My, my, MTR. You're quite the five hundred hour expert.
The poster who started the thread posted because he lost his engine. Seems that he found out carb heat ought to be used, didn't he?
Carb heat is a tool. It's there to be used as needed. The assertion that it's all or nothing is an ignorant one. It's a blanket idiot statement, much like assertions regarding minimum altitudes for leaning...and operations lean of peak.
Sounds to me like you're a book warrior...probably think that ground effect is a cushion of air beneath the wing, that lean of peak operation is hotter than rich of peak, that the downwind turn doesn't exist, and that the wrights were the first in flight. Believe what you will.
As for the green arc representing anything to do with carburetor heat, it doesn't. Nor does the yellow arc, which is typically an RPM range to avoid under certain conditions due to blade harmonics.
Additionally, being in the green arc doesn't suggest the engine is driving the prop, as it doesn't take into account slipstream velocity and it's effect on the propeller. A dive at idle may place the prop well into the green arc, while clearly the wind is driving the prop and not the engine.
As for MTR's assertions regarding POH/AFM use of carburetor heat...I said nothing about ground operations, and the discussion here speaks nothing toward prolonged use of carb heat on the ground. Accordingly, your introduction of this into the discussion is an effort to cloud the issue, not contribute. Likewise, your includsion of information regarding detonation on a go-around serves nothing to address the topic.
Yes, full carburetor heat may lead to detonation at power settings above 75%...assuming the pilot is an idiot. But partial carburetor heat may not...and that's your beef here...you don't have the experience to know that it's far from always full or nothing. Have you ever used a carburetor air temp gauge? Have you ever experienced an engine failure due to carburetor icing? Have you ever operated an aircraft with each kind of carburetor installation out there, and been able to make the comparison? Have you ever had proper instruction in the use of carburetor heat?
It's a misunderstood topic, and one in which most pilots don't get proper training. That you don't understand it isn't surprising.
The poster who started the thread posted because he lost his engine. Seems that he found out carb heat ought to be used, didn't he?
Carb heat is a tool. It's there to be used as needed. The assertion that it's all or nothing is an ignorant one. It's a blanket idiot statement, much like assertions regarding minimum altitudes for leaning...and operations lean of peak.
Sounds to me like you're a book warrior...probably think that ground effect is a cushion of air beneath the wing, that lean of peak operation is hotter than rich of peak, that the downwind turn doesn't exist, and that the wrights were the first in flight. Believe what you will.
As for the green arc representing anything to do with carburetor heat, it doesn't. Nor does the yellow arc, which is typically an RPM range to avoid under certain conditions due to blade harmonics.
Additionally, being in the green arc doesn't suggest the engine is driving the prop, as it doesn't take into account slipstream velocity and it's effect on the propeller. A dive at idle may place the prop well into the green arc, while clearly the wind is driving the prop and not the engine.
As for MTR's assertions regarding POH/AFM use of carburetor heat...I said nothing about ground operations, and the discussion here speaks nothing toward prolonged use of carb heat on the ground. Accordingly, your introduction of this into the discussion is an effort to cloud the issue, not contribute. Likewise, your includsion of information regarding detonation on a go-around serves nothing to address the topic.
Yes, full carburetor heat may lead to detonation at power settings above 75%...assuming the pilot is an idiot. But partial carburetor heat may not...and that's your beef here...you don't have the experience to know that it's far from always full or nothing. Have you ever used a carburetor air temp gauge? Have you ever experienced an engine failure due to carburetor icing? Have you ever operated an aircraft with each kind of carburetor installation out there, and been able to make the comparison? Have you ever had proper instruction in the use of carburetor heat?
It's a misunderstood topic, and one in which most pilots don't get proper training. That you don't understand it isn't surprising.
