IMHO switching fuel tanks throws a possible engine fuel starvation issue and/or emergency into an already busy situation. I flew Cessnas and never understood the reasoning behind it. This procedure does nothing to save fuel. It just adds complication to the flight and another unnecessary thing to think about. Airplanes need to take a lesson from the older motorcycle days when you had a reserve valve setting when you ran out of fuel. You had a chance to make it to a gas station. In an airplane if you neglected fuel consumption or had an unexpected issue and had the altitude you might have a chance to make an airport. We had a Piper Saratoga crash because the pilot didn’t get the fuel selector switched correctly upon approach. People died. What a shame. Just my opinion. Great channel!
GUMPICSS. I’ve always learned gas, undercarriage, mixture, prop, instruments, carb heat, if equipped, switches, seatbelts. You could never have too much on the landing checklist.
GUMPS has been around for some time, however I am curious how or when people add carburetor heat for those of us with Beech Airplanes with carbureted engines (E 185-8)
As it states in the POH, "the possibility of fuel icing [carburetor ice] is reduced by the design of the pressure carburetor." The Systems Description section talks about carburetor heat primarily in the context of cruise flight. The Before Takeoff checklist includes the carb-engine standard Carburetor Heat - CHECK and return to COLD step. The Descent checklist calls for using carb heat "as required," but the Before Landing checklist states: Carburetor Heat - COLD Note: If icing conditions are indicated, carburetor heat may be carried; however, less power will be available for a go-around There is no Balked Landing checklist in the E-series POHs, but there is a NOTE about making a go-around that does not mention the carburetor heat control. In general carb icing is possible with high relative humidity and outside air temperatures up to about 70 degrees Fahrenheit. In those conditions I would apply full carb heat when reducing power to descend from traffic pattern height. I'd also practice ensuring the carb heat if OFF as part of a go-around.
IMHO switching fuel tanks throws a possible engine fuel starvation issue and/or emergency into an already busy situation. I flew Cessnas and never understood the reasoning behind it. This procedure does nothing to save fuel. It just adds complication to the flight and another unnecessary thing to think about. Airplanes need to take a lesson from the older motorcycle days when you had a reserve valve setting when you ran out of fuel. You had a chance to make it to a gas station. In an airplane if you neglected fuel consumption or had an unexpected issue and had the altitude you might have a chance to make an airport. We had a Piper Saratoga crash because the pilot didn’t get the fuel selector switched correctly upon approach. People died. What a shame. Just my opinion. Great channel!
I’m pretty sure it’s meant to prevent fuel imbalance
GUMPICSS. I’ve always learned gas, undercarriage, mixture, prop, instruments, carb heat, if equipped, switches, seatbelts. You could never have too much on the landing checklist.
GUMPS has been around for some time, however I am curious how or when people add carburetor heat for those of us with Beech Airplanes with carbureted engines (E 185-8)
As it states in the POH, "the possibility of fuel icing [carburetor ice] is reduced by the design of the pressure carburetor." The Systems Description section talks about carburetor heat primarily in the context of cruise flight. The Before Takeoff checklist includes the carb-engine standard Carburetor Heat - CHECK and return to COLD step. The Descent checklist calls for using carb heat "as required," but the Before Landing checklist states:
Carburetor Heat - COLD
Note: If icing conditions are indicated, carburetor heat may be carried; however, less power will be available for a go-around
There is no Balked Landing checklist in the E-series POHs, but there is a NOTE about making a go-around that does not mention the carburetor heat control.
In general carb icing is possible with high relative humidity and outside air temperatures up to about 70 degrees Fahrenheit. In those conditions I would apply full carb heat when reducing power to descend from traffic pattern height. I'd also practice ensuring the carb heat if OFF as part of a go-around.
@@AmericanBonanzaSociety Thanks for your reply. I was more looking for a technique or mnemonic, to remember that I have carb heat in this airplane.
Well done…! Thanks…! KEN Kellogg