and on piston planes carb heat is turned on as part of the landing checklist. It's usually only used during landing. Why? You're at altitude where the air around and being pulled through the carb is colder, but most importantly the engine has been throttled back to idle for decent. Idle produces the most vacuum thus the most cooling/icing potential as noted by earlier posters. Icing might not happen at all, but if it did--well, flying is one place having an engine fail to give full power right on cue can be life ending.
Turning on carb heat is usually part of the emergency steps taken if the engine starts to quit on you in flight. Right along with setting the mixture to rich and giving it full throttle etc. Carb icing can cause rough running and lack of full power due to restriction and turbulence of the air through the iced up carb and if it's bad enough ice can freeze up the linkage or butterfly valve preventing you from operating the throttle.
Carb heat pulls intake air from a shroud over the exhaust manifold. Interestingly the switch point for the intake air source is made aft the air filter thus eliminating a problems due to a clogged air filter when using carb heat as well. Given the plane was in the air and the limited use of carb heat, dirty air was not a concern.
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Today's Featured Article - Third Brush Generators - by Chris Pratt. While I love straightening sheet metal, cleaning, and painting old tractors, I use every excuse to avoid working on the on the electrics. I find the whole process sheer mystery. I have picked up and attempted to read every auto and farm electrics book with no improvement in the situation. They all seem to start with a chapter entitled "Theory of Electricity". After a few paragraphs I usually close the book and go back to banging out dents. A good friend and I were recently discussing our tractor electrical systems when he stated "I figure it all comes back to applying Ohms Law". At this point
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