the unsustainable air" about WW one pilots. You had to be either young or crazy, or both.
Click to expand...
Beats being in the trenches.
 
Graueradler said:
There was a WWI engine with no throttle. Power was controlled for landing by switching the ignition off and on. I think that would produce some interesting explosions in the exhaust system from loading the exhaust up with unburned fuel and then lighting the fire again. Maybe it didn't have an exhaust system but just a direct port on each cylinder. Seems like on modern planes, the mixture would be a much better control.
Click to expand...

engines of the era had no mufflers. exhaust pipes were very short.
 
Some installations the carb is spring loaded to the WOT position.

it really depends upon the failure.

Cessna 152's have an AD that requires the throttle cable to carb arm, be attached a certain way. Because in the past the carb arm to eyebolt hardware simply fell out. When this happens the MA3 SPA will go WOT.

and then you simply control power with mixture.
 
bflynn said:
Mixture. The A&P at WOC tells a story about flying an old 152 back from remote maintenance and having the throttle hanging in his hand. Apparently it wasn't well attached and he somehow pulled it right out of the panel. His solution was using the well attached mixture to control engine RPMs and the flight was otherwise fairly normal.
Click to expand...
The possibility for that to happen is so remote, it would be considered impossible.

The outer casing of the throttle cable is attached to the engine mount by adel clamps, and at the fire wall, then there is a big nut clamping the outer case to the instrument panel. All three would have to fail before he could move the cable half an inch.
Even then he would still have control of the inner wire that controls the carb arm.
 
Depends on the engine, the plane, whether or not there is an adjustable prop, and the failure mode. My answer is different at full power vs half power and cruise vs climb vs descent. How much drag can you add?

Know your plane.
 
My vote is to do sufficient maintenance that the mixture doesn't break in the first place. Nice thing about being an airplane owner.
 
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