My 9th Wedding Anniversary Trip, To Newport, OR Carb Ice & Real Engine Out "Long"

"Bob Gardner" wrote in message
...
Glad to hear it...too many pilots fly over water without them. I've flown
the Astoria-Crescent City trip many times, staying within gliding distance
of the beach. South of Crescent City there are many places where there is
no
beach at all. For future reference, I have talked to CEC-based pilots who
tell me that the fog can roll in mighty fast...racing them to the airport.

Did you lean the mix when you pulled the carb heat on? Remember that
adding
carb heat richens the mixture and you should lean to compensate.

I was at cruise and yes I was leaned out as I always do at 2,350 rpm the air
was very stable winds aloft were almost non existent it did not even feel
like we were flying, I was just reading a post on google about flying the
150 with a little bit of carb heat on if your in a moist airmass as the
150's carb's really likes to ice up any truth to this? is it wise to cruise
with a little bit of carb heat on in the conditions I was in today?

NW_PILOT wrote:

is it wise to cruise
with a little bit of carb heat on in the conditions I was in today?

I was taught and have read in several publications that you should always use full
carb heat if you use it at all.

George Patterson
None of us is as dumb as all of us.

Use partial heat only if you have instrumentation that tells you the
conditions in the carburetor throat, either optically or by temperature. All
unmodified 150's have Continental engines, according to the Blue Book, and
Continentals are far more prone to carb ice than Lycomings. If I was flying
your 150 I would be watching the RPM really close when in conditions
conducive to carb ice, which are illustrated he
http://www.ez.org/carb_ice.htm.

Bob Gardner
"NW_PILOT" wrote in message
...

"Bob Gardner" wrote in message
...
Glad to hear it...too many pilots fly over water without them. I've
flown
the Astoria-Crescent City trip many times, staying within gliding
distance
of the beach. South of Crescent City there are many places where there
is
no
beach at all. For future reference, I have talked to CEC-based pilots
who
tell me that the fog can roll in mighty fast...racing them to the
airport.

Did you lean the mix when you pulled the carb heat on? Remember that
adding
carb heat richens the mixture and you should lean to compensate.

I was at cruise and yes I was leaned out as I always do at 2,350 rpm the
air
was very stable winds aloft were almost non existent it did not even feel
like we were flying, I was just reading a post on google about flying the
150 with a little bit of carb heat on if your in a moist airmass as the
150's carb's really likes to ice up any truth to this? is it wise to
cruise
with a little bit of carb heat on in the conditions I was in today?

"NW_PILOT" wrote in message news:MvqdnT3kkdk-J0LdRVn-

I was just reading a post on google about flying the
150 with a little bit of carb heat on if your in a moist airmass as the
150's carb's really likes to ice up any truth to this? is it wise to
cruise
with a little bit of carb heat on in the conditions I was in today?

I think the use of carb heat is generally binary (on or off), but I have
noticed in the last month that I've had to use carb heat a lot more often
than usual in normal cruise situations.

-c

"Bob Gardner" wrote in message

Ten miles out over the ocean in a 150? Life jackets on board? Could you
have
glided to the beach?

Maybe, but I think the Astoria instrument approach vectors you several miles
off the coast as well. Should jackets be something to include in the
equipment for such a flight?

(I've got a stack of 'em and they don't weigh much, so might as well if I'm
headed that direction, but I've never flown off the coast so far that I
couldn't glide to the beach anyway.)

In any case, life jackets in the Pacific in these parts keep you alive just
long enough for hypothermia to kill you, but it sounds like Steven was on
the ball enough that the Coast Guard would have known where to find him had
he ditched.

-c

Great story!

Yeah that carb ice can be a sneaky little bugger. Both times I experienced
it (the second time it was more severe and the engine went graveyard dead on
a few occasions ) I was in an 'Ice Maiden' g C-152.

Your experience sounds almost identical to my second (more severe) carb ice
incident, except that I opted to do an emergency landing at an airport that
I knew I could easily glide to even if I lost all power. For me, the reason
I did the precautionary landing is that I didn't feel that I had enough
experience to really say it was a carb ice issue I had been dealing with for
certain - even though I was sure of it. So, I opted to land, just in case
there was some other reason that my level of experience didn't permit me to
ferret out the actual cause.

Great job! Glad the Mrs. handled it well, also!

P.S. I may be 'preaching to the choir' at this point and telling you
something you already are aware of, but just in case you, or others reading
your post weren't aware; I did want to mention that carb ice doesn't require
there to be freezing or near freezing temperatures just outside the
aircraft. In fact, outside temps in the seventies with sufficient humidity
will produce carb ice.

In fact, the first time I ever experienced carb ice (less severe than my
second experience) the temperature outside the cabin was in the mid 70's and
it was generally a warm day, with relatively high humidity - that's all it
took...

--
--
=-----
Good Flights!

Cecil
PP-ASEL
Student-IASEL

Check out my personal flying adventures from my first flight to the
checkride AND the continuing adventures beyond!
Complete with pictures and text at: www.bayareapilot.com

"I fly because it releases my mind from the tyranny of petty things."
- Antoine de Saint-Exupery -

"We who fly, do so for the love of flying. We are alive in the air with
this miracle that lies in our hands and beneath our feet"
- Cecil Day Lewis -

"Cecil Chapman" wrote in message
m...
Great story!

Yeah that carb ice can be a sneaky little bugger. Both times I
experienced
it (the second time it was more severe and the engine went graveyard dead
on
a few occasions ) I was in an 'Ice Maiden' g C-152.

Your experience sounds almost identical to my second (more severe) carb
ice
incident, except that I opted to do an emergency landing at an airport
that
I knew I could easily glide to even if I lost all power. For me, the
reason
I did the precautionary landing is that I didn't feel that I had enough
experience to really say it was a carb ice issue I had been dealing with
for
certain - even though I was sure of it. So, I opted to land, just in case
there was some other reason that my level of experience didn't permit me
to
ferret out the actual cause.

Great job! Glad the Mrs. handled it well, also!

She did not know the engine quit till I did the radio call she just thought
since I was just past the mountain range it was time to go down she just
gets air sick all the time & my wife really trusts me.



P.S. I may be 'preaching to the choir' at this point and telling you
something you already are aware of, but just in case you, or others
reading
your post weren't aware; I did want to mention that carb ice doesn't
require
there to be freezing or near freezing temperatures just outside the
aircraft. In fact, outside temps in the seventies with sufficient
humidity
will produce carb ice.

In fact, the first time I ever experienced carb ice (less severe than my
second experience) the temperature outside the cabin was in the mid 70's
and
it was generally a warm day, with relatively high humidity - that's all it
took...

Yes, I have expericanced it a few times in warmer weather but never as sever
as this time carb heat usually dose it but this time wow came on so fast.



--
--
=-----
Good Flights!

Cecil
PP-ASEL
Student-IASEL

Check out my personal flying adventures from my first flight to the
checkride AND the continuing adventures beyond!
Complete with pictures and text at: www.bayareapilot.com

"I fly because it releases my mind from the tyranny of petty things."
- Antoine de Saint-Exupery -

"We who fly, do so for the love of flying. We are alive in the air with
this miracle that lies in our hands and beneath our feet"
- Cecil Day Lewis -

NW_PILOT wrote:


I start to descend down to warmer air all of a sudden at 7,500' I get
silence' the engine quits prop is just wind milling!

You were running with Carb Heat at this point?

- Andrew

Yes, when the engine started to run ruff at 8,300' I put the carb heat on
and started to descend.
"Andrew Gideon" wrote in message
online.com...
NW_PILOT wrote:


I start to descend down to warmer air all of a sudden at 7,500' I get
silence' the engine quits prop is just wind milling!

You were running with Carb Heat at this point?

- Andrew

"NW_PILOT" wrote in message news:doWdncJyT4TZz0LdRVn-

All I can say is what a trip I never had carburetor ice so bad that the
engine went out what a rush it was and the wife really enjoyed the little
1
day vacation in paradise.

This happened to me on my private long x-ctry, inbound and low over Walla
Walla. I remembered the end of The Great Santini where the pilot augers
rather than eject over a populated area and thinking "Oh, this is crap."
Reported problems, the carb heater straightened things out, I landed and
called the FBO to tell them I was going to take a short walk before starting
the return trip.

Did better than the other student an hour behind me on the same trip. On
his way home, he circled over the factory where he works a bunch of times,
near the bend in the Columbia, got confused and ended up in the MOA north of
Yakima. Turns out he followed the river in the wrong direction instead of
following his DG and waypoints.

-c