Scottish Information .. Pan Pan
Join Date: Aug 2006
Location: Sth Bucks UK
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I've driven plenty of cars and bikes with throttle stuck wide open (some would say it's normal the way I drive!)
I've always used the ign switch to control rpm in such circumstances.
I understand that early aircraft had no throttle, only the mag switch with which to control speed.
I think I'd be tempted to do the same in this situation.
I've always used the ign switch to control rpm in such circumstances.
I understand that early aircraft had no throttle, only the mag switch with which to control speed.
I think I'd be tempted to do the same in this situation.
Join Date: Feb 2007
Location: Amsterdam
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only the mag switch with which to control speed.
I think I'd be tempted to do the same in this situation.
I think I'd be tempted to do the same in this situation.
IMHO if you want a sort of on/off switch for your engine it's far safer to shut the engine down in flight by pulling the mixture. Leave throttle and mags alone. The engine will windmill all the same, and as soon as you put the mixture back to full rich the engine will produce power again.
Join Date: Jan 2005
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During the final landing of my Skills test (PA28), the examiner showed me how to control an engine with the throttle stuck fully open. Simply pulling the mixture control back and forth as necessary, controlled the revs to set manageable power settings for landing. After touch down, fully closing the mixture as normal shut down the engine. Not sure how much good it did the engine, but it certainly worked and I've never forgotten the process.
I had a slight variant on this, with a throttle that would move towards closed no problem at all, but would not then go back to where it had been; I found this out when I reduced power in lift to avoid climbing into the pretty cumulus cloud that was not all that far above me. As I hadn't reduced power all that much (from 2200 rpm to 1800 rpm) I could still maintain level, though at a significantly reduced speed and had plenty of time to think through my options, which were a) continue to destination b) land at the nearest suitable airfield or c) go back home. As I was at this point about halfway through a planned four hour leg, with four hours fuel (at 2200 rpm) remaining I elected to return home, on the principle that that was where the hangar and my car were, and I wouldn't upset anyone by doing a deadstick landing. The planned intermediate destination being Caen, prior to fuel and over the wet to the UK midlands, I didn't think it would amuse them to have a supercub stuck in the middle of the runway. Same for nearest suitable airfield, really, with the additional disadvantage of being stuck in the middle of nowhere. Of course, the nice five knot tailwind immediately reduced still further my already pathetic cruising speed once I had done my 180, which resulted in severe bladder discomfort at the end of the flight due to one cup of coffee too many before departure 
. It's really economical on fuel at those revs, though! Anyway, I got back, did a deadstick landing and rolled off the runway (grass) onto the adjacent taxiway, before going to call Caen to cancel customs, etc. After returning to the aircraft I tried the throttle, which had miraculously freed itself once the engine had cooled. BTW, this was a brand new engine with ten hours running and a new carb and throttle cable. So I taxied in as normal. It didn't actually occur to me to declare any sort of urgency. Not that it would have done me any good at base, as no-one else was flying or sitting around in the bar at the time. We never did find out what the problem was, as I refused to put the problem carb back on unless I got a fault diagnosis and no-one seemed inclined to give me one. Anyone got any ideas? I incline to the thought that when thoroughly warm all the tolerances changed enough to make the butterfly stick, but why would this only work one way?
. It's really economical on fuel at those revs, though! Anyway, I got back, did a deadstick landing and rolled off the runway (grass) onto the adjacent taxiway, before going to call Caen to cancel customs, etc. After returning to the aircraft I tried the throttle, which had miraculously freed itself once the engine had cooled. BTW, this was a brand new engine with ten hours running and a new carb and throttle cable. So I taxied in as normal. It didn't actually occur to me to declare any sort of urgency. Not that it would have done me any good at base, as no-one else was flying or sitting around in the bar at the time. We never did find out what the problem was, as I refused to put the problem carb back on unless I got a fault diagnosis and no-one seemed inclined to give me one. Anyone got any ideas? I incline to the thought that when thoroughly warm all the tolerances changed enough to make the butterfly stick, but why would this only work one way?
Join Date: Feb 2007
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I incline to the thought that when thoroughly warm all the tolerances changed enough to make the butterfly stick, but why would this only work one way?
Yes, spring loaded bowden, but this was SOLID when I tried to open the throttle, and easy to close. I could feel the lever flexing when I tried to push, so I don't think it was a lack of strength.
