A squared illustrates my confusion.
Should I use carb heat if I suspect ice at risk of being accused by the NTSB as making a "pilot error"?
"It should not be applied if ice is already suspected as it would melt and enter the engine." I thought this was exactly what the carb heat was supposed to do... melt the ice.
Better to make an attempt at clearing the air/fuel intake and risk possible engine failure than to watch as your RPMs and power is choked off by ice, no?
So use carb heat when suspect known icing conditions; when in landing / approach, AND when suspected ice has already accumulated, right? Thus, when is it ever pilot error to use carb heat... avbug mentioned using heat might raise your susceptibility to icing. What temp/dewpoint envelopes make it more likely to encounter ice when using carb heat than when not using carb heat?
Thanks all!
Should I use carb heat if I suspect ice at risk of being accused by the NTSB as making a "pilot error"?
"It should not be applied if ice is already suspected as it would melt and enter the engine." I thought this was exactly what the carb heat was supposed to do... melt the ice.
Better to make an attempt at clearing the air/fuel intake and risk possible engine failure than to watch as your RPMs and power is choked off by ice, no?
So use carb heat when suspect known icing conditions; when in landing / approach, AND when suspected ice has already accumulated, right? Thus, when is it ever pilot error to use carb heat... avbug mentioned using heat might raise your susceptibility to icing. What temp/dewpoint envelopes make it more likely to encounter ice when using carb heat than when not using carb heat?
Thanks all!