Narrative:

At the time, I was receiving an instrument competency check by a cfii. I was being vectored for the NDB 23 approach to buffalo international airport. Suddenly, the engine stopped. We were in IMC. We immediately executed the appropriate emergency procedures including carburetor heat on, boost pump on, throttle propeller and mixture full forward, and switched tanks. After 20 or 30 seconds, the engine restarted and indicated normal manifold pressure and RPM's. By this time, we had deviated from our assigned heading and an alternate which I do not recall. Since home base is iag, we discussed the option of landing at iag or buf. Since we were in IMC and not sure of the cause of the engine failure, I declared an emergency and requested landing at buf. (I may have first requested iag but did not intend to). Buf approach gave us vectors for ILS 23. A faster approach was made to minimums, and a safe landing with emergency equipment standing by. The FAA called us once we were on the ground. I answered their questions about the incident. They requested an M and D report from the owner of the aircraft. I relayed this information to the owner. At this time, the cause of the engine failure has not been determined. As far as I know, we did not violate any far's, nor was the failure due to my or my instrument's negligence. I do not know if our deviation before declaring an emergency caused a conflict with other aircraft. I am pleased with our performance during this emergency. Both of us recalled emergency checklists from memory and coordinated our efforts well. That is why I practice emergency procedures with an instrument every 3 months.

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Original NASA ASRS Text

Title: GA SMA LOST ENGINE DURING AN IAP/NDB PRACTICE APCH TO BUF. ENGINE WAS RESTARTED AFTER CARB HEAT AND BOOST PUMP WERE TURNED ON AND TANK SELECTOR CHANGED.

Narrative: AT THE TIME, I WAS RECEIVING AN INSTRUMENT COMPETENCY CHK BY A CFII. I WAS BEING VECTORED FOR THE NDB 23 APCH TO BUFFALO INTL ARPT. SUDDENLY, THE ENG STOPPED. WE WERE IN IMC. WE IMMEDIATELY EXECUTED THE APPROPRIATE EMER PROCS INCLUDING CARB HEAT ON, BOOST PUMP ON, THROTTLE PROP AND MIXTURE FULL FORWARD, AND SWITCHED TANKS. AFTER 20 OR 30 SECS, THE ENG RESTARTED AND INDICATED NORMAL MANIFOLD PRESSURE AND RPM'S. BY THIS TIME, WE HAD DEVIATED FROM OUR ASSIGNED HDG AND AN ALTERNATE WHICH I DO NOT RECALL. SINCE HOME BASE IS IAG, WE DISCUSSED THE OPTION OF LNDG AT IAG OR BUF. SINCE WE WERE IN IMC AND NOT SURE OF THE CAUSE OF THE ENG FAILURE, I DECLARED AN EMER AND REQUESTED LNDG AT BUF. (I MAY HAVE FIRST REQUESTED IAG BUT DID NOT INTEND TO). BUF APCH GAVE US VECTORS FOR ILS 23. A FASTER APCH WAS MADE TO MINIMUMS, AND A SAFE LNDG WITH EMER EQUIP STANDING BY. THE FAA CALLED US ONCE WE WERE ON THE GND. I ANSWERED THEIR QUESTIONS ABOUT THE INCIDENT. THEY REQUESTED AN M AND D RPT FROM THE OWNER OF THE ACFT. I RELAYED THIS INFO TO THE OWNER. AT THIS TIME, THE CAUSE OF THE ENG FAILURE HAS NOT BEEN DETERMINED. AS FAR AS I KNOW, WE DID NOT VIOLATE ANY FAR'S, NOR WAS THE FAILURE DUE TO MY OR MY INSTR'S NEGLIGENCE. I DO NOT KNOW IF OUR DEV BEFORE DECLARING AN EMER CAUSED A CONFLICT WITH OTHER ACFT. I AM PLEASED WITH OUR PERFORMANCE DURING THIS EMER. BOTH OF US RECALLED EMER CHKLISTS FROM MEMORY AND COORDINATED OUR EFFORTS WELL. THAT IS WHY I PRACTICE EMER PROCS WITH AN INSTR EVERY 3 MONTHS.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.