----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
Don.
I can not agree with both conclusions you
made.
I would use carb heat even when taking off when the
conditions are asking for it. High humidity and a very small dew point spread
are a hint.
Even though the throttle should be fully open
when taking off, ice buildup can occur and rob you of your power.
When Landing, I usually open carburetor heat BEFORE I
throttle down below 2000rpm. That is in the 45 degree entry / downwind
phase.
After that I often leave the carb heat on - depending
on conditions. But often enough close it on base - ice buildup does not happen
THAT fast - again, depending on conditions.
By the way, taking off with carb heat ON was
recommended in the Ercoupe Flying manual if I remember right. ( Can't verify
that right now)
As for the causes of accidents, I would not believe a
pilots story, unless it's my brother. Getting the insurance to pay for it and
the NTSB off your neck requires often a deviation from what really
happened.
Example: A Piper Tomahawk crashes on takeoff half a mile
behind the runway into a fence on my Airport in California.
Since I did ferry fly that plane from Kansas
City to California just a few month before, I knew the plane very good.
Spoke to the mechanic about it.
He told me that the owner and an instructor taxied fast
for take off - did not do a run-up and had the engine stutter when half way down
the runway. They took off anyway and at the end of the runway the engine quit
completely hence the crash landing.
My mechanic was one of the first at the crash site. The
guys survived with bruises. The plane was totaled and the fuel selector was in a
closed position.
When asked about the selector, the guys stated that they
closed it before crashing to avoid fire.
Now what was the cause for that accident?
NTSB Identification: LAX04LA182
From what I heard at my airport, most of the
aircraft problems are fuel related. People forget to switch tanks,
switch to the wrong one, don't refuel or who knows what.
Carburetor icing is not as often the cause, but can
be.
Hartmut
----- Original Message -----
Sent: Thursday, May 25, 2006 3:27
PM
Subject: [COUPERS-TECH] On carb ice
----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
I'm still pondering
possible causes of the two Coupe
power losses/accidents last week, i.e., one into a tree top, one into water.
Additional Tech site inputs seem to agree on NOT using carb heat on takeoff, and in ALWAYS applying it prior to
reducing rpm below 2000 on landing approach. Of course, this practice makes
attention to your approach more demanding since you will have less power
available (with reduced rpm) for correcting excessive
sink rate and wave-off/go-around. And, you must shut off the carb heat prior to taking off on a touch and go landing. Yes, it is usual practice to adjust for peak
rpm by use of the mixture control, particularly at elevations higher than the ten feet here in Florida, but I
don't see much agreement to diddle with the carb heat or throttle at such times. Please feel free to
"chime in" with your additional comments..Thanks.
DON
![]()
==============================================================================
To leave this forum go to: http://ercoupers.com/lists.htm
==============================================================================
To leave this forum go to: http://ercoupers.com/lists.htm
