Primarily for general aviation discussion, but other aviation topics are also welcome.
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User avatar
By JAFO
#1783584
Miscellaneous wrote:The comment was generic and not aimed at anyone in particular. :oops:


I didn't take it to be only aimed specifically at me and didn't take any sort of offence. It is a very good attitude to take and one I am really working on.

I agree absolutely, to do anything other than take calculated risks is to risk missing out on life's best moments.
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By Flyin'Dutch'
#1783604
The Kissimmee Bum wrote:
Flyin'Dutch' wrote:Carb Heat cold after touch down or on go-around.

Really?

I always pop carb heat to cold at 300ft to avoid potential for rich cut in the event of a go round / aborted landing?

I have to stress that I’m not saying you are wrong. Just interesting to note differing methods.


Flying with a number of veritable ice maker engines* has led me to make that my SOP; a rich cut is easily avoided by feeding in the throttle slowly and at the same time closing the Carb Heat; in certain conditions the time from 300ft to go-around is plenty long enough to have sufficient carb-ice.

*RR O-200 and Lyc O-540
By rusty eagle
#1783626
Flyin'Dutch' wrote:
The Kissimmee Bum wrote:
Flyin'Dutch' wrote:Carb Heat cold after touch down or on go-around.

Really?

I always pop carb heat to cold at 300ft to avoid potential for rich cut in the event of a go round / aborted landing?

I have to stress that I’m not saying you are wrong. Just interesting to note differing methods.


Flying with a number of veritable ice maker engines* has led me to make that my SOP; a rich cut is easily avoided by feeding in the throttle slowly and at the same time closing the Carb Heat; in certain conditions the time from 300ft to go-around is plenty long enough to have sufficient carb-ice.

*RR O-200 and Lyc O-540


Add Continental C90 to that list. I had carb icing on full power climb in a cub one January.
Flyin'Dutch', Joe Dell liked this
User avatar
By Rob P
#1783633
rusty eagle wrote:Make sure the master switch is off when leaving the aircraft


And even then walk back and check it again after moving more than 250 metres from the aircraft.

Rob P
Flyin'Dutch' liked this
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