Carb Ice, It Can Happen Quickly

Flying my 1954 Piper Supercub over Illinois it develops carburetor ice. Carburetor Ice can be a problem when there is high humidity, as often happens in the summer. It is not necessary for the air temperature to be freezing to develop carb ice. Indeed it most likely occurs when the air is warmer than freezing. Lots of moisture is necessary for it to form. This video shows the rapid development of carb ice after takeoff and the RPM drop associated with application of carb heat and the change in the quality of the exhaust due to the water. So sit back and enjoy "Carb Ice"

[@TheAirplaneDriver]

Just happened to me yesterday. I was doing lazy 8’s in my 1947 Cessna 140. Power was reduced to 2300 rpm and because I was loading and unloading the engine as I was climbing and descending in the procedure, I didn’t notice a reduction in power as the ice built up. Sure enough, after a few minutes the engine started running rough as hell...just like in your video. I immediately switched tanks, applied full carb heat, and gradually increased power. While doing all that, I simultaneously turned back towards an airport that was about 3 miles behind me and as I still had power, climbed so I was sure to have enough altitude to get there. I was about 1,500’ AGL when it happened. It took about a minute (seemed like an eternity) before the engine cleared. All other instruments checked fine. After things settled out, I checked the temps off a nearby airport with ATIS which were 41degrees with a 27 degree dew point on the ground. OAT at altitude was a bit lower....about 38 degrees but I’ll bet the dew point was the same at altitude as on the ground making things worse. That put me solid into the serious icing range. I was certain it was carb ice but to be sure nothing else was wrong I landed and checked the engine compartment to make sure there were no other obvious problems. I then did a couple of takeoff and landings with full power run ups (rpm’s good) then went on my way home. I’ve got 9 years and 1,000 hours in my plane and that was the first time that happened to me! What a surprise!

[@AvgDude]

I fly a 150 with an engine monitor that has carb temp. If the carb temp goes below freezing, I’ll start partial carb heating after I get to 1000’ AGL after takeoff, even at max power on climb out. I always do full carb heat on descent when below 70F. Yesterday I flew while it was freezing out and kept partial to full carb heat to 35 or more degrees the entirety of my flight. Never an issue. Even with reduced power on climbs, the cold weather gives 500’/min. easy.

[@Cubonaut875]

Thanks for watching and commenting. I have switched over to an airplane with a fuel injected engine - Carb ice solved! Watch my other videos to see my journey from carb to fuel injection.

[@massimomelodia3670]

Temp. 60F , DP 58F : carb ice is just around the corner... Thanks for sharing.

[@jeremybenson217]

It's sad that in 2015 we are somewhat "stuck" with these old 1930's carburetor engines. FADEC fuel injected engines should be much more commonplace in aviation than they currently are. Think of how many carb ice fatalities could have been prevented. My next aircraft will be experimental type with modern gas/diesel engine.

[@barnabyg6808]

Jeremy Benson agreed, carbs and magnetos still, however you have to remember that many piper and Cessna planes still flying may easily be from the 70s or even the 60s where they were much more common and nobody ever designed an engine to replace the old continentals and lycomings...

[@totherarf]

I learned to fly (partly) in a PA28 Diesel ..... FADEC included! It was nice but a bit underpowered and the school changed it as the Oil was a pig to get hold of and also getting services on a PA28/Diesel was not easy (PA28 was no problem and Diesel was no problem ..... Diesel on a PA28 WAS!) After the school changed planes ( Standard Warrior) I was taught to have the heat on for about 10 seconds on Downwind and then to reapply heat when you reduced revs on Crosswind and to leave it on down to 200 ft!

[@Cubonaut875]

If you pull the carb heat on rapidly, all the ice melts quickly leaving your engine to run on water, it will stop. By applying slowly it allows the ice to melt slowly. As I understand, and how my airplane behaves, never rapidly pull the carb heat to full on because if you have ice your engine will go to full off.

[@mdw159]

So,, you do this way.... 1. Recognizing there is drop on rpm 2. Pull out carb heat gradually and stop every 1cm 3. Wait for about 5~10sec then continyu pull out carb heat 4. repeat step 2&3 until carb heat fully on Please advice... :-)

[@mdw159]

***** is that because of it is bypassing the air filter ...??

[@mdw159]

***** So,, I turn it on for short period... Then,, rpm drops again,, turn it on again... after that,, rpm drop... turn it on again... Is that what manufacture said ??

[@mdw159]

***** Nice info... :-) Thanks.... Would you please explain what type of crash that you mention above...?? (engine failure?? Engine cannot restart ?? Overload water ingestion max capacity ?? )

[@Cubonaut875]

The engine will quit due to water ingestion if the carb heat is rapidly pulled on.

[@Tom-tk3du]

Back in 1976 while working on my PPL I had to do my first solo xctry in a C-150 from Slidell, LA to Lafayette, LA to Natchez, MS and back to Slidell. It was a cold winter day for down there, but with clear blue skies. While cruising at 5500 ft, somewhere between Lafayette and Natchez...over nothing but cypress swamp as far as the eye could see.....the engine began running rough. Absolutely nowhere to land it safely in sight. So I applied full carb heat but it did not cure the problem. So I decided to descend to lower altitude. Finally, at about 1500 ft AGL with carb heat fully on, the problem finally cleared. I was low enough to spot alligators in the endless swamp below me. I strongly suspect carb ice. It was my first and only encounter with carb ice. Well, okay, I didn't actually see any gators down there, but ones imagination can begin to run a bit wild at such times. :)

[@annnonymous9791]

Tom McGuinness 😂 ...that was well worth the read! 🐊

[@WATERS57]

Just had some pretty scary carb ice today, I have 140 hours total time (private VFR) and was doing some basic practice work with my CFI. I kinda wanted to see how O had progressed since my check ride. I was very happy with the results, steep turns which used to be kind of a chore were fun and precise slow flight was easy because I really understood what it was that I was doing etc.. Anyway the RPMs were of course low for the air work that I was doing and the engine started to run rough in the Cessna 150, I thought to myself"couldn't be the legendary carb ice, that I have heard so much about ". Sure enough my CFI said I think we have carb ice (just as I was thinking it) I put on the heat and it got rough and then smoothed out. I thought it would be a lot smoother as far as the drop in RPMs and the sound, it is defiantly a rougher sound then I expected. I can also definitely see were slow application of the Carb hea as opposed to sudden would be a good idea but check with a CFI on that.

[@SL8408]

Thanks for posting this. It's nice to see a real-life example of what it carb ice sounds like and how to deal with it. MUCH better than a book

[@Cubonaut875]

Thanks for watching!

[@shawnmccrary5526]

Flying in Alaska I will turn on my carb heat every ten minutes or so in cruise to just check and then always bellow 1850 RPM in my Cub. I turn off my CH as I cross the threshold so I’ve got power in case of a go around.

[@SKYGUY1]

Very nice video. Thanks. I took off from Wise VA once in a 172 for a photo flight and about a mile from the end of the runway at full power the aircraft suddenly started shaking very badly. I applied carb heat (full), turned back to toward the airport, and announced the situation. It strated to smooth out and I hovered around the airport for a minute or two and decieded to continue the flight w/ carb heat on all the time. There were big fluffy clouds all around. It came on suddenly though and I though I had lost a prop tip it shook so hard... nothing like the smoothly reduced power m instructor demonstrated to me. Be prepared for anything. Terry, CFI-I

[@noahg5000]

I like the technique! Regarding not having options to land: You had a million fields to land in; Especially flying a Super Cub with tundra tires in Illinois!

[@itzajdmting]

Fantastic footage - well edited. I saw how wet your tyres were and surmised it was probably morning and there'd be quite a bit of moisture hanging in the air. Great video. Nice to see somebody using lots of exterior views, it was a real pleasure. Sick of the "look at me I'm a pilot" vids!

[@grummansteve]

Smart for checking Carb Icing probability chart before flight! I always do as well. Also, as a technique, prior to take-off I line up on the runway and set about 1200 RPM, and apply carb heat for about 30 seconds when the chart predicts a high probability of icing. I have had my carb ice up more than once when taxiing for departure. My AA1 does not glide well, and you have many more options than I do at your home airport if the engine runs into problems on takeoff. Beautiful scenery as well that you get to see!

[@flybouy11]

I had carb ice at night when I was still a student pilot. Pulled the carb heat before landing, the engine ran rough and RPM dropped for about 10 sec. Never detected any in over 6000 hrs since. Most of that was with injected and turbine engines.

[@Cubonaut875]

Thanks Michael - I appreciate the comment. I wondered why they changed my antenna when I changed my comm to a Trig unit - that's probably why! It does work better now.

[@arthurmontana8791]

Great video! May Almighty God and your fine judgement keep you always safe in flight.

[@LibertyLakeWildlife]

Great message. Have had carb ice occur in my old -182 before reaching 500 feet where I power back on climb out. POH states "apply carb heat with any visible moisture including rain, drizzle, virga, or fog." They are not kidding as it happens very fast as your video demonstrates well.

[@paulricklefs8999]

Had to do a forced landing in my 182A due to carb ice at -21 C. Found my carb heat linkage was letting warm air from the exhaust in as it was not closing the carb heat off completely. Got it fixed right away and never had another issue 300 hours later. Be safe!

[@fricky172]

Years later and I find this video. Thank you for sharing this excellent footage. I'm going to add it to my video list of teaching videos to show to my students.

[@Cubonaut875]

Thank you very much for watching, some things time does not change

[@u2mister17]

I'm not a power pilot, glider, but about 12 years ago we had an ice storm around Christmas. Lots of ice brought down power lines across most of the state. At first light I started my generator, 14 HP 7 KW, feeling good with myself that I was covered. About 3 minutes she started bogging down and that good feeling went sideways. Then I thought about my limited flying experience, and decided in about 30 seconds...carb ice. Put a wooden plank on the windward side and poof. Problem fixed.

[@ianturner2229]

Very well spotted Sir, many plots would have panicked and let the engine stop rather than thinking about the likelyhood of icing on what appeared to be a wonderful morning for flying a Cub. Very useful training video for any flying school, should be mandatory viewing.

[@navajopa31]

In over 10,000 flying hours I only had two engines quit and I had to make a forced landings. Both were cause be the flapper valve arm on the carburetor heat box failure. One was in a Super Cub patrolling power lines. A item often overlooked on inspection and on preflight. On a Cessna 182 the muffler has a cone inside that can be viewed with a flashlight up through the exhaust pipe. The cones are known for becoming detached and can block the air flow which can lead to reduced power and possible engine failure.

[@Cubonaut875]

+navajopa31 Thanks for the comment - I agree totally. As a side note, after the videos I made of carb ice a couple of years ago, I had the carb, carb heat box and intake rebuilt/new. I have not had any carb ice since.

[@navajopa31]

I retired from flying in 2000. My super cub and C182P flying days were in the 1960's and 1970's. I don't remember them ever being AD'S, just things to look for. The muffler cone failures were on two different C182's and they were on low time aircraft. The PA-18's were high time aircraft (we were flying them 10 hours a day) and with any high time aircraft the heat box was one part that needs to be checked because the wear and vibration failure. The seat back latch mechanism (gear teeth break off) on high time single engine Cessna's can also fail with fatal results especially just after takeoff. You go from sitting vertical to below horizontal in the climb attitude instantly. There is nothing to grab hold of to pull yourself up. If you don't let go of the wheel you die. Quick Snap Instant crash! If the trim tab is positioned for climb you can let go of the wheel and keep it level with your finger tips until you get enough altitude to be able to get into the right seat. It happened to me a 300' above the ground. NTSB would have never figured out that the seat back broke in the wreckage. Just Another Pilot Error on the report! Luck was with me that day.

[@dryan8377]

Wow, what an incredible story. I had no idea that the seat had the ability to slide that far back to preclude re-gaining control on ascent! That seat rail was made for what? 7 Feet tall pilots? Jeez!

[@eyeeye00]

# me too

[@brandonvillalobos8008]

Great video! Thanks for the explanation, as to why apply carb heat slowly.

[@markoda8455]

Excellent video. Loved the camera mounts and the information that I gain was great. As a student pilot I wouldn't have thought about icing with nice blue skies and temps in the 60's. Thanks for sharing.

[@G56AG]

In all my years flying small planes I never had any problems with carb ice...thank goodness! Very interesting and informative video, I don't remember hearing about adding carb heat slowly, I might have just forgotten, old age catches up with all of us eventually. Very nicely done video as well, love all the camera views on the plane.

[@halcyon100]

Thanks for posting. Currently studying for VFR - this really helped me understand the process.

[@sawyerreign6628]

i realize it is kind of randomly asking but does anyone know a good site to stream newly released tv shows online ?

[@jeromechaim8443]

@Sawyer Reign I use FlixZone. You can find it on google :)

[@Cubonaut875]

The Antennas at the 5:00 mark were used by Chicago Air Traffic control. I do not know they are still operational, and I'm not sure of their purpose.. The building and grounds are in disrepair.

[@jimm22n]

Just saw this video, THANKS! It makes me think about carb ice, which I don't normally experience. Never have had an issue with it far as I'm aware. I live in the Corpus Christi area and I had, till the other day, a Grumman Cheetah. Thanks!

[@houstonfirefox]

+jimm22n +1 on the Grumman Cheetah! Gotta love 'em!

[@user-re4hc7yf2m]

"Not a lot of easy to land fields down there." I fly in LA, I beg to differ! ;)

[@craiglachman1379]

I used fly out of Santa Monica and Van Nuys (as well as the Bay Area) and smiled at that too. Regardless, beautiful day, beautiful plane and I'm glad the carb heat did its job!

[@kojack635]

At 0:50 you can already see the water from the wet grass/dew accumulating on the tires

[@Patrick1244]

Thanks for sharing. It was a great video for education and entertainment. I have an RV 6a And I do a lot of practice for engine out. As you well know the RVs have a sink rate of a brick

[@Cubonaut875]

Thanks for watching!

[@AH6OY]

Good job slow carb heat application. Ice and water hitting hot valves give warped and possibly cracked valves and possible engine failure if the carb is choked enough with ice. Enjoy the cruising.

[@mdw159]

Water knocking..??

[@lee4318]

Id just like to say how much I enjoyed your video. Excellent quality. Was really surprised on how quickly the icing started to build up.

[@Cubonaut875]

+lee thornton Thank you!

[@OregonAlive]

Mt Hawley.. Stumbled across this video and suddenly realized I know that airport!

[@maxhill5025]

sweet set up. you really have it all don't you. enjoying the sweet life.

[@littlegreenman1]

LOL. I start the video. "That looks like my airport hangars." There's a guy at my airport with a Cub like that. On take off, "is that a hard runway to the right and corn to the left?" There's my hangar!!! I have a partnership in a straight tail 172 @ 3MY... O-300, she has iced on me on at least 3 flights. Good video!! 👍

[@Cubonaut875]

+littlegreenman1 Stop by and visit! hangar 36. Glad you are watching - lots of content to keep you busy!

[@BiggieTSkinny]

Thanks for the video and the link to the pdf! Your video footage is superb! I think this further enforces my desire to fly an R model 172 over a carb. N model. Although our club always keeps the tanks at 53 gallons limiting useful load. Great video sir.

[@RobOnBusiness]

Very demonstrative video! After having seen this, it puzzles me why, considering all the other critical things to be borne in mind when flying at any time, that the engineers would not just leave the carb heat on all the time except for when the throttles are close to wide open - a linkage setup in the throttle control itself. I can't imagine who has the time to be perfectly astute regarding icing probabilities, when all sorts of other factors also requiring compensatory actions are constantly bombarding the pilot!

[@Cubonaut875]

RobOnBusiness hi Rob - thanks for watching - problem with carb heat is that the air is indeed warm, warm air does not allow the engine to perform well. Indeed there is a 200 rpm drop when the carb heat is applied. It’s part of flying a plane from 1954, no autopilots, nothing to tell you what to do but your own senses.

[@RobOnBusiness]

Ya, I get that... It's just that my instinct, as imperfect as it may be, tries to simplify things, especially in a congested situation, and especially if the solution seems easy. If the problem of carb icing is prevalent at part throttle and idle, then it stands to reason to have it automatically on during those phases of throttle control, and off near and at full throttle where the volumetric efficiency demand is highest. It doesn't matter that one has a 200 rpm drop during anything but 3/4-full throttle, as the butterfly is deliberately keeping it down anyway, and fuel efficiency is not suffering, as the stoichiometric mixture stays the same regardless of inlet temperature! I once was taking ultralight flying lessons and soon experienced a forced landing, complete with broken nose wheel, due to carb icing, after the instructor told me to cut the throttle on final, and the engine quit. I asked him afterwards if there was carb heat control, and he said there was none. I then asked him are you intending on installing any, again, no, because "it doesn't happen very often". I quit taking lessons...

[@Cubonaut875]

You are correct - carb heat is always applied when throttling back and off when full power is required. The grey area is where conditions are good for forming carb ice, then it may be required during cruise flight. You cannot have a direct linkage as it sometimes is required in crusie if conditions are ripe for carb ice formation. Thanks for watching and commenting!

[@Cubonaut875]

Carburetor heat is a lever you pull in the cockpit to divert warm air into the carburetor. 3is8 is an airport identifier, google it and it will show you the airport I was landing

[@slaznum1]

Great video and use case for carb heat, very enjoyable

[@DOLRED]

Great instructional video because of the use of actual demonstration, thanks!! While difficult to believe, I have been told (Instructed) that using Carb Heat in low temperatures can induce carb icing by raising the air intake temperature to a freezing level. Don't have any facts on this, but the idea seems logical. It depends on how many degrees carb heat raises the intake temperature.

[@watadeeel]

I had no idea it can happen so fast!

[@Rif_Leman]

Isn't it better to train in such conditions than when everything is perfect?

[@alexmccabe1948]

My instructor never thought me to ease carb heat in, on short final in imc on an rnav approach I pulled full carb heat and lost a few hundred rpm for a second or two. Nothing serious happened but it gave me a good scare.

[@MegaBuckBuck1]

Excellent video, thanks for posting.

[@mmichaeldonavon]

Liked your video. I am one of those "carb heat FULL ON, or FULL OFF, kind of guys. That was the teaching over 30 years ago. Idea being you could actually be aiding the carburetor throat icing by less than FULL heat. (just needs 32F, right!) Did you notice that your antenna is really "bending" off the Vertical, during cruise flight? Is that a VHF antenna? Looks like it is "center loaded" with a coil. This will definitely change "the shape" of your RF energy as it "leaves" the antenna - could reduce your effective xmitting range. Just a thought. Very nice video, thanks. N-6395T

[@oBseSsIoNPC]

I had no idea this was a problem and one that is so easily and quickly experienced in weather that did not "appear" to have this kind of influence on a carburetor. Then again, I wonder why there are so many carbureted engines on smaller airplanes anyway. What is the advantage of that? More reliable? cheaper? lighter? I guess it was a good day to work on the carburetor ice issue and collect experience on that :P Thank you for sharing this great video!

[@jmox555]

So true. I call my 0-200 "the ice machine". If only i could utilize that to keep my beverages cold. Lol

[@AlcidesSegovia]

Great video man. Glad your ok! I like your youtube channel. look forward to more

[@findthebigpicture]

Extremely informative video here. Not sure how it can earn any "thumbs down". Question, during the initial application of carb heat in this video, is the engine stumbling the result of the engine ingesting the now melting ice? I would think one would want to leave the carb heat on for a minute to ensure it has all melted.

[@Eagle-hg2vy]

At the ending it looked like you were going to miss the runway then I noticed the grass strip.

[@Cubonaut875]

Most still do not use fuel injection - weight, complexity and most importantly - lawyers

[@dryan8377]

$$$$$$$$$ Mega bucks to upgrade a plane to fuel injection, in many cases more than the airplane is worth!

[@ellenorbjornsdottir1166]

Cubonaut875 FI is safer and cleaner

[@thefallenrift1705]

Where is this? It’s so flat and rural it’s like a dream

[@Cubonaut875]

Central Illinois, Peoria Illinois

[@frankiemae1302]

Awesome footage!

[@leo33125]

i'm young and my time is injection, can you explain to me why heat need to be applied at different times and cut for other times and don't have permanent heat applied for safety?

[@Cubonaut875]

The carb heat diverts the incoming air from the air filter to an air intake that leads to a heat shroud. The warmed air is less dense and therefore has less oxygen - decreasing the engines power significantly, that is why it is not applied continuously. Thanks for watching and commenting !

[@qqppzzmm1234567890]

Thank you for sharing.

[@Jangle2007]

Cubonaut - Interesting video and informative comments (yours), below. I've also seen youtube videos where the icing was so severe that engine restart was not possible. I suspect in those cases that the additional problem the PIC faced was that the carb airflow was so restricted that the mixture was too rich to ignite. I have personally never had this problem, but I've understood from others that if you have a severe carb icing issue, it is necessary to lean the mixture - sometimes radically - in order to enable the mixture to burn. Thanks for a great video. On another note, are those big tundra tires prone to bouncing on landing no matter how well greased the touchdown is?

[@Cubonaut875]

That is correct, leaning the mixture does help. The tundra tires do not bounce if they are inflated correctly, usually 6-8 PSI Check out: www.airframesalaska.com/Alaskan-Bushwheels-s/1917.htm

[@DerPilotMann]

Haha, never mind, I solved it! That's 3MY, I used to fly out of there with Allmond aviation!

[@kyqx]

Nice flying but there's no point in yelling "clear" if you don't allow anyone in the prop arc to get "clear" before cranking.

[@TheMrjetdoc35]

kyqx well said. I'm no pilot and ive flown with a lot of pilots and they do mostly the same. Just going through the motions I quess

[@ellenorbjornsdottir1166]

kyqx yell CRANKING instead

[@alexmccabe1948]

Yelling clear prop is kind of just part of the start up check list, it’s more like announcing to the surrounding area that you’re about to start turning a giant double ended sword at 1,000 rpm so people know to stay clear.

[@morteparla6926]

Problem could be negated with fuel injection. Hell, fuel injection would have multiple massive benefits for piston driven aircraft engines: significantly less fuel consumption, reliability, and a decrease in power loss as you gain altitude, as EFI system will calculate and adjust fuel by reading external air temperature, intake air temperature, air density, and exhaust gas temperature.

[@Cubonaut875]

Morte Parla you are absolutely correct! If not for lawyers carburetors would not exist . Innovation in aviation is greatly stifled by regulation and litigation

[@Dg-zj6jo]

Nic3 place you got . Dpnt you think in this dsy and age carb heat is old hat surely we can come up with a safe way of haveing to do all of this carb heat business. Injection i suppose of fit a gas turbine . Nice fly have a good one

[@KILROYARG]

Nice, quiet airport

[@avro549B]

The dampness of the tyres (from dew on the grass) was very noticeable, as was the fact that they didn't dry off for quite a while. what does that say about the relative humidity?

[@Cubonaut875]

Close to 90%

[@avro549B]

Sounds about right. :-)* I like your advice about adding carb heat slowly. It's not going to do much good if the motor chokes.

[@AlbertoPoggioli]

Hi Cubonaut875, thanks for this video was very educative for me, i´m just starting my flying lessons, nice plane, nice airport, nice landings, congrats. One question, how do you put the gopro´s in your plane? any special mount? Thanks a lot again Greetings from Caracas - Venezuela

[@lito3373]

I'm not a pilot, but was wondering about a few things. 1. How is "carb heat" applied (i.e. how do you do it and what is happening mechanically when you do that)? 2. What is 31S8? 3. Do you need to file flight plans for short trips like this? 4. At the end, why did you land on the grass instead of the runway? Thank you.

[@Cubonaut875]

TripHoney it's just a lever you pull in the cockpit to divert heated air into the carburetor. 3is8 is an airport identifier, google it and it will show you the airport I was landing.

[@lito3373]

Thank you. Enjoyed your video. Do you file flight plans for short trips like this? At the end, why did you land on the grass instead of the runway?

[@Cubonaut875]

I have not filed a flight plan in 30 years. Largely because I don't really know where I am going until I get there. I land in the grass becasue it saves wear on the tires, and it's more fun

[@mdw159]

Yup,, it is! Applying soft field T/O & Landing technique is more fun... :D

[@MrCarpediempilot]

Wow. Great video. I love the GO Pro. Great learning video thank you. Also love your don't tread on me flag! Take care.

[@antigen4]

hmmm - i didn't see any engine stalling or negative effects of carburetor icing

[@Cubonaut875]

At 4:10 in the video, you will notice the rough running engine with puffs of dark exhaust .

[@FrankAbyss]

Great video!

[@imapaine-diaz4451]

It seems like a good day to practice emergency landings though!

[@CCWSig]

Can someone tell me what the Antenna array at 5:00 is for? In ham radio we would call that a doppler setup, for radio signal direction finding, Is is the same purpose here? I've seen similar arrays at other airports, just curious what they are.

[@stevenolsen6360]

where is the hot air pick up off the hot exhaust pipe like in my car, how many more people have to die before your make a hot box for the carby inlet, there must a perfect inlet temp, to avoid all icing, set the hot box to auto control,, is there not already enough to worry about, next pilots will have a squegy to reach out and clean the window.

[@Cubonaut875]

Elevation of the airport is 800 feet above mean sea level

[@DerPilotMann]

What part of Illinois? I am from around Peoria, currently in Southern Illinois though.

[@Cubonaut875]

Peoria area. 3IS8 is near Bradford, Illinois

[@DerPilotMann]

Cubonaut875 I continued watching and realized that it was Mt Hawley. I used to fly out of there with Allmond Aviation!

[@Cubonaut875]

Small world! thanks for watching!

[@joblessalex]

You missed the runway!

[@mdw159]

Nope,, just 4 fun.... XD

[@cs512tr]

what is the elevation of the aerodrome you departed and landed at please?

[@Cubonaut875]

+cs512tr Elevation of the airport is 800 feet above mean sea level

[@cs512tr]

+Cubonaut875 thankyou

[@henrymethorst9108]

Thanks for the vid! can I ask how you mount those cameras?

[@Cubonaut875]

I think I'll get a video together on that - it's going to take a little work, so subscribe to my channel and you will be notified when I get it done

[@LorddGray]

What is the paperwork you have to do to mount a camera on the exterior of an airplane?

[@Cubonaut875]

No paperwork - FSDO in Springfield Illinois checked my camera mounts and determined they are temporary - not even log entry required

[@mdw159]

++LorddGray : You afraid of parasite drag... Good concerned.. But,, those 2 Go-Pro were highly aerodynamic... ;-)

[@LorddGray]

Mdw 159 Nope. Afraid of the FAA. They take a very dim view of unauthorized modifications to an approved airframe. Simply bolting things to the exterior of your Cessna is NOT considered acceptable.

[@Cubonaut875]

Actually, I had all the mounts approved by the FAA FSDO in Springfield Illinois. Flew the plane down and they personally inspected them. They were deemed temporary and therefore were approved. No 337, not even a log entry required.

[@sondengehen]

At 02:15 is your beacon off?

[@jamwatn]

I flew a Cesna 152 the other day and wondered, why can't carb heat be constantly on? Is it that you will burn out the heating element too quickly, or does it reduce performance? Or something else?

[@Cubonaut875]

There is no heating element, there is a shroud around the muffler/ crossover tubes to heat the air. Heated air is less dense and you will have a decrease in engine performance. Note when you do your run up the 200 - 300 RPM drop when carb heat is applied. Also, the air is not filtered at the carb heat inlet, it bypasses the standard intake. Look under that cowling and familiarize yourself with the workings. Happy flying!

[@DouglasGardnerTV]

less performance, and unfiltered air.

[@aurelnegrea7617]

Why would anyone would go up ?? Knowing that icing is most likely happening ?? Don’t be a hero

[@ashleymurano7960]

What if it's not just "Moisture hanging in the air." Ever heard of Chemical Ice Nucleation for Weather Modification? It's easy to spot when you know what you are looking for. Seriously though, look it up!

[@Cubonaut875]

Thanks for watching ! I actually believe in Occam’s razor- the simplest explanation is most likely correct

[@ashleymurano7960]

All I can do is plant the seed! Nice flying! Stay safe!

[@thepurpleufo]

Cool.

[@Natedz]

Leave carb heat on

[@AureliusR]

@ 1:34 you're not reading the chart correctly...

[@aurelnegrea7617]

Sound really suck. When icing posibil. Don’t go up there. Simple. Unless emergency

[@Lawiah0]

dew point

[@mike89128]

Carb icing is what killed Glen Miller in 1944.

[@crapper1]

seems like u only have a few seonds to figure out to push carb heat in and catch it before your engine cuts out and then carb heat becomes useless and u have a really lousy glider then

[@denniskitainik5501]

1-2 minutes, usually, but you can't tell at first unless you're closely watching the tach and/or MP gauge. So by the time you know you're getting carb icing, there's usually already quite a bit of ice buildup.

[@cruisersism]

Two mistakes I see here. 1st is not full power on climb out and partial carb heat applied. Both can cause carb ice problems !!!

[@jayzenitram9621]

+cruisersism I wasn't too impressed with his pattern entry technique either. Entering the field on the departure end of the runway is asking to get hit by an unseen departing aircraft.

[@Cubonaut875]

+Jay Zenitram There are not too many "Unseen departing aircraft" that can get to pattern altitude, 1000 feet AGL, before the end of a 3500' runway. More likely to get hit by an unseen aircraft in the pattern while entering downwind. Upwind pattern entry is perfectly acceptable.

[@jayzenitram9621]

Cubonaut875 Okey Dokey. Happy flying.

[@ellenorbjornsdottir1166]

cruisersism Partial heat allows slow melting, not choking the engine as much.

[@sgav8r]

Did you log all five of those landings? Lmao

[@Cubonaut875]

You fly Bushwheels ?

[@edmoore3910]

takeoff shows a yellow plane..other views show red and white????????

[@Cubonaut875]

Definitely white and red - no yellow plane in the video for sure

[@supercubmulletdave622]

Rad.