CalClassic prop + panel combo might have implemented this but i haven't tested that.

The Yak-18T can only overheat

...maybe its just funny-old me...

...but in all my Flight Sims I automatically apply Carburettor Heat and/or close the Engine Cowls BEFORE I drastically reduce power, or close the throttle for a landing, to avoid shock-cooling my engine(s) and/or generating Carburettor Ice.

Its something which I now do without even thinking about it, on all my Air Cooled Piston Engines.

Its engrained in my list of; "Important things to do (before I die!)" pasted on the Panel in front of me... ...!

Its just one of those dangers which I am always seem to be aware of!... ...!

Paul...G-BPLF...

Brett_Henderson wrote on Nov 20^th, 2009 at 9:57am:


Ok, aside from icing, what is the signifigance of your carb air temp?  I'm thinking of a plane with intercoolers..  Do you get less horsepower if it is too low or detonations if it is too high...sorry, spending too much time with that darned accu-sim, even though in R/L I couldn't even LOCATE the carbureter in an old car!

In many cases, carb-heat also means by-passing the air-filter.. so there's the risk of ingesting debris.

I have the AccuSimm  B377.. It has very complex intake management.. You have to control whether or not forced-air is even used.. then you control the forced air directed to the inter-coolers (they're used to reduce the heat from turbo/super-charging) (the B377 has both).. and of course the carb-heat.

Modern turbo-charged GA engines mated to carbs are almost unheard of. And if there are inter-coolers, you don't normally have controll over how much outside air they avail... it's all a "black box". You manage the whole deal by airspeed and manifold-pressure.

Fozzer wrote on Nov 21^st, 2009 at 5:17am:


We were all taught; Full power, carb-heat IN, flaps UP, in the Cessna series and the Mooney.

We didn't touch the carb-heat until either after landing or the above go-around or missed procedure.

They didn't want us touching it on short final because after the increase in RPM from pushing it in, you then have to make a power, and or pitch adjustment to maintain the rate of descent.

You still have plenty of power in reserve with the carb heat out for a go-around. You're only holding around 1300 to 1600 RPM for the descent depending on conditions.

Different syllabusses and instructors will have different procedures I guess.

Tough to climb at 67KIAS at 30 flaps. 

Brett_Henderson wrote on Nov 22^nd, 2009 at 10:18am:


Think thats tough, try doing it with 40 degrees in an older 150 with an "aged" engine.  Little experience I picked up while a student pilot on a solo. 

I have always been taught, by multiple instructors, to leave the carb heat on all the way down.  If you have to go around, the 1/2 second it takes to push the carb heat knob in isn't going to cost you much, and the aircraft will still fly with the carb heat on.  On Piper aircraft (Cherokees and Archers), I've been taught to just test the carb heat before entering the pattern, then leave it off.  The explanation I have received from multiple instructors, A&Ps, and a flight examiner is that the carb on these Pipers is surrounded by the oil pan, from which the warmth will prevent carb ice 99% of the time.

As for retracting flaps, I've been taught to retract the first knotch of flaps immediately, the next notch once a postive rate of climb is established, and the last notch once Vy is maintained.

Next time you're in a C172, try this...

Establish level slow-flight, 30-degrees of flaps, at flaring speed..  Then.. apply full throttle and retract even just on notch of flaps, and watch the altimeter. Then imagine you were 10 feet above the runway when that happened.. and throw in the loss of lift from the transition out of ground-effect..


(you'll be cancelling carb-heat on short final after that    )

Truth be told, I don't ever remember having to perform a go-around that close to the ground to be in ground effect. IIRC, that's a half-wingspan or about 18'. I don't even remember practising those.

Most of the go-arounds at KCPS and other local (and some not so local) airports were at least 50' or higher called by the tower controller or myself. A miss was at least 200' or better depending on the approach.

I don't disagree with your loss of lift at slow speed, but I should have corrected myself as the flaps were brought up a notch at a time and not UP as I wrote earlier.

I do remember flying the aircraft in ground effect down the runway aways before landing it. The hangar and turnoffs were way down from the approach end of 30L on a 7500' runway. Gotta watch that Hobbs.