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C172 pilot reported an engine malfunction while on a break-in flight.
| Attributes | |
| ACN | 1632279 |
| Time | |
| Date | 201903 |
| Local Time Of Day | 1201-1800 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | Skyhawk 172/Cutlass 172 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Cruise |
| Flight Plan | None |
| Component | |
| Aircraft Component | Throttle/Power Lever |
| Person 1 | |
| Function | Pilot Flying |
| Qualification | Flight Crew Private Flight Crew Instrument |
| Experience | Flight Crew Last 90 Days 137.3 Flight Crew Total 255 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
The aircraft involved had just had its engine overhauled; and I was conducting the engine break-in flight with a (less experienced) co-pilot. We departed ZZZ and coordinated with ZZZ approach to get a class B clearance VFR at 5;000 feet; and then circled the airport using power settings in accordance with the engine break-in manual for the particular engine. After we were done with our break-in; I decided to test a gentle power reduction prior to descent. I knew that engine troubles were most likely to present themselves during power changes and I would rather have a problem at 5;000 feet than 500 feet. As I reduced power; the engine RPM jumped to 2100 RPM. I noticed this jump and applied full throttle; this did nothing. I also tried a gentle reduction - this also did nothing. At that point; I did not mess with the throttle further. 2100 RPM was better than 0; I figured. I then decided that the best course of action was to [advise ATC] and prepare to do a power-off 180 at ZZZ. I [advised] with approach; and they let ZZZ tower know that we were coming. I circled the airport and set up for a downwind. Once I was on downwind; I experimented further with the throttle and my suspicions were confirmed; we did not have any control of the engine power. So; just like the commercial maneuver; as we passed abeam the thousand foot markers on the runway on downwind; I pulled the mixture to idle cutoff; and we proceeded to safely execute a power-off 180 and exit the runway using our forward momentum.our mechanic looked at the engine after we brought the plane back and it turned out that there was a pin of some sort missing; and it was this that allowed the throttle to stop controlling engine power.two things contributed to our successful safe landing in this event. Most importantly; both myself and my co-pilot remained calm. I definitely felt the stress; especially as I realized that I was actually [advising ATC]. Nobody wants to ever need to do that. However; I kept calm and focused on the task at hand. Second; as a commercial pilot student; I had done dozens of power-off 180s in the preceding weeks. Once we were established on the downwind; most of my stress was gone; I had full confidence that I would make the runway; even if the engine quit on us.
Original NASA ASRS Text
Title: C172 pilot reported an engine malfunction while on a break-in flight.
Narrative: The aircraft involved had just had its engine overhauled; and I was conducting the engine break-in flight with a (less experienced) co-pilot. We departed ZZZ and coordinated with ZZZ Approach to get a Class B clearance VFR at 5;000 feet; and then circled the airport using power settings in accordance with the engine break-in manual for the particular engine. After we were done with our break-in; I decided to test a gentle power reduction prior to descent. I knew that engine troubles were most likely to present themselves during power changes and I would rather have a problem at 5;000 feet than 500 feet. As I reduced power; the engine RPM jumped to 2100 RPM. I noticed this jump and applied full throttle; this did nothing. I also tried a gentle reduction - this also did nothing. At that point; I did not mess with the throttle further. 2100 RPM was better than 0; I figured. I then decided that the best course of action was to [advise ATC] and prepare to do a power-off 180 at ZZZ. I [advised] with Approach; and they let ZZZ Tower know that we were coming. I circled the airport and set up for a downwind. Once I was on downwind; I experimented further with the throttle and my suspicions were confirmed; we did not have any control of the engine power. So; just like the commercial maneuver; as we passed abeam the thousand foot markers on the runway on downwind; I pulled the mixture to idle cutoff; and we proceeded to safely execute a power-off 180 and exit the runway using our forward momentum.Our mechanic looked at the engine after we brought the plane back and it turned out that there was a pin of some sort missing; and it was this that allowed the throttle to stop controlling engine power.Two things contributed to our successful safe landing in this event. Most importantly; both myself and my co-pilot remained calm. I definitely felt the stress; especially as I realized that I was actually [advising ATC]. Nobody wants to ever need to do that. However; I kept calm and focused on the task at hand. Second; as a Commercial Pilot student; I had done dozens of power-off 180s in the preceding weeks. Once we were established on the downwind; most of my stress was gone; I had full confidence that I would make the runway; even if the engine quit on us.
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.