Carb Ice - No Way - "way" dude - lessons learned and that butt pucker moment
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- čas přidán 11. 01. 2021
- Short video, was going to be a longer one for a IFR flight, but on departure the engine started to run rough and kinda freaked me out for a few seconds. Thankfully not hard IFR...did not even cross my mind to pull the carb heat...lesson learned about carb ice and temperatures, even with clear blue skies above !
I bet you don't make that mistake again. When something like that happens and you get out of it in fine order don't forget to say, "Thank you Lord, for a good lesson". I had my moments as a new tractor trailer / tanker driver. After my pre trip and before i climb in the cab i always said this little prayer. Keep me focused Lord, don't let me daydream or ruminate on old issues. Save me from the idiots on the road and don't let me do something stupid or impulsive. Amen. lol.
Very true! and yes , I will double check that, never thought it was a bad MAGNETO...thx. for watching !
Thanks for sharing. I had my first encounter with carb ice this week in clear, cold skies.
I heard the roughness first and thought maybe I had overleaned. When enriching the mixture didn't work, I thought maybe I had a bad mag. I checked each sequentially and about the time that I ruled out the mags, I noticed a power drop and it finally clicked in my head.
It was definitely an attention getter.
totally agree , it was holy smokes what the heck ?
Great video. I just finished the webinar on carb icing, and learned a lot. Thanks for sharing your experience with it.
Glad it was helpful! Thank you for watching
Thank you for posting this
Any time
Nice job on the energy management. We routinely are in prime conditions for carb ice, here in western Washinton. Any time I feel the slightest tick from the motor, I pull that knob. A good visual indication are the con-trails off the prop. Sometimes they aren't seen, but on the replay of the video.
Cool, thanks and thank you for watching ... will keep this in mind....
THANK YOU!
You're welcome!
I did a run up on my plane the other day. No flying because of rain and ifr conditions and wanted to check everything out. I missed the initial engine roughness and developed carburetor ice and the engine shut down. The things we overlook because we get distracted can kill us!
True and sometimes just the little things, then they all add up to a BIG thing
Double check the point you put on the carburetor icing probability map. Instead of using 5°C on the vertical, dew point depression axis, you should have used 0°C. That is because your OAT minus dewpoint gives you the dew point depression (5°C - 5°C = 0°C). Still squarely in carb icing territory. Nice flying, and way to keep your cool!
thank you ... it was not a pucker moment as the engine was still doing ok... but it still does get your attention fast...
Wow! Thanks for sharing. A very good reminder for those of us who don't regularly fly in locations/conditions where carb icing is common. You did a great job staying calm and getting back safely. Lesson learned. I was looking forward to a Santa Rosa flight video! Did you cancel the trip, end up driving, or did you fly after figuring out what was going on?
Canceled going to figure stuff out...would have been really late...going again soon most likely IFR again..thanks for watching...hopefully the lesson learned will allow me to pull the carb heat vs. slamming it back to the airport.
Thanks for sharing, no matter what we do (and with anything we do - flying, driving, using power tools, etc.), we'll always have moments like this and the most important thing is what you showed here: own it, analyze it, understand it, and *learn* from it so that it doesn't happen again! Kudos!
Question on the icing chart: The red marker (I'm assuming that you added it) is in the wrong place? According to the instructions at the top, the "Y" axis is the "dew point depression" (which it defines as "Temp - DewPt = DewPt Depression")... You mentioned that the weather was 05°C/05°C Tmp/Dewpt ... Which would make the depression 0°C... Which would put the marker at the bottom?
you are correct, I mis read the instructions since the reading was "0" I left it at 5 but it is really 0 and does put it at the bottom - thanks for watching !
Good handling of the situation. But I always add carb heat with roughness, because it only makes it run a bit slower with the heat in non-ice conditions. It does offer another area to training. I learned during flight training that you can be at pattern altitude and do a full control stop forward slip and put it on the numbers. I have done it 3 or 4 times. I use slight forward slips to quickly adjust altitude. Go practice forward slips and try a landing where you are above glide slope and slip down to the center of the approach. We always want stable approaches, but adverse conditions need to be trained for. Have fun training with forward slips.
Thanks for watching... i ended up slamming in 40 degrees of flaps to get r down...next time carb heat will be my first go to....40 flaps is like speed brakes !
Yes 40 Degree flaps are very good. But still try the forward slip, with the flaps. I enjoyed being able to dump lots of altitude when necessary.
I will give that a try for sure
Slipping is my go to when ever I’m too high or just want to scare a first time passenger. LOL Also some 172s have a placard stating no slips with full flaps but I guess in an emergency everything counts.
Mine also states that no slips with 40 flaps...but true, when you have an issue and need to get on the ground...that would be the fastest way...i am not sure if it puts too much loading on the airframe or ?
Correct me if I’m wrong but I was taught that carb ice was likely to happen at low rpm setting especially on a Cessna. Assuming you were still climbing its very likely you were at a full power which just leaves me wondering what is the safest approach if you absolutely need to take off in these conditions. Would it be to apply carb heat right after take off thus reducing engine performance until clear of visible moisture? Sorry if its a dumb question but I have never been face with this decision before plus haven’t flown carbureted in a long time.
In talking with others that have been flying longer than i , take off with NO carb heat and apply when first signs of carb ice are encountered. Based on the chart posted in the video, there is a broad range and temperature/dewpoint spread it can effect the engine and form carb ice. If i would have applied it and understood that is what it was, the trip would have been uneventful and could have made my destination... carb heat would be used for a minute or two while climbing then return to normal and see as I climb how the engine would have behaved.
awesome video. can you do a tour of how you setup the cameras in your cockpit
Yes I will, give me a month and I can get it done ...
@@fortheLoveofFlight thanks so much! Love the videos as always :)
That engine is much more prone to sticking valves than icing at high power levels.
thanks for watching...!
@@fortheLoveofFlight did you come to a conclusion?
well...we are working on it... some thought sticky valve, some think carb ice and now as of today, possibly a spark plug issue. flew a bit today and had a similar hiccup , returned to field and did a run up at the hanger and right mag was rough and low by about 250 RPM, did not do that on initial run up and take off, though it seemed to be the right mag just was not the same from about 2-3 weeks ago...so now we are looking into that...mags were just rebuilt within the last year....
@@fortheLoveofFlight mike Busch uses a stress test in flight for ignition problems, you need an engine analyzer, it involves turning off mags in flight and checking temps, I have found it useful in my Viiking
@@fortheLoveofFlight if you have Tempest plugs, that could be it, I threw mine away and went back to heavy electrode Champions.
After thinking about the scenario you had, do you think it may have been a good idea to declare an emergency? By declaring an emergency, then you don’t have to worry about breaking any IFR/VFR rules. .Kind of a CYA. Just a thought. Not armchair quarterbacking.
Good point..if the airport had not been VFR taking off I would have done that immediately , but on my initial turn, I could see that even if the engine went I could make it back to either of the runways without issue at all and there was no one flying that morning but me ...
for the Love of Flight cool
Why not mount a tiny camera inside the carb and keep an eye on it inside visually
We have carb sensor we are going to install with our new JPI930 primary replacement panel in the near future