Im glad it all worked out Craig!
I googled this AD "AD72-07-02 cessna" and found lots of info. I know nothing about it.
http://www.airweb.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/0/2C7B32477D2A88A286256A340063355D?OpenDocument

So about that bacon...

Great story. As mentioned, a lot of good decisions made and a happy ending. Thanks for sharing

My data, over ten thousand hours in 150 and 160 hp 172s, supports Cary's conclusions about no problem with fuel on both and carb ice at low power settings. I was always at 200' AGL and always had the fuel selector on both, but some of that was above 5000' MSL. I had no fuel flow problems except mouse hair in the strainer at the carb. That got me a TO engine failure. I had no carb ice problems at all, but I never made a long glide at low power. The only ice problems were air filter problems in cold, wet air. When that happens, full carb heat gives the carb unfiltered air.

Lycoming 0-320s like lots of fuel to start and little fuel to run smooth. When using carb heat to bypass the air filter, we need to lean more. I also always lean Lycoming 0-320s or 0-360s or 0-540s, regardless of density altitude, before takeoff. They run smoother that way and use less gas. However, I also make no long climbs. All the engines I flew behind on pipelines got at least 3,000 hours before overhaul.

Wow.

Gives me the jitters - great decisions made that day, thank you for the great write up!

So, the whole carb-ice accumulating during low-power carb-heat-on situations...

EGADS.

mtv:
Then, periodically, pull on full carb heat, and maybe push up the power for a few moments to generate a little more heat.

Hmm. Well that sounds like a good solution.

..but...forgive me for being nit-picky (and possibly really dense)...how often is periodic?