Narrative:

I was rushing towards my base in order to avoid sunset in a calm cold winter day with zero wind; I reached well within limits and with enough time to get to an alternate; anyhow I headed direct to final as nobody was in the air. When I descended I seemed to have difficulties slowing down the aircraft and much later I realized the throttle was stuck about 500-600 rpm above idle; not too much but enough for a crash landing. I assumed (correctly) that there was a serious problem with the throttle; cable or carb. In our area we do not have 9000 ft runways maybe 3000 at the best. I didn't consider a go around because I was afraid the damage could also affect the higher rpms sooner or later.I pushed the nose to the grass behind the threshold and flew at about 10m from the ground and then the same from the runway. I had put full flaps to increase drag and I removed them abruptly and at the same time I closed the mixture. In any case I still had too much airspeed; about 75 kt upon touchdown. The plane did not fall but descended slowly as I elevated the nose; and touched gently; however; I had gone beyond the middle of the runway and required heavy breaking to stop the aircraft. I was criticized for not doing a go around; however; I would still have done the same should it have happened again. I could have damaged the front gear in the grass ahead (probably not) but we still would have walked out safely and with minor damage to the aircraft; going around is perfect if you have misjudged the airspeed or altitude but not in a power failure (in excess!) where the situation could get much worse.I am a very new pilot; but I had a good day and was very calm throughout all the event. The question is that we are never trained for such incidents so there you are to improvise and control your panic. In a previous report another pilot diverted to a 9000 ft airport and did some weird maneuvers which I didn't understand. As I see it; when you at a safe gliding distance just close the mixture; but don't turn off magnetos (if you do it the other way round you will flood the engine with unburnt fuel which could eventually cause a fire; at least that is my opinion).then full flaps and gear down. There is no way anything can go wrong. My propeller was wind milling still during landing and the engine restarted immediately when I pushed the lever to full rich; so if you miss the runway; you still have many chances of restarting and going back into the air. Try not to be too high and look for a long runway if possible. You cannot imagine how soon a plane will reduce velocity with zero power and full drag. In my case I became aware of the situation in short final when I was unable to reduce speed and loose altitude in a normal way; I was forced to make a decision in less than 5 seconds but in the event of failing touch down correctly on the runway I had planned a go around (very dangerous too) and gain altitude and follow the above mentioned procedure.[the aircraft] is always hangared and kept in pristine condition. No icing conditions; I had carb heat on and I also have carb ice detector.

Google
 

Original NASA ASRS Text

Title: Piper Archer pilot reported loss of engine throttle control on final approach. He shut the engine down in flight with full flaps; landed long; but apparently stopped the aircraft on the runway undamaged.

Narrative: I was rushing towards my base in order to avoid sunset in a calm cold winter day with zero wind; I reached well within limits and with enough time to get to an alternate; anyhow I headed direct to final as nobody was in the air. When I descended I seemed to have difficulties slowing down the aircraft and much later I realized the throttle was stuck about 500-600 rpm above idle; not too much but enough for a crash landing. I assumed (correctly) that there was a serious problem with the throttle; cable or carb. In our area we do not have 9000 ft runways maybe 3000 at the best. I didn't consider a go around because I was afraid the damage could also affect the higher rpms sooner or later.I pushed the nose to the grass behind the threshold and flew at about 10m from the ground and then the same from the runway. I had put full flaps to increase drag and I removed them abruptly and at the same time I closed the mixture. In any case I still had too much airspeed; about 75 kt upon touchdown. The plane did not fall but descended slowly as I elevated the nose; and touched gently; however; I had gone beyond the middle of the runway and required heavy breaking to stop the aircraft. I was criticized for not doing a go around; however; I would still have done the same should it have happened again. I could have damaged the front gear in the grass ahead (probably not) but we still would have walked out safely and with minor damage to the aircraft; going around is perfect if you have misjudged the airspeed or altitude but not in a power failure (in excess!) where the situation could get much worse.I am a very new pilot; but I had a good day and was very calm throughout all the event. The question is that we are never trained for such incidents so there you are to improvise and control your panic. In a previous report another pilot diverted to a 9000 ft airport and did some weird maneuvers which I didn't understand. As I see it; when you at a safe gliding distance just close the mixture; but don't turn off magnetos (if you do it the other way round you will flood the engine with unburnt fuel which could eventually cause a fire; at least that is my opinion).Then full flaps and gear down. There is no way anything can go wrong. My propeller was wind milling still during landing and the engine restarted immediately when I pushed the lever to full rich; so if you miss the runway; you still have many chances of restarting and going back into the air. Try not to be too high and look for a long runway if possible. You cannot imagine how soon a plane will reduce velocity with zero power and full drag. In my case I became aware of the situation in short final when I was unable to reduce speed and loose altitude in a normal way; I was forced to make a decision in less than 5 seconds but in the event of failing touch down correctly on the runway I had planned a go around (very dangerous too) and gain altitude and follow the above mentioned procedure.[The aircraft] is always hangared and kept in pristine condition. No icing conditions; I had carb Heat ON and I also have carb ice detector.

Data retrieved from NASA's ASRS site 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.