|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : see.airport|
|Altitude||msl single value : 2000|
|Controlling Facilities||tower : see.tower|
|Operator||general aviation : personal|
|Make Model Name||Navion Aircraft Corp Undifferentiated or Other Model|
|Operating Under FAR Part||Part 91|
|Flight Phase||descent : approach|
|Route In Use||approach : traffic pattern|
|Function||flight crew : single pilot|
|Qualification||pilot : atp|
|Experience||flight time last 90 days : 45|
flight time total : 13087
flight time type : 148
|Affiliation||government : faa|
|Function||controller : local|
|Qualification||controller : non radar|
|Anomaly||aircraft equipment problem : critical|
non adherence : published procedure
|Independent Detector||other flight crewa|
|Resolutory Action||flight crew : declared emergency|
flight crew : landed in emergency condition
Flight Crew Human Performance
|Primary Problem||Flight Crew Human Performance|
While on 3 mi final to see field, el cajon, ca, I was cleared to land on runway 27R. At about a 2.5 mi final, I completed the landing checklist by increasing the flap setting to full when I noticed that the engine did not respond to throttle movement. I declared an emergency on see tower frequency. I reviewed the checklist again, adding more carburetor heat, increasing the carburetor air temperature gauge to approximately 70 degrees F, which was at or about 45 degrees F. I doublechked the fuel valve and fuel boost pump was on, and checked for fuel pressure, which was normal, but by then, the propeller had ceased rotation. I reduced the flap setting to 1/2 and continued the approach, completing an engine-out landing. After touchdown, I rolled clear of the runway, stopping on the other side of the hold short line on the exit taxiway. When the aircraft was fully stopped, I went through the start checklist and started the engine normally. After satisfying myself that the engine would continue to run, I contacted ground control and gained permission to taxi to return to hangar parking, which was accomplished without further incident. Idle was normal, as was the idle mixture indication at shutdown, utilizing the mixture control to idle cutoff. I requested that my mechanic perform a post event inspection to ensure that all system were operating normally. However, at this point, I feel that I had insufficient carburetor heat set for the day, which may have allowed ice to form in the carburetor intake, thus causing the engine to stop. Having sufficient altitude versus distance to the runway afforded me the necessary glide angle to complete an engine out approach and landing. Callback conversation with reporter revealed the following information: reporter indicated that this aircraft has a pressure carburetor that requires a minimum of 4-6 psi. The auxiliary fuel pump is called for only when necessary and was not on. If the engine pump did not provide adequate pressure at idle the engine will stop. Maintenance found no mechanical problems, however, new o-rings were installed during the inspection. No further problems have been observed and the reporter now considers it necessary to use the auxiliary fuel pump during approachs as a precaution. Carburetor heat was not used before the engine power loss.
Original NASA ASRS Text
Title: NAV-4 PLT HAS ENG FAILURE ON FINAL TO SEE, CA. BLAMES IMPROPER CARB HEAT USE.
Narrative: WHILE ON 3 MI FINAL TO SEE FIELD, EL CAJON, CA, I WAS CLRED TO LAND ON RWY 27R. AT ABOUT A 2.5 MI FINAL, I COMPLETED THE LNDG CHKLIST BY INCREASING THE FLAP SETTING TO FULL WHEN I NOTICED THAT THE ENG DID NOT RESPOND TO THROTTLE MOVEMENT. I DECLARED AN EMER ON SEE TWR FREQ. I REVIEWED THE CHKLIST AGAIN, ADDING MORE CARB HEAT, INCREASING THE CARB AIR TEMP GAUGE TO APPROX 70 DEGS F, WHICH WAS AT OR ABOUT 45 DEGS F. I DOUBLECHKED THE FUEL VALVE AND FUEL BOOST PUMP WAS ON, AND CHKED FOR FUEL PRESSURE, WHICH WAS NORMAL, BUT BY THEN, THE PROP HAD CEASED ROTATION. I REDUCED THE FLAP SETTING TO 1/2 AND CONTINUED THE APCH, COMPLETING AN ENG-OUT LNDG. AFTER TOUCHDOWN, I ROLLED CLR OF THE RWY, STOPPING ON THE OTHER SIDE OF THE HOLD SHORT LINE ON THE EXIT TXWY. WHEN THE ACFT WAS FULLY STOPPED, I WENT THROUGH THE START CHKLIST AND STARTED THE ENG NORMALLY. AFTER SATISFYING MYSELF THAT THE ENG WOULD CONTINUE TO RUN, I CONTACTED GND CTL AND GAINED PERMISSION TO TAXI TO RETURN TO HANGAR PARKING, WHICH WAS ACCOMPLISHED WITHOUT FURTHER INCIDENT. IDLE WAS NORMAL, AS WAS THE IDLE MIXTURE INDICATION AT SHUTDOWN, UTILIZING THE MIXTURE CTL TO IDLE CUTOFF. I REQUESTED THAT MY MECH PERFORM A POST EVENT INSPECTION TO ENSURE THAT ALL SYS WERE OPERATING NORMALLY. HOWEVER, AT THIS POINT, I FEEL THAT I HAD INSUFFICIENT CARB HEAT SET FOR THE DAY, WHICH MAY HAVE ALLOWED ICE TO FORM IN THE CARB INTAKE, THUS CAUSING THE ENG TO STOP. HAVING SUFFICIENT ALT VERSUS DISTANCE TO THE RWY AFFORDED ME THE NECESSARY GLIDE ANGLE TO COMPLETE AN ENG OUT APCH AND LNDG. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR INDICATED THAT THIS ACFT HAS A PRESSURE CARB THAT REQUIRES A MINIMUM OF 4-6 PSI. THE AUX FUEL PUMP IS CALLED FOR ONLY WHEN NECESSARY AND WAS NOT ON. IF THE ENG PUMP DID NOT PROVIDE ADEQUATE PRESSURE AT IDLE THE ENG WILL STOP. MAINT FOUND NO MECHANICAL PROBS, HOWEVER, NEW O-RINGS WERE INSTALLED DURING THE INSPECTION. NO FURTHER PROBS HAVE BEEN OBSERVED AND THE RPTR NOW CONSIDERS IT NECESSARY TO USE THE AUX FUEL PUMP DURING APCHS AS A PRECAUTION. CARB HEAT WAS NOT USED BEFORE THE ENG PWR LOSS.
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.