My student, LP, had presented himself for his Navigation Test (this was pre 2008!) and the weather and his flight plan looked good. So too did our Piper Tomahawk which had been meticulously refurbished inside and out and fitted with a Factory new engine approx 120hrs earlier.
Coincidentally LP was a CAA Engineering Surveyor; in fact he was ‘our’ CAA Surveyor and he had made good progress towards completing his PPL with us over several months.
All went well until approaching Melton Mowbray when the engine started to vibrate and appeared to have lost power. I took control and applied Carb Heat, Enrichened the Mixture, Changed Tanks, Fuel pump on and tried MAGS Left and Right all to no avail.
“MAYDAY, MAYDAY, MAYDAY, GBNPL Engine Power loss near Melton Mowbray”. Distress and Diversion responded within seconds, acknowledging my call. I had also set 7700 on the Transponder and they immediately gave me a QDM and distance to Leicester.
We were very slowly losing altitude. However, the engine kept running and we soon had Leicester sighted and established on a long final. It was then we noticed the whole airfield appeared to be covered in tents! Luckily, the runway was clear and we landed without incident.
The CFI kindly lent us a C152 to get home in, calling to us as we walked out to the aircraft “There are 4 control locks on that aircraft!”
It transpired that a pushrod had ‘bent’ in our engine. A little unusual but easy to fix and I went and collected the aircraft a few days later. Unfortunately, 10mins into the flight home, I realised I was still squawking 7700 and had to call 121.50 and apologise!
LP subsequently passed his Nav Test and flew with us for several years. After his retirement from the CAA he helped us achieve our EASA Approval and can still be found having a coffee at Fowlmere!
This incident underlined the possibility of encountering a power loss or failure ‘anytime’ and regardless of the provenance of any powerplant!