tigermagicjohn
4th Mar 2009, 16:40
A friend of mine recently invited me to a flying club in Norway, outside Oslo - where I took check ride on both C172 and PA28 at the local club.
The instructor I flew with, is a SAS pilot flying F50 in Norway - he has been flying for around 30 years now, and mostly Fokker's locally in Norway, so he has great experience in bad weather.
I recently retook my PPL at Stapelford and it was knocked in to our brain to ALWAYS use carb heat, if the RPM was less then 2200 on the PA 28.
However I went to Norway 2 days ago, flying 8 cm snow on the rwy, great experience in short soft field take offs and landings, great fun.
However my instructor, the SAS pilot told me only to use the Carb heat on the Cessna, and NOT on the PA 28.
Actually useing the carb heat could create an engine failure.
Now guess I am very very confused, as this pilot has much greater experience then all the instructors I have worked with at Stapelford.
Now we was flying in Norway on a winter day, had been snow earlier in the day, it was patchy fairly low cloud base, approx. 2200 ft, airfield elevation aroun 650ft.
However air felt fairly dry. Inland climate, few big lakes around.
Now the question has to be, who is right?
Is it the difference in the climate in the UK and Norway that is the reason for this difference in the use of Carb Heat?
SAS pilot in norway said, Cessna always carb heat, PA 28, as long as within green RPM arc, not to use Carb heat.
At Stapelford the carb heat is used as soon as RPM is below 2200 RPM.
Anybody can shed anymore light regarding this?
The instructor I flew with, is a SAS pilot flying F50 in Norway - he has been flying for around 30 years now, and mostly Fokker's locally in Norway, so he has great experience in bad weather.
I recently retook my PPL at Stapelford and it was knocked in to our brain to ALWAYS use carb heat, if the RPM was less then 2200 on the PA 28.
However I went to Norway 2 days ago, flying 8 cm snow on the rwy, great experience in short soft field take offs and landings, great fun.
However my instructor, the SAS pilot told me only to use the Carb heat on the Cessna, and NOT on the PA 28.
Actually useing the carb heat could create an engine failure.
Now guess I am very very confused, as this pilot has much greater experience then all the instructors I have worked with at Stapelford.
Now we was flying in Norway on a winter day, had been snow earlier in the day, it was patchy fairly low cloud base, approx. 2200 ft, airfield elevation aroun 650ft.
However air felt fairly dry. Inland climate, few big lakes around.
Now the question has to be, who is right?
Is it the difference in the climate in the UK and Norway that is the reason for this difference in the use of Carb Heat?
SAS pilot in norway said, Cessna always carb heat, PA 28, as long as within green RPM arc, not to use Carb heat.
At Stapelford the carb heat is used as soon as RPM is below 2200 RPM.
Anybody can shed anymore light regarding this?