Jay Honeck wrote:
I really don't understand your thoughts on this stance, Jay.

I know you have said you slowly apply power for takeoffs, but if you did
that at the end of the engine out emergency landing practice, how is that
different than takeoffs?

Whenever we practiced engine-out emergencies, as students, it seemed
we always jammed the throttle full forward when we figured we had the
field made. Of course, we also didn't lean the engine at all, and had
no compunction about running the engine at high RPMs immediately after
start-up.

I don't think there's any reason to NOT apply the throttle slowly
during an engine-out exercise, other than student "panic" as the
ground approached. I'll give it a whirl next time we go up.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"


I hate to get into this one while you guys are hashing this out, but
from my perspective, the secret to handling an aircraft engine correctly
is in "managing the pressures and temps". This is how we treat high
powered radials and in lines and it flows over to light engines as well.
There's no huge issue with go arounds or shock cooling as long as you
use common sense with the way you handle the throttle on an aircraft engine.
The trick is smooth power application and reduction; it's that simple.
Jamming in a throttle or going straight down to idle from a high power
setting is simply poor engine management technique. Anything sudden that
changes the pressures and temps should be avoided as a general rule in
handling an aircraft engine.
If you plan what you are doing with the airplane so that it precludes
sudden power changes you are pretty much in the ok ball park.
Even engine clearing during an approach should be slow and smooth.
It's all in the technique you use on the throttle, and in how you manage
the engine pressures and temps. This of course includes the proper use
of cowl flaps.
DH


--
Dudley Henriques