Lead Balloon, seriously? Here is Walter Atkinson's list of flight regimes conducive to icing, "in order of frequency of occurence"...
...and you say it is accurate for the USA...

...so please feel free to clarify whether you really think that list he pasted here in the Oz forum does or does not hold good for Oz? Because right there you said it didn't.

the warrior has the inlet manifold and carb built into the sump which perhaps provides some warmth, in a C172 the carb hangs out. I have only had carb ice once - when given clear for takeoff, I pushed the throttle and the c152 stalled, most embarrassing. I generally remember to apply carb heat, removing it not so much.

If you had any interest in aviation safety, oggers, you'd understand why it's important for pilots everywhere on the planet to understand the underlying reasons for the list of probabilities set out by Mr Atkinson (and the operational practice in the UK to which ChrisJ8900 referred). Then pilots would be more likely to use carby heat on the basis of the risks in the specific operational circumstances in which they find themselves, rather than on the basis of rote-learned, one-size-fits-all procedures.

But as you seem to be obsessed on other things, I ask again: Please troll elsewhere. :ok:

I don't believe there is any difference between either installation in the manner you suggest.

The C152 is very susceptible to carb icing while taxying when compared to other aircraft.

Various factors could influence the development of carb icing. For example, what power setting was being used downwind, were they in fact removing all ice with the application of carb heat during the approach, in other words was the level of ice slowly building up with each circuit, how effective was the carb heat system, when was carb heat applied - before or after power reduction. The amount of heat in the exhaust reduces significantly when power is reduced.

I've experienced plenty of instances of carb icing in C150/C152's. Particularly prone to it on start-up on a cold morning, esp inland from the coast. Also had it whilst idling in the run-up bay doing checks etc. Also as 27/09 says, can also happen during taxying and be careful if you're stuck at the holding point too long on a cold morning or you may have a repeat of Sunfish's experience!


It's a good learning experience if a student is on board under the above circumstances, as it allows them to see 1st hand the symptoms and what happens when corrective measures are taken, engine instrument indications etc, rather than just reading about it.

Investigation: AO-2015-079 - Collision with terrain involving a Glasair SH-2FT, VH-HRG near Wedderburn Airport, NSW on 19 July 2015

A timely report on the subject......

Lead Balloon

Well, if you could just explain why you believe his 'most' and 'least' likely phases of flight for carb icing would swap places in Oz, perhaps between you you would have contributed something new. But you are just evading with accusations of trolling (again), so I will not divert this thread further.

. On the reality of which model is susceptible to icing. The most savage installation for carbie ice at any temp if the humidity is up is the 0-200 installation in a Cassutt III. The induction of this system just produces icing that would result in full loss of power on takeoff..and just as quickly restoring power the instant heat is applied. The exact same engine install in a C150 never gets icing at any power setting at the exact same time and aerodrome as the Cassutt.

.....basically, agree with everything IFEZ says(Edit to add) The instructor is best to impart some wise gen to anyone they train or check as a matter of course if a particular model they fly exhibits icing in specific conditions. By rote or by experience...which has the best educational outcome?