Avoiding Shock Cooling in Quick Descent

In article ,
wrote:


Unless you do radical configuration changes (e.g. 8000' climb at Vy
then kill
the engine and glide back down), you probably won't exceed the Lycoming
recommended CHT
change rate of 50 degrees per minute.

Not true. On my 182 I had an engine monitor that alerted for shock
cooling (50 degrees/minute). At the end of a climb to 10K I could get a
"shock cooling" warning by simply pushing the nose over to accelerate
from the 80IAS climb without making ANY power reduction.

--
Dale L. Falk

There is nothing - absolutely nothing - half so much worth doing
as simply messing around with airplanes.

http://home.gci.net/~sncdfalk/flying.html

"O. Sami Saydjari" wrote in message
...
My engine operating manual (for my Piper Turbo Arrow III) strongly
discourages pulling the power back and doing a quick descent -- it warns
of engine-killing shock cooling. Sounds reasonable to me...but it (and
my airplane manual) does not really seem to say how best to do a fast
descent when you have to.

I inferred that the right thing to do might be to lower the prop speed
to a minimum and ease back power as slowly as you can. Does that sound
about right? How quickly can one expect to pull the throttle back and
not risk shock cooling? If one must get down (say, for air traffic
control reasons, or perhaps because one is trying to take advantage of
favorable winds as long as possible), what is the best procedure. What
about slipping it down? Does that risk the engine or the airframe at
all? I've never done slips at cruise speeds (just on approach), so
please forgive me if this is a naive question.

-Sami
N2057M
Piper Turbo Arrow III


Pretty much a myth or OWT: http://www.avweb.com/news/columns/182107-1.html

Hey Sami
I dont know how your door seals are, but there are some new ones out that
people said are really good. I got them for my plane and its in the shop
today being installed. their website is
http://www.aircraftdoorseals.com/

If your interested in them.