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At 06:43 PM 12/1/01 -0600, L Friedman wrote: >Thanks for the info. with 1200 hours behind Lycomings I never had any >problem with carb ice. That is common experience. Lycomings have a different geometry for their intake system that tends to discourage carb ice. For example, you'll note that Piper POHs don't tell you to put carb heat on at reduced power settings unless ice is suspected. Cessna manuals tell you to put it on automatically at low settings. I suspect that this is really a carry-over from the times when the 150 and 172 were both powered by 0-200s and O-300s respectively. I also suspect that O-320 powered 172s really don't need the carb heat as a routine matter. If you look at the accident reports for Cessna 150s, you'll see TONS of reports of them crapping out on poor students who forget the carb heat. You'll not see this on the 152. On the baby Continentals, power reduction and carb heat application must become coupled in the habit of the pilot. A65 through O-300, same story. You must also be vigilant in ALL phases of flight. If the RPM falls off without a change in pitch or throttle setting, you MUST believe it is carb ice and you MUST respond with full carb heat without hesitation. You don't have time to screw around wondering. I would estimate that I encounter ice carb ice in cruise on 20% of my cross-countries here in the Northeast during the warmer months. This is in a C85 (Stromberg) coupe and an O-200 (Marvel) coupe. I, too, had never encountered carb ice UNTIL I started flying behind little Continentals. I thought it was a myth. No more. It's real. Greg ==^================================================================ This email was sent to: [EMAIL PROTECTED] EASY UNSUBSCRIBE click here: http://topica.com/u/?aVxiLm.aVzvvT Or send an email to: [EMAIL PROTECTED] T O P I C A -- Register now to manage your mail! http://www.topica.com/partner/tag02/register ==^================================================================
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