Hmmn... Long ago when I flew as a flight engineer on Shackletons our Griffon engines were so over used that we expected an engine failure on every mission.
The usual failure mode was rough running / fluctuating oil pressure followed by a flailing con rod which could cut through the engine case and neatly sever the prop oil feed pipes which ran through the vee of the two banks of cylinders. This would cause the prop to go to fine pitch, overspeed and complete the engine's self destruction, which having caught fire would now be torn from the wing.
As a result Shack crews were hypersensitive about unusual engine indications, feathering the suspect engine in seconds in a flurry of hands on levers and buttons. The mark III Shackleton could only just maintain height on three engines so we would light up one of the two viper jets fitted in the ourboard nacelles in order to get us home. However when far out in the Atlantic or Artic sea the jet engine would use up all our fuel before reaching land, so we climbed, shut down the jet, gradually descended, lit up the jet, climbed....ad nauseum.
One day, flying a mark II Shack over the Irish sea, consternation reigned in my crew, because all four engines were running rough and the mark II Shack did not have two 'get us home' Viper jets. As a 22 year old junior flight eng I hadn't a clue as to what was wrong and suspected contaminated fuel. I recommended landing at the nearest airfield which turned out to be Shannon airport in the Republic of Ireland, and we being RAF nearly caused a diplomatic incident.
With hindsight perhaps that was my first taste of carb icing.