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Date: Fri, 11 Jan 2008 09:50:42 -0500
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From: "John Barrett" <2thman@cablespeed.com>
Subject: FW: water ingestion in rain and engine stoppage
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-----Original Message-----
From: John Barrett [mailto:2thman@cablespeed.com]=20
Sent: Wednesday, January 09, 2008 7:06 AM
To: 'gerardoconnell@optusnet.com.au'
Subject: RE: water ingestion in rain and engine stoppage

I can attest to the accuracy of this warning.  Although my engine is
different (no carburetor) I think the result could happen in either a/c.

In my case the culprit was snow - not ice, but it did the job.  I have a
Beech Sierra with a Lycoming IO 360.  No carb heat is installed because =
of
fuel injection, but there is an alternate air source.

First instance a few years ago in winter: Flying about 10K at night just
east of Mullen Pass returning after a ski trip from Montana to =
Washington
State Olympic Peninsula.  I was on an IFR flight plan but in VMC and =
there
was enough light to see that IMC conditions were in the path (it looked =
as
if it was a discreet cell but I elected not to ask for deviation around =
it).
There was heavy snow inside this cell and after about 30 seconds on
instruments the engine went silent - very strange and unsettling.  While =
I
was determining what that puckering feeling was in my seat, the engine
started back up again and didn=92t miss another beat.  Engine stoppage
probably lasted no more than 5 seconds. =20

Second instance about 3 years ago - same airplane flying from Redmond, =
OR to
home in WA.  I was IFR at about 8K ft south of Mt. Hood cutting across =
to
Portland with heavy snow.  Engine stopped and I had time to ask center =
to
verify the GPS indication of an airstrip about 4 miles SE and start the =
turn
before the engine revived. =20

You'd think people would learn, but a couple of months ago I was =
returning
from Redmond in the afternoon and tried to cut across the dogleg south =
of Mt
Hood instead of going up to the Columbia Gorge on the east side of the
mountain.  It looked like I could do this in VMC but after I got to the =
SW
of Hood clouds started showing up so I picked up an IFR clearance.  The
controller warned of heavy precip ahead, but had no pireps, and I was =
not
picking up any ice although there was a good bit of snow so I continued.
Indications of problems started when the heater quit working and then I
noticed I couldn't get anymore MAP by manipulating the throttle (at 8K =
you
can't get much in the best of circumstances, but you should be able to =
see a
little increase in power and MAP - I normally try to use about 65% power =
up
to 6 or 7K).  Eventually I made the ILS into PDX and waited out the =
frontal
passage.  On the way down the glideslope there was a sudden increase in
engine power at about 3,000 ft and the engine returned to normal =
responses
to throttle input in addition to the fact that it was running more =
smoothly.
Early on in this episode, I  tried to turn the little alternate air =
valve
that's under the instrument panel, but I could not get it to turn. =20

I'm convinced that all three of these incidents were caused by =
accumulation
of snow on the air filter strangling the engine of Oxygen.

Bottom line - trust the POH in this instance.

Regards,
John Barrett

-----Original Message-----
From: gerardoconnell@optusnet.com.au =
[mailto:gerardoconnell@optusnet.com.au]

Sent: Tuesday, January 08, 2008 12:23 PM
To: lml@lancaironline.net
Subject: water ingestion in rain and engine stoppage


No virus found in this outgoing message.
Checked by AVG Free Edition.=20
Version: 7.5.516 / Virus Database: 269.19.0/1216 - Release Date: =
1/9/2008
10:16 AM
=20