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Anyone know of a carburetor heat gauge suitable for FS2K2?  Looking for one to drop into a 172 panel.

[quote]Anyone know of a carburetor heat gauge suitable for FS2K2?

You could always put it on a pop-up window. This is easy enough with CfgEdit & a lillte basic knowledge of Panel.cfg. You don't need PSP or any other graphics editor to add or move gauges - unless you wish to edit the BMPs or create new ones.

You could always put it on a pop-up window. This is easy enough with CfgEdit & a lillte basic knowledge of Panel.cfg. You don't need PSP or any other graphics editor to add or move gauges - unless you wish to edit the BMPs or create new ones.

...why would you want to put a "lillte*" carburettor heat control gauge on a fuel injected Cessna 172 Skyhawk engine...?
...I ask myself...?
Paul.

*....one to me... ...!
LOL...!

I'll grant you that. One up to Fozzer. I'll have my revenge, just you wait.

My posts are full of typos as I always was a rotten typist. That's why most of them are edited later. You didn't give me time to do this one.

The Cessna 150/152 aeroplanes are fitted with carburettored engines

What's with these "carburettored" engines? I though it was carburated. That didn't take long did it? I can be more pedantic than most people if I wish. LOL

Carburettored engines are engines fitted with carburettors..... ...!
Engines fitted with carburettors are carburated engines... ...!
Fuel ingected engines are not fitted with carburettors, only injector pumps... ...!
I like injector pumps in aero engines because they don't suffer from freezing and cause you to fall out of the sky... ...!
LOL... ...!

Paul....!

P.S. stop following me around with that "pointy stick" of yours.... ...!
LOL...LOL...LOL...!

Carburettored engines are engines fitted with carburettors..... ...!
Engines fitted with carburettors are carburated engines... ...!
Fuel ingected engines are not fitted with carburettors, only injector pumps... ...!
I like injector pumps in aero engines because they don't suffer from freezing and cause you to fall out of the sky... ...!
LOL... ...!

Paul....!

P.S. stop following me around with that "pointy stick" of yours.... ...!
LOL...LOL...LOL...!

Gotcha..........!
I can keep this up all night. You started it. Wanna call a truce?

O.K ...
A truce it is...(for now).... ...!
On a technical note... ...!
I am always surprised that the likes of Lycoming. Continental, et al, still fit carburettors to their aero engines, knowing how vulnerable they are to "icing up" in adverse conditions.
A few years ago we had similar problems with carburettors on certain of our motorcycles for identical reasons (they had to be re-called and fitted with heaters).
Aero carburettors are reasonably cheap and simple, but I'm sure the cost is sometimes outweighed by the dangers.
Fuel injector pump systems are slightly more expensive and complicated. but are infinately more reliable under all most conditions.
Small diesel injected engines are now becoming more common for GA aircraft, and will be the preferred piston engine type in the near future.
(I'm watching them closely)... ...!

Paul.

OK then. This is only a temporary cessation of hostilities you understand. It will last until I feel cheeky again, which could be any time really.

I'm sure that fuel injection is superior in most ways. Maintenance would be more complicated & thus more expensive of course. Even basic car engines are fitted with fuel injection & electronic ignition these days. The aircraft industry tends to to stick with the old tried & trusted methods.

Okay, okay.  Thanks for all the advice.  

I think it was Mark Twain who said he wouldn't trust a man who could spell a word only one way.

Relative to the carburetor heat:  I'm working on a PPL, and in the 152 and 172, the drill is to add carburetor heat when you reduce power below 2000 rpm (and put on 10 degrees flaps) when you're abeam of the touchdown point.  I'd like the heat gauge for more realism.  

Hoot

Carb Heat

Most light aircraft prior to the fuel injected engines being installed on light aircraft used carb heat.

This was normally applied once established on the Downwind leg and prior to turning Base leg.

A drop of 100rpm was not uncommon.

Once established on Final normal use of carb heat was pushed in to cold position increasing rpm and eliminating one more thing to do if an overshoot or missed approach was called forl.

On many light aircraft to-day carb heat is still common along with manual flaps.

There are a lot of articles published on carb heat and icing.  I do believe there is information published periodically in Transport Canada's Aviation Safety Letter.

Correct me if I am wrong but I do believe the last Royal Canadian Air Force Dak (DC3 or C47) that was lost operationally was lost on a Search and Rescue Mission and was lost due to Carb. Heat along with the entire crew.

Happy Landings....Cheers....Doug

[quote]Okay, okay.