My single "real"* experience of carb icing was in a Tomahawk. In the California springtime. Takeoff temps were about 75° F or so. Engine started running a little rough shortly after climb-out, and we started losing a little RPM. Instructor used it as a "teachable moment" and introduced me to the idea that any engine can get carb ice, even on a summer day. Pulled out the carb heat and, sure enough, in a few seconds, all was right with the world.Yep,Lycoming...
Yep,in the POH...
Do I agree with it....nope.
Because of the carb setup for the Lycoming it is not prone to icing.
Will the gentleman that eventually puts me under the microscope care that we both know that the Lycoming probably wont ice up.......nope.
He is going to know what my POH says and he's going to hold me to that standard during my check ride.
If I'm wrong....somebody call me on this.
I have seen that happen before. The reason trainers are a little under powered. Like paint, lots of power can cover a multitude of sins.Ah.
im Agreeing it should be used per the POH for the check ride. During a check ride, you can explain why you do something different over the POH but the answer can’t be because I want to do it that way. It better be a true better way over the POH that the Examiner believe you. I did it on my check ride, but he knew I knew my aircraft and it was diverting from the checklist for a hot start. Pretty minor diversion. It was not an emergency procedure or like.
Last Thursday the airport had a plane stall spin on takeoff/ touch and go. No one was hurt. The instructor still believes he did not stall it. The student and he were only about 50 ft in the air so it never had the altitude to finish a break and do a spin. It cartwheeled to the side of the runway. Instructor is retired airline that just got his CFI signed the day before. He had little GA experience. He thought the plane would just climb like his jets did. It was the students C150. He did not follow the POH with airspeed, he flew how he expected it to act. Probably some configuration problems in there too.
If you fly in accordance with the POH and something happens, your insurance will be much more happy. They see it as a manufacturer problem. You do something on your own, they have to decide your fate.
As much as the FAA is something that has to be delt with, insurance sets the real flow.
I’m with you 100% Pops, but I remember one instructor (not mine) that taught taildragger students to fast-pump the rudder full left and right as they landed. I suppose it was his way to keep their feet moving (instead of dead on the floor) and allow the corrections at a subconscious level. I think he even taught this in tricycle gear aircraft. I did not agree with his technique, but I have to admit that I never saw any mishaps, and his students went on to solo.When landing a taildragger I see a lot of pilots wagging the rudder to extremes in both directions. Sort of reminds me of the pulse rudder RC models back in the 1950's or reminds me of a fish. Doing this you get an average of your input. Been flying taildraggers since day one in 1970 and I just watch for ANY slightest nose swing and keep it from swinging with just enough to do the job and not over control. Just small deliberate inputs as needed. I see pilots do the same thing with the stick in pitch on landing. Its like they are over controlling for what is needed and then trying to stop the over controlling with another over control in the opposite direction.
I you try that technique in my airplane, you will wreck.I’m with you 100% Pops, but I remember one instructor (not mine) that taught taildragger students to fast-pump the rudder full left and right as they landed. I suppose it was his way to keep their feet moving (instead of dead on the floor) and allow the corrections at a subconscious level. I think he even taught this in tricycle gear aircraft. I did not agree with his technique, but I have to admit that I never saw any mishaps, and his students went on to solo.
Maybe it was one of his students that went on to break off the rudder of an airbus in Queens NY in 2001.
I was flying those things when that happened. Then they came out with the report and the fix was don't reverse the rudder input. Laughable. It definitely wasn't a pilot's airplane.Maybe it was one of his students that went on to break off the rudder of an airbus in Queens NY in 2001.