DOCSLIB.ORG

Carburetor Icing and Control

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Carburetor Icing and Control CAVEAT EMPTOR ... (Continued from Preceding Page) facturer allows becaus e harmonith f o e c vibratio- en n tanglements that are set up. Third, to complicate the matter further . whic e proin s pitche th ,4 s pwa hi 6 o dt again way over the manufacturer's limit. With three strikes against it, that prop was bound to go out and it just about took me with it. Carburetor Icing On this subjec f buyino t g e homebuiltpropth r sfo I , ha a dlon g chat with Steve Wittma t Oshkosa n d an h have subsequently talke o t othed r well qualified, knowledgeable people. Base n whado t I've learnedd I' , like to submit these recommendations: 1. If interested in buying a "reconditioned" prop Iml Control from a shop not well-known to you, check with the FAA to find out if they are a certified prop shop. My supplier was not certified. This will not make them liable for an experimental prop that they sell you, but at least they'l e limius l t tables, etc. n makini , youp u g r prop. Get a yellow tag! f 2buyinI . a gpro p fro a mprivat e source, check Shivers,B. ByC. (EAAJr. 49289) with the FAA or other facility to determine that the prop model wile suitablb l r youfo e r purposes. Just 8928 Valleybrook Road becaus t bolfite i th st pattern doesn't mea nthinga . Birmingham, Alabama buyinf - I . de 3 thae s gbrana on propwa t w y dne bu , signed for a similar application to yours. In my case, a prop for a 125-hp "Swift" might be the answer, or per- hap e "Yankeeth s " prop n thaI . t waye b t t i wil, no l necessary to cut it down much nor will it be neces- sary to change the pitch much from the original. 4. If you don't know all the facts about that prop V^ARBURETO e th hazard f Ro s ICINGE ON , you're thinking about bolting onto your machine, stopd ,an don't make another move! Get the facts! Talk to the guys of primary concer o pilott n f ligho s f t o aircraft e on s i , e mosth t controversial subjects connected wit e fielhth d in the "know", look up the specs, and make certain of aviation. My interest in this subject increased as that you aren't being eased down the primrose path. the result of a landing, with a dead engine, at the Birming- In my case, I was lucky. I'm still around to tell the Municipam ha l Airpor Februarn o t , 1963 10 ye air Th .- I full tald y an e expec o havt t e "Tailwind" N-312t Sa craft involved, Piper "Super Cruiser", N-4297Ms wa , Oshkos t n '72whai hbu , t about you? Before grabbing also the first aircraft on which the Shivers carburetor up that bargain, beware!!! ice indicator was installed. Prio thio t r s collected timha eI d several informative articles relating to carburetor icing (AOPA Pilot, De- cember, 1959 and Flying, February and December, The failure of fixed metal propellers on home- 1960) in an effort to become better acquainted with builts problema is of great concernHead-EAA to the problems involved in an effective means of detec- quarters. Several accidents of this type have occured tion of ice in an aircraft engine induction system. in the past few years and have been the probable Assuming tha informatione th t s providea , thesn di e cause somein fatal accidents. manyIn casesthe articles, was correct as to location of ice build-up, metal propeller has been a cut down, repitched one the only problem appeared to be the construction of a such as in the story. Often, they are damaged suitable detection device e uniTh .t used provide- de a d propellers that have been straightened before other tection rangdegree6 3 f eo s below freezin degree2 3 ( g s modifications are accomplished. An added element F to -4 degrees F or 0 to -20 degrees C) providing (althoughShafer's Mr. casefactora the of in not the necessary temperature detection range as suggested "Tailwind" accident) has been the use of these props by these articles accumulateIce . thiin d s temperature with shaft extensions. range woul indicatede db . HeadquartersEAA wants compileto a report on Initial ground test, conducted wite "Supeth h r the use (and misuse) of cut down metal propellers. Cruiser" durin e springth f 1963go , revealed thae th t We would appreciate any and all information probe wire installed adjacent to the throttle valve pro- members have that would apply to this particular vide desiree dth d indication, under simulated conditions. problem area.resultsThe willprintedbe in (The hol n whici e e prob s th hfirs wa et locate s proi d - SPORT AVIATION. vide e opposit drillinr th d fo n o e idl t egth e e je sid th f eo In addition to the advice and warnings contained in carbureto s alsri e locatio waloe th d Richte th an l f no r the article, EAA advises that the builder contact carburetor temperature probe and the ARP ice detector.) originalthe manufacturer metalhis of propeller On November 8, 1963, after completion of the required providing the model number, the new length and paperwork, STC SA217SO was issued by the FAA ap- pitch you plan to use, and the anticipated rpm provin e installatiogth e carburetoth f no indicatoe ic r r operating range. their Ask feasi- the adviceto as on the "Super Cruiser". bility of your modifications - particularly with re- Flight test, conducted wite "Supeth h r Cruiser", metallurgicalgardsthe to considerations. Secondly, soon revealed that actua accumulatioe ic l sufficienn ni t wooda of considerpropelleruse "Spit-the the - quantit causo yt e powe t providrno los d indican di sea - fire" OJf.did with wooden blades! tion at the probe location. It was determined that the deflection of the fuel air mixture by the throttle valve provided a temperature consistently 15 to 40 degrees 48 SEPTEMBER 1972 colder than the same point (idle jet location) on the coming air freezes as it passes the outer rim of the throttle opposit e carburetor th wal f o l e temperaturth , e differ- valve, restricting the air inlet and also resulting in ential determined by the throttle setting. Continued test, an overrich mixture. Corrective procedure for this type of actual and simulated, revealed that the probe provided engine failure is to advance the throttle to cruise or full a flat surface (the type probe presently used by the ARP open position (correct fuel/air ratio supplie e maith ny db ice detector) on which ice particles deflected past the fuel nozzle o restort ) e heath e e carburetot th ris o t e r throttle valve roul trappee db r flo ai provido wt y db n ea heat shrou appld dan y sufficienheaa r fo t t lengt timf ho e erroneous indication ot' ice but did not provide an indica- to clear the ice formation, this condition indicated when tion of ice when power loss was experienced due to actual the throttle can be retarded to the closed position and the icing. Additional test revealed conclusively tha onle th t y engine idles normally. This type of icing was the cause point wher e accumulatesic e , causing power d losan s e enginoth f e failure experience- de s wa t 196n i di d 3an engine roughness, is on the throttle assembly and the termined after landing that a throttle setting of 1600 probe wire was relocated on the throttle valve under rpm would permit engine operation; however time th et a , SA316SOC ST . Although thi- s ac informatio e ic o t s (a n landine ofth t attribute failure no g th s ewa carburetoo dt r cumulatio throttle th n no e assembly rather than closinr go ice. restrictin e inductiogth n passag s previouslea y depicted Noticeable throttle valve icing of this type can also l illustrationial n f carburetoo s r t presentlicingno s i ) y be expecte occuo t d r during ground o idling150t 0 060 , accepte e FAAth y b d, despite letter d flighan s t demon- rpm with most aircraft, when the OAT is 40 to 60 strations including total power loss and restart demon- degrees F and the relative humidity is 80 to 100 percent. strations, continued test under actual conditions further Engine roughnes higd san h magneto drop, during engine substantiat previoue eth s findings. run-up e alsar , o associated with this typ f icingo e f I . The vaporization process, cause of temperature reduc- n accumulatioa s undetectei n d prio take-offo t r , severe carburetore t a th tio x n i n mi r ai , occurd e fueth an l s sa power loss may be experienced on take-off. If in doubt the point of fuel discharge, a nozzle located in the center abou e availabilitth t f fulo y l power a stati, c check e venturioth f . shoul made db e prio take-offo t r . As the fuel is changed from a liquid to a vapor, e secon Th d moran d e serious typ f engineo e failure evaporation cause a sreductio n temperaturi n e th f o e occurs at intermediate to full power settings, when the incoming air and the adjoining carburetor wall.
Load more

Recommended publications
  • Propulsion Systems for Aircraft. Aerospace Education
    DOCUMENT RESUME ED 068 292 SE 014 556 AUTHOR Mackin, T. E. TITLE Propulsion Systems forAircraft. Aerospace Education II. INSTITUTION Air Univ., Maxwell AFB,Ala. Junior Reserve Office Training Corps. SPONS AGENCY Department of Defense,Washington, D.C. PUB DATE 69 NOTE 128p. EDRS PRICE MF-$0.65 HC-$6.58 DESCRIPTORS *Aerospace Education; *Aerospace Technology; *Engines; Instruction; *Physical Sciences; *Resource Materials; Supplementary Textbooks; Textbooks ABSTRACT The main part of the book centers on the discussion of the engines in an airplane. After describing the terms and concepts of power, jets, and rockets, the author describes the reciprocating engines. The description of diesel engines hejos to explain why these are not used in airplanes. The discussion of the carburetor is followed by a discussion of the lubrication system. Lubrication is an important feature in the smooth functioning of aircraft, not only because of lubrication properties butbecause of its complementary role in cooling down the heat released in engines. The chapter on reaction engines describes the operation of the jet in theory and gives examples of how the different types of jet engines operate. Rocket engines are also explained briefly. The book is to be used for the Air Force ROTC program only.. (PS) U.S. OEPARTMENT OFHEALTH. EDUCATION & WELFARE OFFICE OF EDUCATION THIS DOCUMENT HASBEEN REPRO- OUCEO EXACTLY ASRECEIVED FROM THE PERSON ORORGANIZATION ORIG- INATING IT POINTS OFVIEW OR OPIN- IONS STATED 00 NOTNECESSARILY REPRESENT OFFICIAL OFFICEOF EOU- CATION POSITION OR POLICY. Air Force Junior ROTC Air University/Maxwell 4ir Force Base, Alabama cl N0- CO AEROSPACE EDUCATION II LLI Propulsion Systemsfor Aircraft T.
    [Show full text]
  • Propulsion Systems for Aircraft. Aerospace Education II
    . DOCUMENT RESUME ED 111 621 SE 017 458 AUTHOR Mackin, T. E. TITLE Propulsion Systems for Aircraft. Aerospace Education II. INSTITUTION 'Air Univ., Maxwell AFB, Ala. Junior Reserve Office Training Corps.- PUB.DATE 73 NOTE 136p.; Colored drawings may not reproduce clearly. For the accompanying Instructor Handbook, see SE 017 459. This is a revised text for ED 068 292 EDRS PRICE, -MF-$0.76 HC.I$6.97 Plus' Postage DESCRIPTORS *Aerospace 'Education; *Aerospace Technology;'Aviation technology; Energy; *Engines; *Instructional-. Materials; *Physical. Sciences; Science Education: Secondary Education; Textbooks IDENTIFIERS *Air Force Junior ROTC ABSTRACT This is a revised text used for the Air Force ROTC _:_progralit._The main part of the book centers on the discussion -of the . engines in an airplane. After describing the terms and concepts of power, jets, and4rockets, the author describes reciprocating engines. The description of diesel engines helps to explain why theseare not used in airplanes. The discussion of the carburetor is followed byan explanation of the lubrication system. The chapter on reaction engines describes the operation of,jets, with examples of different types of jet engines.(PS) . 4,,!It********************************************************************* * Documents acquired by, ERIC include many informal unpublished * materials not available from other souxces. ERIC makes every effort * * to obtain the best copravailable. nevertheless, items of marginal * * reproducibility are often encountered and this affects the quality * * of the microfiche and hardcopy reproductions ERIC makes available * * via the ERIC Document" Reproduction Service (EDRS). EDRS is not * responsible for the quality of the original document. Reproductions * * supplied by EDRS are the best that can be made from the original.
    [Show full text]
  • Carb Ice: the Threat and the Theory
    independent SERVICE CENTRE AIRCRAFT ENGINES Part # 44 Carb Ice: The Threat And The Theory 8. Inversion layers may exist whereby icing conditions are more in evidence than lower down, so we can climb by Mike Stratman with plenty of power and suddenly experience icing in an inversion. In the East inversions can be any height in a high pressure system (clear cool day). In a low with Dennis Pagen pressure system inversions don’t usually occur, but plenty of humidity abounds so icing can be a problem. Throttling back from cruise you set up a long glide to In the West, inversions are more likely due to local ef- your home field in the distance. As you descend you can fects and terrain allowing different layers of air to move feel the air change temperature as you pass into a new into an area. Whether or not these inversions present inversion layer. The air is now cool and moist. After several an icing problem depends on where the air mass origi- minutes the engine starts to lose rpm, you increase the nates. The generally drier air in the West reduces the throttle setting without a response. The engine begins to problem greatly. run rough and shake. You work the throttle furiously to no 9. Ice forms for two reasons: drop in temperature due to avail. Despite your best efforts the engine quits. Have you the drop in pressure in the venturi (about a 5 degree just been a victim of Carb Ice? drop in temp) and due to evaporation of gasoline as For years the debate on the facts and fiction surround it mixes with air (this drop can be 60F or more) The Carb Ice in Rotax engines has raged.
    [Show full text]
  • EASA Safety Information Bulletin
    EASA SIB No: 2010-03 EASA Safety Information Bulletin SIB No.: 2010-03 Issued: 13 October 2010 Subject: Carburetor Icing Prevention Ref. Publications: Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB) CE-09-35 dated 30 June 2009. Applicability: All piston engines with carburetors, installed on any aircraft. Description: The FAA published the above-referenced advisory document (which is attached as pages 4 through 6 of this bulletin) to inform pilots of piston engine aeroplanes of the potential hazards associated with carburetor icing. After reviewing the available information, EASA support the recommended actions contained in FAA SAIB CE-09-35, but consider this should apply to piston-engine rotorcraft as well. Since this is a ‘generic’ subject that addresses all piston engines with carburetors, i.e. not only those of US origin, the SAIB cannot be considered as a ‘State of Design’ advisory. For that reason, EASA have decided to explicitly apply these recommendations to all piston engines with carburetors and add recommendations for carburetor icing when experienced on rotorcraft. This SIB is published to ensure that all pilots of piston engine aircraft registered in European Union Member States or associated countries, are made aware of these recommendations. Recommendations: For fixed-wing aircraft, refer to the FAA SAIB, pages 4 through 6 of this SIB. For rotorcraft, it should be considered that piston engine helicopters equipped with carburetors are as vulnerable as aeroplanes to carburetor icing in the critical conditions of temperature and relative humidity. However, the consequences of icing are potentially much more severe. In a light aeroplane, ice accretion in the intake is relatively obvious through monitoring of engine RPM (revolutions per minute), manifold pressure and general engine behaviour.
    [Show full text]
  • Cherokee Warrior Ii Information Manual
    CHEROKEE WARRIOR II INFORMATION MANUAL . ~ Cherokee Warrior II PA-28-161 HANDBOOK PART NO. 761 649 Published by PUBLICATIONS DEPARTMENT Piper Aircraft Corporation Issued: December 16, 1976 REPORT: VB-880 ii APPLICABILITY Application of this handbook is limited to the specific Piper PA-28-161 model airplane designated by serial number and registration number on the face of the title page of this handbook. This handbook cannot be used for operational purposes unless kept in a current status. REVISIONS The information compiled in the Pilot's Operating Handbook will be kept current by revisions distributed to the airplane owners. Revision material will consist of information necessary to update the text of the present handbook and/or to add infonnation to cover added airplane equipment. I. Revisions Revisions will be distributed whenever necessary as complete page replacements or additions and shall be insert~d in to the handbook in accordance with the instructions given below: 1. Revision pages will replace only pages with the same page number. 2. Insert all additional pages in proper numerical order within each section. 3. numbers followed by a small letter shall be inserted in direct sequence with the same common numbered page. II. Identification of Revised Material Revised text and illustrations shall be indicated by a black vertical line along the outside margin of the page, opposite revised, added or deleted material. A line along the outside margin of the page opposite the page number will indicate that an entire page was added. Black lines will indicate only current revisions with changes and additions to or deletions of existing text and illustrations.
    [Show full text]
  • Sp4409-Vol2-2.Pdf
    308 Chapter 3: The Design Revolution Document 3-15(a-e) 309 INTO THE NacELLE The problem becomes easiest when there are outboard engine nacelles, for the nacelle usually provides ample space for housing the gear and gives the proper tread with the wheels located under the concenetrated loads On a high wing monoplane design with engines in the leading edge, the landing gear must be very high Because of the great height it is almost impossible to take the side loads as a cantilever, and therefore the design must be complicated by side struts to the fuselage as on the General YO-27 (see illustration) where they remain out in the air-stream when the wheel is retracted In the new Dutch built Fokker F-XX a compromise apparently has been reached by retaining the high wing and lowering the engine nacelles below the wing so that a completely retractable gear can be obtained with no side struts to the fuselage, the nacelles carrying all the load Fokker seems to have decided that the slightly increased drag of the lowered nacelles did not offset the advantages of the high wing, with its inherently less drag and greater lift as well as its absence of buffeting and better passenger vision (see page 59 and references 3, 4 and 5) How- ever, some designers have reached a compromise in another fashion, locating the nacelle in the best position with reference to the landing gear and then lowering the wing to have the engine in the leading edge Examples of this are the new Martin bomber, the Boeing bomber and the new Boeing transport, and the new Douglas
    [Show full text]
  • Final Report on the Accident to Piper Pa-28 Registered Oo-Tmi at Ebzh on 08 Februari 2011
    Air Accident Investigation Unit - (Belgium) CCN Rue du Progrès 80 Bte 5 1030 Brussels FINAL REPORT ON THE ACCIDENT TO PIPER PA-28 REGISTERED OO-TMI AT EBZH ON 08 FEBRUARI 2011 Ref. AAIU-2011-01 Issue date: 08 April 2011 Status: FINAL AAIU-2011-01 FOREWORD ............................................................................................................ III SYNOPSIS ............................................................................................................... IV 1. FACTUAL INFORMATION. ............................................................................... 5 1.1 HISTORY OF FLIGHT. .................................................................................... 5 1.2 INJURIES PERSONS. ..................................................................................... 8 1.3 DAMAGE TO AIRCRAFT. ................................................................................ 8 1.4 OTHER DAMAGE. ......................................................................................... 8 1.5 PERSONNEL INFORMATION. .......................................................................... 9 1.6 AIRCRAFT INFORMATION............................................................................. 10 1.7 METEOROLOGICAL CONDITIONS. ................................................................. 17 1.8 AIDS TO NAVIGATION. ................................................................................. 18 1.9 COMMUNICATION. .....................................................................................
    [Show full text]
  • Federal Aviation Administration Curriculum Guide For
    U.S. Department of Transportation Federal Aviation Administration FAA Headquarters Aviation Education Division FEDERAL AVIATION ADMINISTRATION CURRICULUM GUIDE FOR AVIATION MAGNET SCHOOLS PROGRAMS Prepared by Dr. Mervin K. Strickler, Jr. AHT-100-1-94 ABOUT THE AUTHOR Dr. Mervin K. Strickler, Jr., a native of Pennsylvania, graduated from Clarion State University. In 1951 he received his doctorate from Stanford University with specialization in aviation higher education. During his long and distinguished career he served as Director, USAF-Civil Air Patrol Aviation Education from 1951 to 1960, and as Director of the Federal Aviation Administration's Aviation Education Program from 1960 to 1979. From 1973 to 1979, he also worked with the Commonwealth of Independent States (then Soviet Union) as the FAA's representative for scientific and technical aviation education and training for all facets of civil aviation. He continues today as an international consultant on aviation education matters to industry, government, and all levels of education. Dr. Strickler's many publications and papers are included in libraries around the world. He is frequently called upon to speak at major aviation events and is well known nationally and internationally for his expertise in aviation education. PREFACE The Federal Aviation Administration's current interests, activities, projects and programs in aviation education represent and stem from a continuation and expansion of programs and similar initiatives of its predecessor organizations. Present programs are a result of the most recent FAA Administrator's Task Force Report on Aviation Education completed in 1990. The Report identified over fifty aviation education initiatives as appropriate to support the agency's objectives.
    [Show full text]
  • Pilots Operating Handbook (POH)
    WARRIOR III PA-28-161 PILOt’s OPERATING HANDBOOK AND FAA APPROVED AIRPLANE FLIGHT MANUAL AIRPLANE AIRPLANE SERIAL NO. ______________________ REGIST. NO. ___________________ PA-28-161 REPORT: VB-1565 FAA APPROVED BY: WILLIAM R. MOREU D.O.A. NO. SO-1 DATE OF APPROVAL: PIPER AIRCRAFT CORPORATION JULY 1, 1994 VERO BEACH, FLORIDA FAA APPROVED IN NORMAL AND UTILITY CATEGORIES BASED ON CAR 3. THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY CAR 3 AND CONSTITUTES THE APPROVED AIRPLANE FLIGHT MANUAL AND MUST BE CARRIED IN THE AIRPLANE AT ALL TIMES. WARNING EXTREME CARE MUST BE EXERCISED TO LIMIT THE USE OF THIS HANDBOOK TO APPLICABLE AIRCRAFT. THIS HAND- BOOK IS VALID FOR USE WITH THE AIRPLANE IDENTIFIED ON THE FACE OF THE TITLE PAGE. SUBSEQUENT REVISIONS SUPPLIED BY PIPER AIRCRAFT CORPORATION MUST be PROPERLY INSERTED. Published by PUBLICATIONS DEPARTMENT Issued: JULY 1, 1994 © 1994, 1995, 2015 Piper Aircraft Corporation All Rights Reserved REPORT: VB-1565 ISSUED: JULY 1, 1994 ii REVISED: JULY 17, 2015 APPLICABILITY Application of this handbook is limited to the specific Piper PA-28-161 model airplane designated by serial number and registration number on the face of the title page of this handbook. This handbook cannot he used for operational purposes unless kept in a current status. REVISIONS The information compiled in the Pilot's Operating H:mdhook, with the exception of the equipment list, will be kept current by revisions distributed to the airplane owners. The equipment list was current at the time the air­ plane was licensed by the manufacturer and thereafter must he maintained by the owner.
    [Show full text]
  • Section 3 Emergency Procedures
    TABLE OF CONTENTS SECTION 3 EMERGENCY PROCEDURES Paragraph Page o. No. 3.1 General 3-1 3.3 Emergency Procedure' Check List 3-3 Engine Fire During Start 3-3 Engine Power loss During Takeoff. J-3 Engine Power Loss In Flight 3-3 Power Off Landing 3-3 Fire In Flight 3-3 Loss Of Oil Pre 'sure 3-3 Loss Of Fuel Pressure 3-4 High Oil Temperature 3-4 Alternator Failure 3-4 Spin Recovery 3-4 Open Door. .................................................................. .. 3-4 Carburetor Icing 3-4 Engine Roughnes 3-4 3.5 Amplified Emergency Procedure' (General) 3-7 3.7 EngineFireDuring tart 3-7 3.9 Engine Power Lo s During Takeoff. 3-7 3.11 Engine Power Los In Flight 3-8 3.13 Power Off Landing 3-8 3.15 Fire In Flight , 3-9 .. 17 Loss Of Oil Pressure 3-9 3.19 La Of FueJ Pressure 3-10 3.21 High Oil Temperature 3-10 3.23 Alternator Failure 3-10 3.25 Spin Reco ery 3-10 3.27 Open Door 3-11 3.28 Carburetor lein l! ......................•........................................... 3-11 3.29 Engine Roughne s 3-11 REPORT: VB-790 3-i PIPER AIRCRAFT CORPORAnON SECfION3 PA·28-181, CHEROKEE ARCHER II EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 3.1 GENERAL The recommended procedure. for coping with ariou types of emergencie and critical situations are provided by this section. All of required (FAA regulations) emergency procedure and tho e necessary for the operation of the airplane as determined b the operating and de ign features of the airplane are presented.
    [Show full text]
  • A Study of Carburetor/Induction System Icing in General Aviation Accidents
    N75- 19200 NASA CR-143835 A STUDY OF CARBURETOR/INDUCTION SYSTEM ICING IN GENERAL AVIATION ACCIDENTS Richard W. Obermayer and William T. Roe MANNED SYSTEMS SCIENCES Northridge, Calif. 91324 March 1975 Reproduced by NATIONAL TECI-ICAL INFORMATION SERVICE US Department of Commerce Springfield, VA. 22151 Prepared for NATIONAL AERONAUTICS AND SPACE ADMINISTRATION Flight Research Center Edwards, Calif. 93523 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. NASA CR-143835 4. Title and Subtitle 5. Report Date March 1975 A STUDY OF CARBURETOR/INDUCTION SYSTEM ICING IN 6. Performing Organization Code GENERAL AVIATION ACCIDENTS 7. Author(s) 8. Performing Organization Report No. Richard W. Obermayer and William T. Roe 10. Work Unit No. 9. Performing Organization Name and Address Manned Systems Sciences 11. Contract or Grant No. 8949 Reseda Boulevard NAS4-2191 Northridge, California 91324 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Contractor Report - Final National Aeronautics and Space, Administration 14. Sponsoring Agency Code Washington, D. C. 20546 15. Supplementary Notes 16. Abstract The purpose of this study was to perform a current assessment of the frequency and severity of carburetor/induction icing in general-aviation accidents. The available literature and accident data from the National Transportation Safety Board were collected. A computer analysis of the accident data was performed. Between 65 and 90 accidents each year involve carburetor/induction system icing as a prob- able cause/factor. Under conditions conducive to carburetor/induction icing, between 50 and 70 percent of engine malfunction/failure accidents (exclusive of those due to fuel exhaustion) are due to carburetor/induction system icing.
    [Show full text]
  • Piper Cherokee Warrior PA-28-151 & 161 EMERGENCY PROCEDURES
    -If no fuel pressure is indicated, check tank 4. Electric Fuel Pump…………………..............OFF selector position to be sure it is on a tank 5. Fuel Selector…………………………………….OFF containing fuel. -If engine is already started and running, continue When power is restored: operating to try pulling the fire into the engine. Carb Heat………………………………………………OFF -Abandon if fire continues longer than a few seconds. Electric fuel pump………………………………….OFF -If power is not restored, prepare for power LOSS OF OIL PRESSURE Piper Cherokee Warrior off landing. Trim for 73 KIAS. Land as soon as possible and investigate the cause. Prepare for power off landing. Maintain altitude PA-28-151 & 161 until such time as a dead stick landing can be EMERGENCY PROCEDURES & POWER-OFF LANDING accomplished. Don't change power settings PREFLIGHT CHECKLIST 1. Locate suitable landing area unnecessarily, as this may hasten power loss. *This is to be used as a REFERENCE ONLY, it is not a substitute 2. When field can easily be reached, slow to for the Airplane Flight Manual. 63KIAS mph for shortest landing. LOSS OF FUEL PRESSURE *Refer to AFM/POH for amplified procedures. User assumes all risk of use in using this product. User consents to and 3. Touchdowns should normally by made at 1. Electric fuel pump……………………………..ON understands that American Flight Schools bears no liability for lowest possible airspeed with full flaps. 2. Fuel Selector………………..check on full tank the use of this product. When committed to landing: 1. Ignition……………………………………………OFF ENGINE POWER LOSS DURING TAKEOFF HIGH OIL TEMPERATURE 2. Master Switch…………………………………..OFF -If sufficient runway remains for normal landing, land Land at nearest airport and investigate the straight ahead.
    [Show full text]