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Emergency
It was the 3rd leg of an Angel Flight and I wasn't even supposed to be
flying it. I'd already flown the second leg from Natchez, MS to Monroeville, AL, but the 3rd leg pilot had mysteriously failed to show--no call, no nothin'. It was late, I was tired and I was mad. I had two pax aboard. We were in the clouds and in the dark in a Cutlass RG approaching Macon, GA (MCN). The outside temperature was 13 C and moisture was streaming back on the windshield. The throttle was fully open, the RPM was set for 2500 and the mixture was leaned to 10.5 gph. The autopilot was holding course and altitude. I was studying the ILS approach plate when I noticed the AP's "up" trim warning light illuminate. A quick scan of the instruments showed the IAS at 100 and falling; normally it would indicate 125 at that altitude. I had detected no change in the engine sound. I immediately hit the AP disable switch to prevent its stalling the airplane. This was right and wrong, as I now had to do all the flying while troubleshooting the problem. What I should have done was disable the altitude hold and allow the AP to continue keeping us on course and wings level. Any attempt to lift the nose resulted in a sickening drop in airspeed. The situation was now officially scary: we were going down on a dark, rainy night over central Georgia. I shoved the prop and mixture full forward, confirmed the throttle was wide open and the primer was in. No improvement. There was no unusual vibration. The engine still sounded good and was still making 2500 rpm, but the prop was probably in flat pitch to do it. I tried the electric fuel pump: no joy. I glanced at the JPI engine analyzer and saw that all four cylinders showed roughly even EGTs. All this took much less than a minute; maybe only 30 seconds. Finally, I pulled the carb heat. Within a few seconds I felt a surge of power and we began to climb. I don't know for sure what a death row inmate feels like when the governor calls at the last minute, but I'm guessing it feels something like that. My heart was pounding in my chest and I was so stoked on adrenalin my hands were shaking. The front seat passenger was looking at me wide-eyed--he didn't know what was happening, but he had figured out *something* wasn't right. I had wandered 40 deg. off course and Atlanta Approach was repeating a frequency change instruction. In a few moments I had us back on course and altitude but I was still somewhat rattled and blew the readback on Atlanta's initial approach instructions. Got that sorted out and made an uneventful ILS approach to runway 5 at MCN. Not a totally satisfying performance. I ended up doing the right thing and we lived; that's the good news. The bad news is that allowed myself to rush things. A moment's thought would have prevented the autopilot mistake. A calmer, more orderly flow through the engine controls would have led me to the carb heat sooner and saved a few unnecessary extra seconds of high anxiety. Next time I have an emergency (please: NO next time!) I'll try to take it a little slower. I'm still surprised that the carb iced up at full throttle. Conditions were in the bad area of the carb ice chart, but my engine has never seemed prone to the problem. In 650+ hours I've only detected carb ice once before, and that was after a long taxi on a cool, rainy day. -- Dan C172RG at BFM |
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