<p>Geachte Instructeurs,</p><p>Hieronder ons antwoord aan de Air Accident Investigation Unit - &nbsp;Belgium</p><p>MVG</p><p>Pierre / Alfako</p><p>&quot;Geachte Heer,</p><p>Hierbij ons antwoord op de gestelde vragen.</p><p>Als algemene opmerking&nbsp;;</p><p>Het gebruik van de carburator heater is iets dat al tientallen jaren bestaat.</p><p>De talrijke publicaties hierover (EGAST, CAA, Campbell &nbsp;enz&hellip;), de procedures bescheven in de POH, in de operators manuals en in de bestaande cursussen + de doorgegeven kennis van piloten aan toekomstige piloten zou moeten voldoende zijn omdat er geen problemen zouden zijn met ijs afzetting.</p><p>&nbsp;Men moet duidelijk zijn, de carburator icing risico en het gebruik van de carburator heater is niet enkel een factor om rekening mee te houden in de PFL oefeningen, maar in elke phase van de vlucht (en op de grond) en misschien nog meer bepaald bij elke wijziging (vermindering) van het vermogen en/of bij gedeeltelijke opening van de gasklep op motoren uitgerust met een carburator.</p><p>De weers omstandigheden spelen eveneens een belangrijke rol.</p><p>Van onze ervaring is de basis opleiding van PPL, en erger, van FI&rsquo;s onvoldoende op dit gebied.</p><p>Wij zien alle dagen piloten die gewoon geen (basis) &nbsp;kennis hebben van dit probleem.</p><p>Wij hebben in bijna 30 jaar scholing in Wevelgem nog nooit Carburator Icing gehad die had kunnen gevaarlijk zijn.</p><p>Hieronder de links naar de Alfako referencie documenten:</p><p><a href="http://www.pilots-schoolmanagement.com/user/files/9/0a43cecab57dbbf99a9dee849520c328.pdf">http://www.pilots-schoolmanagement.com/user/files/9/0a43cecab57dbbf99a9dee849520c328.pdf</a></p><p><a href="http://www.pilots-schoolmanagement.com/user/files/9/f11c6666f571758ba7d299765ec0cd8e.pdf">http://www.pilots-schoolmanagement.com/user/files/9/f11c6666f571758ba7d299765ec0cd8e.pdf</a></p><p><a href="http://www.pilots-schoolmanagement.com/user/files/3/92188081db7c0686c054e3473fefaa0c.pdf">http://www.pilots-schoolmanagement.com/user/files/3/92188081db7c0686c054e3473fefaa0c.pdf</a></p><p><a href="http://www.pilots-schoolmanagement.com/user/files/4/708d4fe4d305777e7b81867d9d22c10e.pdf">http://www.pilots-schoolmanagement.com/user/files/4/708d4fe4d305777e7b81867d9d22c10e.pdf</a></p><p><a href="http://www.pilots-schoolmanagement.com/user/files/5/f6b9662995cdc2a2221945fb85f44833.pdf">http://www.pilots-schoolmanagement.com/user/files/5/f6b9662995cdc2a2221945fb85f44833.pdf</a></p><p>Al deze documenten staan op het Flight Hub systeem. Instructors en Studenten hebben een vrije toegang en, gekoppeld aan de specifieke Training sequentie, moeten gelezen en gekend zijn door de Students.</p><p><strong>1)&nbsp;&nbsp;&nbsp; Could you provide us a copy of the school&#39;s procedure of the PFL exercise?</strong></p><p><strong>Please specify per aircraft type (Cessna, Piper, carbu, fuel injected,..) if applicable.</strong></p><p>Reference is Campbell Flight Instructor Handbook, de EGAST, de CAA en de Algemene Vliegtuig kennis cursus van Alfako.</p><p>Op Fuel injected motoren is geen Carburator Heater&hellip;</p><p>Zie links to documents hierboven.</p><p><strong>2)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; How is this practiced during dual training?</strong><br />Aircraft is positioned overhead the home base runway threshold into the wind at 1500 ft, slightly offset to the right so as to allow the student pilot to see the runway. The exercise is started (by the instructor) by pulling carbu heater to HOT position and throttle set to IDLE to simulate an engine failure.&nbsp; Student calls out : &ldquo;Engine failure&rdquo; -&nbsp; &ldquo; best glide speed&rdquo; - &ldquo;the field chosen&rdquo;. Time/altitude permitting (more than 1500ft AGL) an engine restart procedure using the POH checklist is simulated. The engine restart is always considered unsuccessful so as to force the student to perform a simulated emergency landing. The POH forced landing checklist is simulated. Mayday call sent (simulated).&nbsp; The student flies a left hand rectangular emergency pattern during which he passes a high key point approx. 1200ft in downwind and a low key point approx. 800ft at beginning of base leg. The student maneuvers the aircraft in such a way that he reaches the intended touchdown point. As stated in all publications, the Carbu Heator is set to Cold when COMMITTED TO LAND, or after touchdown. In case of go around the carbu heater is set to COLD and a go around procedure is performed.<br />&nbsp;</p><p><strong>3)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Is this only done during a special dedicated mission or is this rehearsed (unannounced) afterwards during other missions?</strong></p><p>Initially, first acquaintance is done overhead the home base runway. Later on <a name="_GoBack"></a>during some dedicated missions during which a field is chosen together with the student. The aircraft is positioned overhead the chosen field at 1500ft AGL, in order to get familiar with the exercise over a short grass field. After the student is familiar with the procedure from 1500ft the same exercises are performed without preparation during which the student has to choose a suitable field himself and from 2000 or 2500ft AGL.&nbsp; At a later stage the PFL are also performed during navigation training from heights ranging between 2000 ft and 3000 ft AGL. Special dedicated mission are not used. Except for the initial PFL training.<br />&nbsp;</p><p><strong>4)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Do you always train the whole exercise (select field, engine check,..., approach up to go around) or is this sometimes split in different stages?</strong><br />First PFL is a whole exercise demo overhead the airfield from 1500ft AGL followed by exercises done by the student, up to proficiency, in Dual training.<br />&nbsp;</p><p><strong>5)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; If applicable; is it specified in the procedures how much time in advance the carbu heater as to be applied?</strong><br />NO, the carbu heater is applied just before idling the throttle in one mouvement. Carbu to Hot prior to power reduction done immediately after carbu heat to Hot.</p><p>Again, procedures are not written by Alfako but the know publications are used + FI knowledge and common sense.<br />&nbsp;</p><p><strong>6)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Where are the dual PFL exercices performed?<br />Is it always overhead the same field?</strong></p><p>NO<br />If not, are the fields chosen randomly or is there somekind of list of well known fields (terrain, obstacle clearance,..)?</p><p>Field is randomly chosen; there is no list of well known fields. The choice is of course made in a no obstacle zone.<br />&nbsp;</p><p><strong>7)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Is it part of the training to let PPL students train the practiced forced landing solo?</strong><br />NO, not without an instructor.</p><p><strong>8)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Are they allowed to do it &#39;in the field&#39; away from the aerodrome?</strong></p><p>NO, not without an instructor.<br />&nbsp;</p><p><strong>9)&nbsp;&nbsp;&nbsp;&nbsp;&nbsp; Is this field specified or is it up to the student&#39;s discretion to choose the field?</strong></p><p>No it is a random field chosen by the FI.</p><p><strong>10)&nbsp; Is this only practiced above the home base or also on other aerodromes?<br />Initial practice is done above the home base. Can be done is some cases on other airfields.</strong></p><p>Are there any constraints (time since last dual PFL exercise, pre-flight briefing with instructor, # exercises per mission, can any instructor sign him/her off,..)?</p><p>???</p><p>Steeds tot Uw dienst en vriendelijke groeten</p><p><a name="_MailAutoSig">Best regards</a></p><p>Matthieu Dardenne</p><p>Safety Manager</p><p>Pierre Dardenne</p><p>Manager&quot;</p><p>&nbsp;&nbsp;</p>