You are still talking to us, so it was a 'good' landing...
Mine was when a piston knocked a hole through the side of the jug and
proceeded to pump the oil overboard... Since then I prefer to fly twins...
denny
"d b" wrote in message
ink.net...
I was taught that way. Full rich, carb heat, switch tanks, switch mags.
Unfortunately my only fully dead engine episode needed the
opposite solution. I didn't have time to figure it out, if I would have
been
smart enough in the first place.

The carb float had sunk and the engine flooded on power to idle reduction.
I
didn't know it. When I needed the power, no power. Full rich - wrong.
Switch mags - so what. Other tank - who cares. Carb heat -wrong.

If only I had pulled the mixture to lean and full throttle. Probably
wouldn't have helped - too low - the whole thing was under a minute
to touchdown.




In article ,
(Andrew Sarangan) wrote:
(Dan Thomas) wrote in message
. com...
(Michael) wrote in message
. com...
Big John wrote
Probably one rational behind keeping engine warm is that if you go
to
idle and glide a long time the engine will cool down. You then slap
on
full power and the cylinders are hit with a high temperature all of
a
sudden.

That's probably the best rationale I've ever heard for 1500 RPM and
one notch of flaps. We all worry about shock cooling, but letting
the
engine cool off and then pouring on the coals is a recipe for shock
heating. I might rethink the way I do this...

Of course idle engine will not duplicate aircraft performance with
dead engine.

No it won't. It's also a great recipe for icing up the carb. For
both those reasons, I usually pull the mixture to idle. That way you
get a true windmilling engine, and since no fuel is evaporating in
the
carb there's no risk of ice.

Carb heat should be the first thing applied when the engine
"quits." Carb icing is the most common cause of engine failure, and if
the pilot is a bit slow in pulling it, there won't be any heat left to
remove the ice. As it is, he'll be lucky to regain power. Some folks
aren't aware of decreasing RPM or manifold pressure until things get
real quiet.
Pulling mix to idle cutoff has caused several accidents in
Canada, and it's no longer part of the simulated forced approach.

Dan

Do you have the details of these accidents, or where one might find
them? It would be interesting to know the exact cause of the accident.