ML20093J945
| ML20093J945 | |
| Person / Time | |
|---|---|
| Site: | Limerick  |
| Issue date: | 10/12/1984 |
| From: | Romano F AIR AND WATER POLLUTION PATROL |
| To: | |
| References | |
| CON-#484-524 OL, NUDOCS 8410170100 | |
| Download: ML20093J945 (14) | |
Text
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N Z/. .4 E a,J o L i AIR and WATER i m . _
W Pollution Patrol NROAD .A'XE, PA.
o?W?
Oct. 12, 13$4 OCT 15 mi:j0 U. S. Nuclear Regulatory Commissiont.n;cy7.- 79~.
Washington, D.C. 20555 "' -
BEFORE THE ATOMIC SAFETY AND LICENSING APPEAL PANEL Christine Kohl, Chairman Enclosed are references mistakenly omitted from AWPP (Ro-mano) Appeal re Contentions Denied by The Board in 2nd PID served on Board Oct. 10', 1984 by Express Mail.
A vate Po P rol
.A-Frank R. omano, Chairman 61 Forest Ave.
Ambler, Pa. 19002 I
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l CARilUltETOR ICE: STILL A THREAT ' "' k._ V w (, j m _. w f : YI w. ;.) i % ~ Qi - a c i w ,,s, , .
[ Thanks to a vast amount of publicity in manifold pressure in a constant- most airplanes. The Richter carbure-7 -- ,
and continued emphasis by flight in- speed propeller aircraft. The;e are the tor-air-temperature gauge is one of the p structors, nearly all pilots are aware of traditionally . taught wa.ning indica- most popular. In this arrangement, a the dangers of carburetor ice. Aware- tions. There are some other ways of temperature probe is installed just be-
- , , ness doesn't seem to be enough, how- detee ing the onset of carburetor .Nc . Iow the butterfly valve, and a gauge in
[$ ever, because accident statistics con- If the airplane in flying at a constant the cockpit gives an indication of icing tinue to reflect a misunderstanding of altitude, then any drop in airspeed also temperatures (yellow arc) and safe y- ,7 f .k
\
the operation of the carburetor heat would signal a loss of power, and this temperatures (green arc). While this V equipment used to combat this serious hint of trouble may precede any other does a fme job of showing the temper-ature conditions within the carburuor,
/ [ problem.
Carburetor ice forms when outside engine or instrument indications.
The exhaust gas temperature gauge the pilot still doesn't know the mois-jl l .-
3 air of a sufficient moisture content en- also may be useful in indicating ice ture content of the incoming air. If the l, i ters the Venturi section of a normally formation in the carburetor. A drop in pilot uses partial carburetor heat to aspirated engine's carburetor. The re- EGT from a mixture becoming pro- maintain temperatures in the green, he I,
{:gs sultant cooling due to vaporization and gressively richer would mean that the would be doing more harm than good, the accelerated, lower pressure air at engine's air supply is being lessened, since in cold temperatures (below Aij the Venturi tt be (a narrowed passage possibly from the effects of ice forma- 32*F) application of partial heat li O" in the throat of the carburetor) pro- tion. This is assuming a constant pow- would melt ice crystals that ordiaarily
~
motes the formation of ice on the inter- er setting is being maintained. would harmlessly pass through the en-i nal parts of the carburetor. Unless A way to check for icing is to note gine, actually causing ice to form while something is done, the buildup of ice the manifold pressure or rpm's, then the instrument still indicates a safe g- will continue to the point that the en- apply full heat for five secends or so. If temperature. To ensure that this
- gine's air supply is cut oft, and the pi- a return to the cold position gives you doesn't happen, keep the carburetor lot is faced with a forced landing. higher rpm's or manifold pressure temperature at 32*C, or 90*F (needle Fl bas e the than indicated before, you have en- pegged to the right) when using carb i * (vorsoai_-i.ypg carburciors t icing design because fuel is in- countered ice, and should continue to heat with this instrument.
jected ahead of the Venturi, and ice intermittently use carburetor heat (or ARP's optical probe uses a photo
- c. i forming downstream of the area of va- follow the procedures in your aircraft cell in the neck of the carburetor to de-porization tends to adhere at the worst and engine operating manuals). rect carburetor ice. The presence of ice g
possible places for ice to accumu- Special instruments to detect icing will interrupt the light beam it ema-r late--the Vent.iri itself and the throt- conditions within the carburetor are nates, and in the cockpit a red light tie's butterfly valve. available as optional equipment on will illuminate. While this shows us
> Pressure carburetors, though, inject j f f 9o fuel downstream of the Venturi and ,4
/
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thus away from this refrigerated area, G
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,o lessening the likelihood of iting in this- R $jgg AND CRUISE POWER ;,
type of system. /
F uel-in'jected engines are free from l l Sig usgNgER 9c 70 the problems of carburetor ;cing since they use a design that injects f'uct di- PdSggg,SeqN st O ER ,8 t
/ [/[ /
[ j rectly into the cylinder head.
Ihe range of ambient mnd. .it ons Jr ICING IN PRESSURE IvpE CARBURETORS /l - g
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f mndu<ive to the formation of carbure r
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~/ *./ / so *u tor i<c is quite wide. h e can form y ny /
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w henever outside air temperat ures q [, ,
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/ g range from 10* F to 100 F, when dew w pra *g 40 cu
- h. points range from 10*F to 82*F and s *
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wheneser relative humidities are g greater than 20 percent.
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- When the right combination of vari- u e'l', / /
ables exists, the pronounced tempera- ,V'" '
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ture drop that mcurs in the carburcior p '9y [S/
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(this can be as much as 70*F) will j/ 'O J cause ice to form. Consult the atcom- ef -
panying icing probability chart to see just how many combinations can exist gg/g*
d /g/ ,
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o that could give rise to carburetor ice. 0 10 2c 30 40 56 60 ro so 90 too no A pilot should suspect carburetor ice AMBIENT TEMPERATURE *F wheneser he experientes a sudden en- Carimretur long 1%1=lahry Chart. Ltc the r,arrou range of wnditions that produccs gine roughness or vibration, an other- tong in prosure carluretors. Flwr type carhureturs (by far the rnore common) how wise unexplainable drop in rpm's in a 4. drugn # at can produce ice in ad the cunditions represenrrd by the shad /d areas 8
fixed-pitch propeller aircraft or a drop tight inng conditwns <an hecume sewrc afic, is minutes of continuous opcraten.
I we . uwt mo g.'rcraft dwna s .a ,
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'n w hat we really want to know-that ice
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] ~ %y 1 g - ,,.# as m fact present-the warr.ing could e 'M~s ..
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e e ' 3 come too late because it has been r- a-
- a. {H - ((Dg, . U ' s hown that ice can form .and shut ' -
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.g .-
- , ..O down an engine in less than a half-p.- ya .,,v . . . - . , .
- I minMe smder thc 'righ~t circumstances.
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e i The Shivers electrical probe consists h.y.1. ;w' 36 ' .Th,. ,~,"
'- ~m* of wiring that wraps around the but-i, ~
, . erfly valve itself and gives a cockpit
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.s - w .. P.LFI'E 'cl~f 9 ' ,[ t indication when ice grounds it out.
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- . h. y c ^ . 4N # *" Regardless of how you come by the
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.-.ln_ S nd/ ""3'i suspicion that carburetor ice may be V; t.D V g, . ~, . ,
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forming, the proper procedure is to ap.
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ply full carburetor heat immedictely.
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'my'h Th,s i is the only way to be certain of meltmg the ice, and you will have the "a M. 4;/ }
] 4 o _ assurance that the temperature wiP be fkt
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high enough to prev.: ihe saelt.ng
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and refreezing of subfreezing air inside
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l--f .~. T f j the carburetor. It's ,important to apply . .'
's
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. }~ heat form a@s soon asnossnh because ic
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buretor heat valve in the off position, thus assuring an engine failure,
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What s more, smce carburetor heat t
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m, - m w.' comes from a heat exchanger mounted g
.,.s-on the exhaust system, it is dependent on the continued operation of the en-ATC-810 Low-Cost gine. If the engme is allowed to quit, no he,t w;ln be available to help at-Twin Engine CPT/IFR Fh. ght Su.mulator. tempt a restart.
Once heat has Nen y. . ,.' applied, expe Exciting news for you air taxi. commuter, flight school, corporate considerable engine roughness. This is and fixed base operatorst because the engine is ingesting the The wraps come off in June! And we guarantee you'll be amazed melted ice. Accompanying this will be at the hit.;h degree of sophistication that our low-cost ATC-810 Twin a drop in rpm's or manifold pressure, Engine CPT/lFR Flight Simulator provides. airspeed and perhaps altitude. All of j.) these things may frighten you in:o re-Just take a look at what's incfrded in this superior trainer- turnmg the carburetor] eat'chntrolto the off position,'but you shauld resist
- Realistic flight characteristics
= CAT 11 capability with OM/MM/IM sounds and tw;,, that temptation. This almost certainly engine soundsincluding prop sync, stall and gear warning would cause an engine stoppage as the e Flight performance above and below Vme partially melted ice refroze.
e Rate of turn appropriate to bank angle and airspeed After the roughness abates, you will
~
e In-flight and on-ground engine start and restart sequences nouce a rise in rpms or mamfold pres-4
= Fuel management including X feed sure. Then you can return the carbu-4
- Takeoff and landing modes retor heat control to the off position.
- Independent engine feathering There should be an additional rise in e Full IFR "real world" navigation power, indicating that the ice has been
= Comprehensive CFI fault panel cleared. If this doesn't happen, put the
!' e Realistic engine-out and emergency proceoures heat back on and wai; again.
including " dead rudder" feel Since the application of heat causes
- Trim capability a lighter,less dense flow of air into the i* e Flight plotter engine, you can lean the mixture to
- LED radio frequency displays obtain higher temperatures from the i Designed to satisfy exacting industry needs -your needs- the ATC-810 enginc. ihich in turn raises the tem-l represents that rare and sought-af ter combination, a highly sophisticatedperature of the carburetor heat, giving twin engine flight trainer at an absolutely unbeatable price.
you more melting power. Increasing
- the power seuing aho ,will provide Call ATC at 800/631-4198 (in NJ 201/870-9200). Telex 1-32443. Or ' '
C' to increase power and' lean the mixture your ord r n AT 0 in conjunction with carburetor heat in
- order to forestall any further chances AT ANALOG TRAINING COMPUTERS of ice formation. Do this with caution, because if you overlean you may stop the engine. Then, with no heat avail-
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A Division of Electronic Associates. Inc. r lieve ty n ig 185 Monmouth Parkway. West Long Branch, New Jersey 07764 can so n t mes ClacLE NO. 46 ON fl ADis 5EnvlCE CARD
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"we2'" Light Aircraft Piston Engine Carburetor Ice Detector / Warning Device Sensitivity / Effectiveness s
i William Cavage James Newcomb Keith Blehl June 1982 Final Report This document is available to the U.S. public through the National Technical Information Service, Springfield, Virginia 22161.
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, usc w .useetis w vsi Federed Awtation Admedstration Technical Center Atlantic City Airport, NJ. 08405 l
l INTRODUCTION l
l PURPOSE. l l
The Federal Aviation Administration (FAA) Technical Center's propulsion ef fort is centered on the safety and reliability aspects of propulsion systems for both turbine and piston engines. The detailed planning and objectives of the FAA Technical Center's propulsion program is documented in an Engineering and Develop-ment Program Plan - Propulsion Safety Report, FAA-ED-18-5A, April, 1981. Air-craft piston engine safety and reliability is highlighted as an area of concern, particularly induction system problems associated with carburetor icing, induction system ac,isture ingestion, and carburetor antideicing. The detailed objective of this plan is to establish test cell engine operation during carburetor ice produc-ing conditions, optically observe real-time carburetor icing operating conditions, and determine sensitivity of existing "off-the-shelf" carburetor ice detection equi pment.
BACKGROUND.
Accident / incident data involving conditions conducive to carburetor / induction system icing as a cause/ factor is available f rom the FAA computer system located in Kansas City, Missouri which contains both FAA and National Transportation Safety Board (NTSB) data. A review of this data reveals a substantial number of occur-rences where carburetor icicg was the "most probable cause" of general aviation _ g engine failure while in flight. The term "most probable cause" is used due to
~
difficulty in substantiating the insidious culprit which generally dissipates priors to examination of engine conditions.
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~
Presently', on the aviation instrument market are items which propose to af ford the pilot a warning when conditions conducive to carburetor icing are present. A g problem which appeared in several accounts of carburetor icing incidents while using these available instruments was the fact that accuracy and sensitivity may be_
- ques tionable.
The NTSB, FAA, Military, Foreign Aviation Agencies, and various pilot organizations have files full of technical reports and published articles dealing with carburetor icing accidents / incidents. The topic has been well researched and published, providing icing probability curves (figure 1) for pilot education to preclude a dange rous situation. Various individuals have directed their ef forts toward developing cockpit instrumentation capable of warning the pilot of actual ice fo rmation, or at least alerting them to the fact that carburetor conditions are conducive to ice formation (depending on atmospheric properties). Other individ-uals have pursued carburetor modification which will limit engine power loss during carburetor icing and prevent engine stoppage.
A review of various reports on carburetor icing reveal that pilots may be lured in to a f alse sense of security while using carburetor ice detectors / warning devices.
~
Rep' ort's h' ave been published in monthly periodicals by individuals indicating that
~
these off-the-shelf instruments may not have the accuracy and sensitivity required to provide adequate carbure tor protection. When one reads the literature on available instruments, they may be led to believe that the FAA Supplementat~
Type Certification (STC) has certified the instrument as an accurate reliable cure-all to icing problems.
1
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- Phase of flight - Table 3 0
- 3. Occurrences by region - Table 4 f
k h'c "o 4. 5. Occurrences by rating - Tables 5 and 6 Occurrences by af teraf t model - Table 7
- 6. Occurrences by month of year- Figures 4 and 5
- 7. Occurrences by pilot hours (private and commerc,ial) - Figures 6 and 7 TABLE 2. WEATHER CONDITIONS DURING CARBURETOR ICING ACCIDENTS / INCIDENTS (1976-1980)
CONDITION NUMBER
. Low Ceiling 7 Fog 14 g' . Freezing Temperature 4 Heavy Freezing Rain 1 Heavy Snow 3 Light Freezing Rain 4 Light Snow 4 Light Rain 12 Weather Not a Factor 259 Thunderstorm 2 Wind 7 Unknown 2 ) Other 10 Total 329 b TABLE 3. PHASE OF FLICHT DURING CARBURETOR ICING ACCIDENTS / INCIDENTS (1976-1980)
PHASE OF FLIGHT NUMBER Approach 59 Climb to Cruise 6 Cruise 159 I Descent 6 Taxiing 2 Land ing 14 , Takeoff 66 - l Touch and go 2 Simulated Forced Landing 4 Practice Maneuver 1 Unknown 10 Total 329 l t 7
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'-TABLE INCIDENTS
- 6. _ PIlhT CERTIFICATE / RATING FOR CARBURETOR ICI 1976-1980-1977 1978 1979_ 1980
' RATING 1976 CERTIFICATION _ 10 13 7 8 No Rating 9 STUDENT 19 28 29 42 ASEL 25 PRIVATE 2 3- 1 2 ASE ASES 0 . PRIVATE 1 1 1 3 1 ASMEL 0 PRIVATE- 0 0 0 1 PRIVATE .RH ASEL- 'O 1 i ' UNKNOWN 0 0 1
-PRIVATE 6 5 6 ASEL 9 8 COMMERCIAL 1 1 2 0 ASEL ACES 1 COMMERCIAL 10 8 4 5
'ASMEL 10 COMMERCIAL 0 0 1 1 ASMEL ASES 2 COMMERCIAL . 0 3 .2 1 RH ASMEL 0 COMMERCIAL 0 1 0 0 1 COMMERCIAL RH 1 0 ASMEL ASES C 0 1 COMMERCIAL 0 COMMERCIAL RH ASEL 0 0 0
3 1 0 .0 j G RH ASMEL 0 1 COMMERCIAL 0 0 0 C ASEL 0 1 COMMERCIAL 0 0 1 G ASEL ASES 0 0 COMMERCIAL 0 0 2 0 0 COMMERCIAL UNKNOWN 1 1 ASEL 0 0 1 CERTIFIED FLIGHT. INSTRUCTOR (CFI) f
.D 1
( 0 0 4 ASMEL CFI 0 0 0 2 1 CFI ASMEL ASES 0 0 0 2 UNKNOWN 0 CFI 0 0 0 1 0 CFI G RH ASMEL 0 1 0 0 0 ASEL 2 AIRLINE TRANSPORT 2 1 2 1 ASMEL AIRLINE TRANSPORT 0 0 0 0 ASMEL ASMES 2 AIRLINE TRANSPORT 0 0 1 0 0 ASMEL ASES AIRLINE TRANSPORT 0 0 0 RH ASMEL 0 1 AIRLINE TRANSPORT O O O O 2-AIRLINE TRANSPORT UNKNOWN 0 0 0 1 0 ASMEL AIRLINE TRANSPORT 0 0 0 0 ' ASMEL 0 FLIGHT INSTRUCTOR O O O 1 O UNKNOWN RATING ABBREVIATIONS ASEL - Aircraf t Single Engine Land ASES - Aircraft Single Engine Sea AMEL - Aircraft Multi-Engine Land AMES - Aircraft Multi-Engine Sea ASMEL - Aircraft Single Multi-Engine Land ASMES - Aircraf t Single Multi-Engine Sea RH - Rotorcraft G - Glider 10 t
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4h) OU reducsd power estting $U .
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- 2. At low power settings or prolongzd periods of time at l adequate heat may not be available to overcome impact of ice accumu ation.
- 3. Application of carburetor heat will momentarily cause onRoughne increase ss is in engine i
- d. roughness which entices the uninitiated pilot to turn off heat. h l caused by water ingestion as ice melts, plus the application of heat causes enric
/s-ment of fuel-air mixture.
- 4. Performance degradation may not be caused by ice formation.
f Performance degradation does not appear at initiation of ice formation, but b 5. K rather after an accumulation has developed. y.- there are times when the '
- 6. When carburetor temperature is well below freezing, l
( application of heat will make icing conditions worse, however, pilot doesn't a w know when these conditions exist. In addition to the standard cockpit instrumentation OPTIONAL INSTRUMENTATION. required by FAR's, there are optional instruments available onf the STCsmarket which have been approved by the FAA on a no-hazard basis with the issuance oSuch in or installation in type certificated aircraf t. f optional equipment _on11 and> flight operations should not be predicated on their pprG is not extended to other specific engines of the unless approved w',. Y se. incorporated it is models a which other the previously approved modifications are interrelationship between changes /aodifications till introduce Appendices C and D are determined that no adverse ef fect upon the airworthiness of that engine. examples of typical STC approvals. instruments which are commonly installedFor asthe carburetor purposeice of Two of f-the-shelf detection / warning devices were evaluated within this report. b 2. this report these instruments are listed as Test Probe 1 and Test Pro e The Test Probe 1 system is completely independent of Tast Probe 1. do not affect detector operation except to temperature or pressure changes which By means of a transistorized electrical circuit, melt away frost / ice accumulation. a warning light mounted on the cockpit instrument panel, i age of light
'- probe sensor, both of which are located inside the carburetor.
The panel mountea warning light also incorporates a sensistivity control An which may be adjusted on the ground or in flight to regulate light activation. optional warning horn may be included with system installation. 18 in the Test Probc 1 SYSTEM TESTS portion of this report, cell using As discussed separate test runs were perfomed in the static sea level engine test Data compiled during test operations, which totaled 30.85 hours of
" Test Probe 1. the instrument is a useful cockpit engine operation, lead to the conclusion that s item.
There are some shortcomings inherent in Test Probe i system design / probe location as described in detailed in the ENGINE TEST SEQUENCE portion of this
- report; however, the following summarizes overall shortcomings:
i
- 1. System operation is sensitive to aircraf t voltage fluctuation.
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s-p - a Figure 3: Typical Short Plumes Figure 4: Estended Plumes 2:25 p.m. April 16,1974 7:55 a.m. April i1,1974 Especially during the midday hours plumes normally The plumes from the Amos towers rose to a maximum height of evaporate quickly. In this instance, with the air tempera- 5,000 feet in this case and persisted for six miles. The air tempera. ture at 68'F. and the relative humidity less than 30%, ture at plume height was 28*F. and the humidity 55%. the Amos plumes dissipated within 200 feet of the ' ops of the towers.
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r Tsh W% ..*;(-};% i' ;. . ;4.Q;. g . Figure 8: Plumes Merging W. - with Natural Cloud ' ji%g Layer ', 4-January 29,1974 S:30 a.m. ..iAwce.; . , ag 'l k ' 1 ., The trio of plumes from ..
"' ( x ., . . Amos rise 2,500 feet above d.W ground and blend with the jf -l, 9
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. existing cloud layer.The tem- y ': '
Y y. perature was 32*F. and the atmosphere saturated at the E I Sy
- y. . cloud level.
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i% Figure 9: Tower Plume Ris-
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N Figure 7: Cooling Tower and Stack Plumes Ing Through a p. r.g. Above Natural Fog Natural Cloud May 7,1974 7:00 a.m. Deck L.' . "* INC. mew-January 25,1974 12:46 p.m. r The plume from one hfitchell to ser (A) and the stack plumes from hfitchell (B) and a nearby plant The converse of Figure 8, in (C) rise thousands of feet above a deep layer of which the Amos plunies - natural fog. The winds were light, the temperature break completely through the 28'F. and the relative humidity 78% at plume natural cloud deck at ap-ltitude. proximately 3,500 feet, , p.: a
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.e Amos plumes rising almost vertically to 3.200
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y af . "; Figure 6: Plume Rising Above Natural Ft , May 28,1974 7:04 a.m. The single plume from one Amos unit rises above the blanket of natural fog which shrouds the valley. The winds were very light and the air relatively dry (35%) at the height of the tower top. I I
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' Figure 11: Shadowing FEcct of Tower Plumes m q
- February 15,1974 1:15 p.m.
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', The shadow of the tower plumes is clearly vis-f.-
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The tower plumes (lower right) evaporate quickly in the relative!) warm, dry air near the top on the tower (52*F., Ril 33% ), but the invisible mois- l.[M h.**M:b ' q , ture continues to rise and forms a new cloud 8.000 feet above giound, where gygg -r O g d b>.4 - N{T " wI - - w. '
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, /gg STAINLESS STEEL FASTENERS ICE?
1TTTTit@ ofIce in venturi - t h0 AIRCRATT RUSiihG TASTENER PR06Lf Ms manenwsmcivemeanicke non-niaonac by Atfred R. Pucem. ell.i
, Stop Guessirig e 50 serioO I . . . _
nan"35E.'orN'if.'" sTp'o s s 60 STATISTICS CONCERNING AIRCRAFT ac- [ $' NENQ j b !6 atj cadents caused by engine failures due to
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sfe$Nah,'fEI.,76snWess.*,2S" " " *' C'"9 " """'sicading f,ar_b d 4-- te tr,7 A P.R No a s t/2* ar Srt long . . . s 4 60 s 8 00 ice forms in a very underhanded manner it CM Come on very rapidly. Cause its some-ase as iuheYssern.100* cst B rhead. l The ARP INDUSTRIES, INC.. CARB ICE [ @ jj Q Q .* { 5 $ l6ej @nes lethal eltects. and then disapDear Detectors warn by red light when frost and N: 10- beto,re the FAA NTSB'ieam of Pccident m-23 rr 3?s1<418.1/2.fwil.&4.or t-spe'O . . screwt S 5 54 $ s 70vestaoators ,t ice first begm to form m the throat of the c mas ssa. wa sher Imr ess ene 100* Rai tees can detect it and teport the carb by use of an optical probe and nor 6 outside emeerl 5 65 'true cause of a crash' temperature. FAA approved for all aircraft seo 10s? 4 ouis.de semeier . . s 6 24 510 as Many F AA accident reports are marked
.' with Marvel-Schebier Cards. STC SA 489 o,e, n o,o., tois s000 p.ecn AA pnces irichsde UPS
" Engine Faduee Due to Unknown Causes "
EA Wt.13 oz easy installation. Set d or us oostage coo. VISA, er Master ChF9e orders 3Ctepleo i
$173.50 + SLOO for 6mmediate airmail [1,8 ggg,gi 48 4438 5*'id nor FREE Accidents Can be Caused by water in the delivery; N.Y. res. add 7% tax. Call or write: '" "" "*""'""*"'*9'"'
ARP INDUSTRIES, tNC. GARTMANNSTAINLESS,1NC. P.O. Box 1005C-Delran, NJ 08075 m egine accessones. among other 36 Bay Drtve E. Huntington. NY 11743 tel(516) 4271585 any day or evenhg causes, b"t these can be readily identified CarCJe No 706 oa Resoer servece Cara Cercre No 129 on Reaaer Servece Cara during an accident invesDgation Carb sce.
's however. can disaDoear within minutes
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J U.S. IFR Enroute S35-Plate $ $55! Save up to 60%! Save ti_rn.e tog!'.$" NVESTMENT *'Y'*d #Y * ' O 5 '*^"h' mouClion system and cartmmtor tinoat. UtP.QUIE i AREA U.1 e , 1617 W they cannot report ice it only water is ( t.'.'.".'c'a'I'".b 5 E-NI 2l ~ F'.
~ found in addmon residual engine heat can APEP0ACHMARS P_
[ . {- l ' cause the water to evaporate before the ' ",'s U I"d .. ..e IU' ((.Z',", l"',,*[,*",[ reds ar,ive. turine, contound.ng tne inves-f i 1-Z Z ,T,Z',,*.'" gg *= -*-==**= c Q[.IV.-vbC s (4 .~.% gD g El Ts T'E Ig N- *",,llis log'Cai to suSDeCf that carb eCe is 4trasturaDr engineered, rest. p "T." 48 much rnore gevaient ' nan most aacratt mis"I."U're*I,70J.5 u cs -un ne: n.n 7ETe.f.7..C.".lig
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b PILOT WATCH VALUE!
> 4 Tirnes + 12 or 24 hr!-25. 55 w M t. sess Isais. 7
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- IMPROVED PILOT 4
- ==0 7 INSTA NT CONTROL 1
. i CONTROL - .
e g a a a The Plantronics Push-to Talk Switch lets : g l air l
,' StarSet' and MS$0 users enjoy the freedom B CARBtlRETOR
, and safety of hands-free comrrunication, e l
j Iven in diff.cuit flying conditions, you can ' 8 Carb ice Detector probe .is installed in the talk without ever taking your hands off the venturi area at tist pomt where ice first be-( controts Mounts easily on yoke, and a Vefero l t 8 l gins to form m the carburetor-after the i-' fastener Available atiets youryou local take FBO or it avionics to othershop. planes too. 'j main nozzle and before the throttle valve. I l of up to e eadio inputs is youre . hen you ,
, build en avdse panel k6t trem Radio systemo g
> , Technology. The Rst 503/M8 (s159.50) has a a g buut-in marker tescon receiver & a hot mic e
*' intercom. The RsT-503(without the receiver) 1 is stos so. The RsT-502. a short cha ssig (3* In a manner that Could eliminate Icing as a oeer<1 version of the 503. is sst so. wrue maior cause of engine failure j
q ,
' ! l or call for your FREE C AT ALOG. ! As most pilots know, carb ice can I
NDb , . . . . . - . ! form at almov any tirro even at ambient '< $ aM* g
# Radu3 Systems Technology temperatures higher than 70*tantenheit.
272-2 3 10985G Grass Valley Ave. 't tne relative humoty and aircraf t throttle ,. a fa[ hna g 9,0s) 42s.sssa .
\ . , , e/ mass vaHE CA 9M mong an opmal for icing What most p.- l C.reia No rsion Reaser ser,.ce Cara
\ 1 C.rere No oas on neaceTserv:ce Cara Inat frost tOrm5 in the throat of the carbu-a j . j. N __ _ _________ _ ______ COPYRIGHT 1980 /U
-_-.OU.--'[d . _
AN
AOPA AIR SAFETY FOUNDATION f' /
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% 0PERRTICI1RL;A -
FL9ER- m Volume 2 A Free Safety Publication Made Possible by Your TWO + ONE Contributions Number 1 y
& PREVENTING INDUC, TION ICING The air taxi pilot was on an IFR flight be prevented. In addition, FAA uspects power, because the flow of the fuel-air plan from Roseburg to Bellingham, that some accidents blamed on undeter. mixture to the engine is restricted. Car-
{ Washington. f fe carried one passenger in mined engine failure could have bxn buretor heat or alternate air should be l the Piper PA-28-181 Archer. Weather caused by induction icing. And contracy used when icing conditions are present to l \ was 400 scattered,1,100 broken, five in to popular belief, most carb ice accident; prevent ice buildup. Fast-formine ice mav ' g fog. Approaching Bellingham, the pilot occur during cruise or climb. In virtually reduce the amount of heat avMhhlf _ W l initiated an ADF approach, which afford- all cases induction icing accidents can be the use ut partial heat may be worse than ed the lowest minimums. He rnissed the attributed to the pilot. rfet us ne A2.Lau.
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approach and was cleared for a cecond Impact induction ice, which can affect m aircraft with smaller engines, with i one. On this atterrpt, he c.Med three an engine with injection-type pressure no carburetor air or mixtuce temperature M notches of flaps and he kept 2,000 rpm. carburetors as well as ones with float instrumentation, full carburetor heat l Three miles short of the field, the engine bowl carburetors, forms when moisture- should be applied as necessary. Carb heat started cutting out, then quit. He applied laden air, at temperatures below freezing, should be shut off for full power opera-l carburetor heat, but it was too late. The strikes air scoops, heat or alternate air tions such as takeoffs jLnd_n emergency go-plane crashed into the trees well short of valves, intake screens and protrusions in ,aramds Leaving the heat on could se-l c j the runway. the carburetor. Flying in snow, slect, rain riously reduce the amount of power L., in looking into the accident, National or clouds is conducive to the formation of available and could damage the engine. b5 t Transportation Safety Board field inves- this type of icing. Just as you should automatically apply tigators qtiestioned local flight instructors Ftci ice forms at and downstream from carburetor heat before throttling back for , and discovered that many were telling the point where fuel is mixed with the descent, you should automatically turn their students that carburetor heat is un- incoming air. it occurs when the moisture off carb heat when applying full power necessary if rpm is kept up to 2,000 i in the air is cooled by the vaporization of for a go-around or a touch-and-go. Carb during reduced throttle operations. The ; ,the fuel if ice is allowed to build up in the heat should be on the pretakeoff checklist use of carb heat after the engine quit was ' walls of the induction passages, it can to test its effectiveness - the power should l ) alvocated. NTSB also turned up the fact- throttle the engine. Visible mois.l.ure-.jn drop on runup when carb heat is applied. l ' that at least one CADO, in Montana, ha he air is not necessarymcause.lueticing, if the relative humidity is above 50 per-been failing many students on their pri khich can occutatlemperaturcifwm 32* cent and the temperature is below 70* F, vate pilot checkrides for not using car- to 100* F, and with a relative humidity of apply carburetor heat immediately before buretor heat on the flight. 50g3 or more. It should be noted, takeoff, as ice may have accumulated I Pilots should understand the different however, that'the likelihood of icing in- during taxi. Don't leave it on, however. types of icing that can affect engine opera- creases as the tem pera t u re If a power loss is obs?rved, apply full tion and how to prevent them. Despite decreases (down to 32* F) and as the heat or alternate air before disturbing th the fact that the dangers of icing and the humidity increases. Fuel icing is most throttic. If the ice remains, gradually od-I prevention of those hazards have been likely to occur with temperatures below vance throttle to full power rate to pro- ' { documented for some time, apparently 70* F and relative humidity above 80 duce as much heat as possible. not all pilots are comprehending the cure. percent. During a five-year period, FAA says, Throttle ice is formed at or near i par-i .F there was a total of 360 general aviation ially closed throttle, as in a crui'e power FAA advisory circutor 60-9 Induction
. .I g accidents involving induction icing as a setting. In engines mth float-type Icing - Pilot precautions.and procedures l
, J - probable cause/ factor. Forty fatalities,160 carburetors, throttle icing usually occurs contains full details. This publication is ' injured people and 47 aircraft destroyed, and 314 others substantially damagM - along with fue! icing, wmpounding the problem. available free by writing to: Department l
' of Transportation Publications Section.
all because of induction icing which can All three types of icing can cause low of TAD 4431 Washington, D.C. 20590. j L >-.~~- _.--~~.:,.----~------.--------------------------------------}}