On Dec 1, 7:58 am, "Maxwell" wrote:

I don't care if you write a novel and include cad drawing. It's still not
true. YMMV

Maybe you should argue with historical fact instead of novels
or CAD drawings. Might learn something. Here's just one example
from http://www.aopa.org/asf/ntsb/searchResults.cfm?tss=14

MIA07LA028

Narrative Type: NTSB FINAL NARRATIVE (6120.4)
The pilot stated that a few minutes after departing, while at 1,000
feet over the city of Cape Coral, Florida, he said he set the throttle
to a cruise RPM of 2300, and within about a half minute the engine
RPMs dropped to idle RPM. He said he activated the carburetor heat
control and a few minutes later the engine ceased operating. He said
he attempted to restart the engine, but it would not start, so he made
a forced landing on the northbound lanes of a 4-laned street. During
the landing rollout the right wing struck two road signs and the
airplane veered, incurring damage. The 0630, Fort Myers (FMY),
Florida, surface weather observation showed that the visibility was 1
and 3/4 statute miles, and the ceiling as 600 overcast. FAA records
showed that the private-rated pilot/owner of the accident airplane did
not possess an instrument rating. An FAA maintenance inspector
responded to the accident scene, removed the engine cowling, and
conducted an examination of the airplane. No anomalies were noted. In
addition an FAA licensed mechanic conducted a detailed engine
examination under FAA supervision, and no anomalies were noted. Review
of carburetor icing probability charts show that at the time of the
engine failure the flight was operating in conditions conductive to
moderate icing during cruise power settings and serious icing during
glide/descent power settings.

Dan