On May 7, 11:41*am, Mark wrote:
On May 7, 10:06*am, "Æslop" wrote:

"Mark" wrote in message

...

Had carb heat on, as rpms were below the arc.

But no, I wasn't instructed to input throttle during
the descent. Is that what you mean?

Your CFI should have been doing that. All of mine did, every time. Prevents
such occurrences.

I'm speechless.

We have a choice of appx.7 cfi's to choose from at
this academy. *I'll try another. If the head instructor
knew, this one would be fired.

In hindsight, the gravity of what happened yesterday is
serious. I barely had time to pull out. On the way back
up I was compelled to keep scanning that field. It looked
possible but there was something barely visible running
across it. Now I'm thinking it was a ditch.

It would be useful to simply ask your CFI what happened. "Hands
flying all over" doesn't cut it, there are only a few things to do.
My guess would have been carb ice: If you were coming down from 4500
to say 1000 at 500 fpm that would be 6 to 8 minutes of throttle closed
gliding. If the RH was high I am not at all sure I'd expect carb heat
to keep ahead of the icing for that length of time, but others more
expert with those airplanes may have a different opinion.

My Mooney has an injected engine, but when coming down from altitude
it is very rarely with a closed throttle, and cowl flaps are in play
too, engines are to be babied and thermal shock is a bad thing. For
that matter, the time the throttle is moved the fastest, and even then
it's not very fast, is when I decide to go around.

Here's a question for the aviators among us. How long do you take to
go from idle to take-off power when you're "position and hold" to
"cleared for immediate"? As I sit here and think about it, I'm
guessing it takes me a slow count to 5 to get to full throttle, and
that is assuming RPMs follow throttle position pretty closely.
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