Narrative:

My student and I were at bwi shooting practice ILS approachs to runway 15R. We were outside the MM and told to execute the missed by turning to 360 degrees and climbing to 2500'. We were at approximately 350' when we executed the miss. At approximately 700' the engine sputtered and we had reduced power. I checked that my student had full throttle, mixture rich, and at that point I applied carburetor heat. I told my student to advise ATC (since I was uncertain if my headset was transmitting properly). My student indicated 'you got it,' and I took the controls. ATC cleared us to 15L. The intervening seconds (or mins) were used to control the aircraft, and as I looked out we were not in a position to land on 15L. (ATC also realized this and asked our intentions.) I was in a position to enter a left downwind for 15L, or a right downwind for 33R. The latter option would keep the runway under me, and I opted for this. Also, I did not feel the wind would create a problem with this decision. While all this was happening, I recall checking the fuel selector, and thinking to myself that we were maintaining adequate power to keep flying. Also, since there was no roughness when carburetor heat was applied, I tried removing carburetor heat and again did not see any radical change in performance. I reapplied carburetor heat. In this environment, I also was conscious of keeping a look out to avoid any traffic conflicts. In fact, I had heard ATC issued go around instructions to several aircraft, and as I was approaching base for 33R, I also observed a jet execute a go around from runway 10. I turned base, and did not retard power immediately, because I wanted to be certain that if the engine quit, that I could glide to the runway west/O a problem. When I reduced power I did not get the rate of descent expected, and I thought of a tailwind. I put in full flaps, anticipating the usual sink rate in this aircraft with no power and full flaps. This did not happen, and after flaring the aircraft, just ate up runway. Before reaching the end of the runway, I opted to apply power and try a go around. I found that with full throttle, I had adequate power to climb slowly, but safely. ATC cleared us for 15L, which I accepted. I climbed to about 800' and started a gentle right 180 degree turn. In view of the previous approach, I pulled power and applied full flaps. Once again, I was not descending as expected. I confirmed my suspicions that the throttle, although pulled back, did not fully retard. I entered a slip and let it out when we were over the displaced threshold at approximately 100'. My student reported to ATC that 'we got it made this time,' but again we just floated down the runway. Once again I applied power, and reported to ATC who cleared us for runway 28 (which has 9000+'). When we made the turn for 28 and pulled throttle, this time it did idle back and we landed in a very short distance on this runway (taxiing a long way to echo taxiway, which is about 1/3 of the way down the runway).

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Original NASA ASRS Text

Title: INSTRUCTOR PLT HAD TO MAKE 3 APCHS BEFORE GETTING SMA ON THE GND.

Narrative: MY STUDENT AND I WERE AT BWI SHOOTING PRACTICE ILS APCHS TO RWY 15R. WE WERE OUTSIDE THE MM AND TOLD TO EXECUTE THE MISSED BY TURNING TO 360 DEGS AND CLBING TO 2500'. WE WERE AT APPROX 350' WHEN WE EXECUTED THE MISS. AT APPROX 700' THE ENG SPUTTERED AND WE HAD REDUCED PWR. I CHKED THAT MY STUDENT HAD FULL THROTTLE, MIXTURE RICH, AND AT THAT POINT I APPLIED CARB HEAT. I TOLD MY STUDENT TO ADVISE ATC (SINCE I WAS UNCERTAIN IF MY HEADSET WAS XMITTING PROPERLY). MY STUDENT INDICATED 'YOU GOT IT,' AND I TOOK THE CONTROLS. ATC CLRED US TO 15L. THE INTERVENING SECS (OR MINS) WERE USED TO CONTROL THE ACFT, AND AS I LOOKED OUT WE WERE NOT IN A POS TO LAND ON 15L. (ATC ALSO REALIZED THIS AND ASKED OUR INTENTIONS.) I WAS IN A POS TO ENTER A LEFT DOWNWIND FOR 15L, OR A RIGHT DOWNWIND FOR 33R. THE LATTER OPTION WOULD KEEP THE RWY UNDER ME, AND I OPTED FOR THIS. ALSO, I DID NOT FEEL THE WIND WOULD CREATE A PROB WITH THIS DECISION. WHILE ALL THIS WAS HAPPENING, I RECALL CHKING THE FUEL SELECTOR, AND THINKING TO MYSELF THAT WE WERE MAINTAINING ADEQUATE PWR TO KEEP FLYING. ALSO, SINCE THERE WAS NO ROUGHNESS WHEN CARB HEAT WAS APPLIED, I TRIED REMOVING CARB HEAT AND AGAIN DID NOT SEE ANY RADICAL CHANGE IN PERFORMANCE. I REAPPLIED CARB HEAT. IN THIS ENVIRONMENT, I ALSO WAS CONSCIOUS OF KEEPING A LOOK OUT TO AVOID ANY TFC CONFLICTS. IN FACT, I HAD HEARD ATC ISSUED GAR INSTRUCTIONS TO SEVERAL ACFT, AND AS I WAS APCHING BASE FOR 33R, I ALSO OBSERVED A JET EXECUTE A GAR FROM RWY 10. I TURNED BASE, AND DID NOT RETARD PWR IMMEDIATELY, BECAUSE I WANTED TO BE CERTAIN THAT IF THE ENG QUIT, THAT I COULD GLIDE TO THE RWY W/O A PROB. WHEN I REDUCED PWR I DID NOT GET THE RATE OF DSCNT EXPECTED, AND I THOUGHT OF A TAILWIND. I PUT IN FULL FLAPS, ANTICIPATING THE USUAL SINK RATE IN THIS ACFT WITH NO PWR AND FULL FLAPS. THIS DID NOT HAPPEN, AND AFTER FLARING THE ACFT, JUST ATE UP RWY. BEFORE REACHING THE END OF THE RWY, I OPTED TO APPLY PWR AND TRY A GAR. I FOUND THAT WITH FULL THROTTLE, I HAD ADEQUATE PWR TO CLB SLOWLY, BUT SAFELY. ATC CLRED US FOR 15L, WHICH I ACCEPTED. I CLBED TO ABOUT 800' AND STARTED A GENTLE RIGHT 180 DEG TURN. IN VIEW OF THE PREVIOUS APCH, I PULLED PWR AND APPLIED FULL FLAPS. ONCE AGAIN, I WAS NOT DSNDING AS EXPECTED. I CONFIRMED MY SUSPICIONS THAT THE THROTTLE, ALTHOUGH PULLED BACK, DID NOT FULLY RETARD. I ENTERED A SLIP AND LET IT OUT WHEN WE WERE OVER THE DISPLACED THRESHOLD AT APPROX 100'. MY STUDENT RPTED TO ATC THAT 'WE GOT IT MADE THIS TIME,' BUT AGAIN WE JUST FLOATED DOWN THE RWY. ONCE AGAIN I APPLIED PWR, AND RPTED TO ATC WHO CLRED US FOR RWY 28 (WHICH HAS 9000+'). WHEN WE MADE THE TURN FOR 28 AND PULLED THROTTLE, THIS TIME IT DID IDLE BACK AND WE LANDED IN A VERY SHORT DISTANCE ON THIS RWY (TAXIING A LONG WAY TO ECHO TXWY, WHICH IS ABOUT 1/3 OF THE WAY DOWN THE RWY).

Data retrieved from NASA's ASRS site as of August 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.