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#41
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David Lesher wrote:
I was going to ask about that. A lean engine runs hotter than a rich one. But that's mostly EGT, and I'm not sure it will work back enough to alter the carb temp. What say you folks? On the Maule I had, the carb heat comes from a muff on one of the exhaust pipes, so higher EGTs should produce more heat. George Patterson There's plenty of room for all of God's creatures. Right next to the mashed potatoes. |
#42
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On 4-May-2005, Scott D. wrote:
The longer you wait to do this, the cooler the engine is getting and carb heat becomes less effective. I agree that applying carb heat quickly after experiencing power loss is critical, but not because the ENGINE cools rapidly -- it doesn't. The heat for carb heat comes from he exhaust system, which does cool rapidly if the engine is producing little or no power. -- -Elliott Drucker |
#44
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#45
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On 5-May-2005, Scott D. wrote: I agree that applying carb heat quickly after experiencing power loss is critical, but not because the ENGINE cools rapidly -- it doesn't. The heat for carb heat comes from he exhaust system, which does cool rapidly if the engine is producing little or no power. Your right. My whole point was that you are no longer producing heat thus things start cooling down. Yes, I know that carb heat comes from a shroud that is around the exhaust. I didnt think that I had to get technical here. But I guess for some I have to. I'm not trying to be picky. On the other hand, I think it's just a good idea that if we intend to share knowledge on this newsgroup that we be as accurate as possible. Of course YOU know it's really the exhaust system that provides the heat, but some less experienced pilots or pilot wannabes may not. From a safety standpoint, this is not a trivial point. -- -Elliott Drucker |
#46
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On Thu, 05 May 2005 18:14:30 GMT, wrote:
On 5-May-2005, Scott D. wrote: I agree that applying carb heat quickly after experiencing power loss is critical, but not because the ENGINE cools rapidly -- it doesn't. The heat for carb heat comes from he exhaust system, which does cool rapidly if the engine is producing little or no power. Your right. My whole point was that you are no longer producing heat thus things start cooling down. Yes, I know that carb heat comes from a shroud that is around the exhaust. I didnt think that I had to get technical here. But I guess for some I have to. I'm not trying to be picky. On the other hand, I think it's just a good idea that if we intend to share knowledge on this newsgroup that we be as accurate as possible. Of course YOU know it's really the exhaust system that provides the heat, but some less experienced pilots or pilot wannabes may not. From a safety standpoint, this is not a trivial point. Point taken Scott D To email remove spamcatcher's |
#47
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I've had real bad carb ice two times in a C-150 on perfectly clear
days. Both times the conditions were similar to yours. One time at 6500 feet; one time at 8500; about 70 degrees on the ground and about 42-44 at my cruising level each time, and also in the south. I got detailed weather information from Shaw AFB WX after I got back each time which showed relative humidity at my cruising altitude was just over fifty percent on both occasions, despite the beautiful clear skies and great visibility. This is when carb ice sneaks up on you and hits you hard, leaving you shocked and in disbelief, trying other solutions and cursing your mechanic. One time the carb heat cured the situation very quickly, the other it took quite a while and I had to keep adjusting mixture. When you have carb ice the mixture changes as the ice builds up and again as it melts away which sometimes has you "chasing" the engine with throttle and mixture manipulations to keep it running. I didn't read all the other posts and it may have been mentioned already but it's important to get full throttle in right away when dealing with carb ice also. In 3000 hrs flying mostly small piston planes I've learned to immediately pull carb heat full out and leave it out at any burble, hesitation, slow down or silence! Once you've got the carb heat engaged, go to full throttle if you haven't already and adjust mixture for best power -- you may have to keep adjusting the mixture several times as the shape of your venturi/level of blockage changes from ice melting or, (GASP) growing because your carb heat is inop or insufficient. - Brett Justus, ATP, G/S MEI/CFII, ASC |
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