Flight Crew Multiengine; Flight Crew Flight Instructor; Flight Crew Commercial; Flight Crew Instrument
Flight Crew Last 90 Days 40; Flight Crew Total 1200; Flight Crew Type 130
Human-Machine Interface; Situational Awareness
ATC Issue All Types; Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy
Air Traffic Control Issued New Clearance; Flight Crew Overcame Equipment Problem; General Declared Emergency
Aircraft; Human Factors
I experienced a loss of power after completing a descent to altitude from my cruise phase.  Out of haste; I quickly declared an emergency because I was on an IFR flight plan and I wanted to go direct to destination in order to execute a power off landing.  I was; at the time; on a vector from the TRACON for the ILS.  After declaring an emergency I immediately established my best glide speed and turned direct.  After those two were established; I began trouble shooting the problem.  I soon realized that my mixture control was too lean; because I had been operating lean-of-peak at altitude; it caused the engine to lose power at a lower altitude when I applied a higher power setting after leveling out from the descent.  I richened the mixture; and power was re-established.  I told ATC that the airplane was working fine now to which they enquired if I wanted to complete the approach.  I told them no because I was VMC; and I was already off course.  I terminated my IFR flight plan; and the TRACON gave me a telephone number for me to call when I landed.  I landed; called the TRACON; talked to the Supervisor Controller and I thought that was the end of it.A couple of weeks later; I received a phone call from an Inspector from the FSDO who wanted to know what happened.  He requested a logbook entry from an A&P mechanic stating that the aircraft was inspected and found airworthy after having declared an emergency.  I told him that my uncle; whom is an A&P; had seen the aircraft after the incident but really had not inspected the aircraft.  I told him that it was an operator error; and that I didn't think the aircraft needed to be inspected.  He persisted and still wanted a logbook entry.  After consulting with my uncle; we thought that this was still the wrong approach.  I called back the Inspector and told him that we didn't think that submitting a made up maintenance log book entry was the appropriate response.  He balked; and I offered to submit him a letter saying it was operator error.  I also asked him if my pilot license was in jeopardy to which he replied no.  I did not believe him.  I wrote the letter and submitted it via email; and I am still scared that the FAA will take enforcement action against me because I declared an emergency; in hindsight; that was in haste.I think that this will affect air safety because now I am more reluctant to declare an emergency because I think that the FAA will bother me (they want it in writing; I don't know why a statement won't suffice); or possibly take enforcement action against me.  After the event; I thought the situation was closed when I talked to the TRACON but that was hardly the case.  The FAA Inspector that contacted me was persistent; and relentless in wanting to obtain some sort of documentation explaining the event.  I still believe enforcement action may occur.  Because of this fear; rational or irrational; I now feel a little bit more reluctant to declaring an emergency; when I would think a situation really warrants it.  This can be dangerous because the full range of options to the pilot in command should be available to meet the extent of the emergency without outside pressure.
BE35 pilot reports leveling off after a long descent to find the engine unresponsive. An emergency is declared before it is discovered that the mixture control had been left at a lean setting and power is quickly restored.  Queries from a FSDO Inspector have left the reporter fearful of repercussions.