Carb Ice - Continued

[Robert Lees]

This is one reason to install multi cylinder EGT/CHT instruments and keep track of what's normal and routine under similar conditions. Data spread on a given day or over time stuff. There may not be a pointing finger readily apparent but the info can start us down one or more paths to knowledge. And if you fly a Taylorcraft hide it in the glove box if it bothers you.

Gary

I'm a great fan of those in the right aircraft (JPI for example do some lovely kit), but in a hand-swung non-electric Taylorcraft, it's a bit different!

[PA1195]

I'm a great fan of those in the right aircraft (JPI for example do some lovely kit), but in a hand-swung non-electric Taylorcraft, it's a bit different!

Why? They use the same basic engine architecture and are prone to the same sickness. Non-electric gauges are available.

Edit: I might also add that flying over wilderness tends to create a more cautious pilot. Any help avoiding contacting the ground prematurely is a plus.

Gary

[Robert Lees]

Where does the diagnostic kit (for example JPI) get its electrical supply to run the gauge from, Gary? I'm always willing to be educated.

Rob

[PA1195]

Rob reading skills are essential. Note I mentioned above non-electric supported gauges driven only by EGT/CHT thermocouples are available. I said nothing about JPI or other glass panel units. The less expensive ones (like WESTACH) are limited to normal ambient temps if best accuracy is important. Others (like Alcor) offer better compensation. I've used both types in several aircraft as well as electric driven JPI.

But the point is information that may help the pilot and later mechanic diagnose and fix a problem is a choice I agree. There's not many rural roads and cornfields in Alaska to land on if the engine quits or looses adequate power.

Example: https://www.aircraftspruce.com/catal...SABEgKk6fD_BwE

Gary