Engine out practice

In article .com,
Jay Honeck wrote:


In the future I think we'll practice slow flight (which mimics this
whole engine management procedure) before practicing engine-out
stuff. That should prevent the whole shock-cooling problem,
methinks.

Slow flight might increase the problem. You're mushing along with poor
flow through the cowling, low airspeed and using power...perhaps you're
going to increase engine temp. over cruise.

As for the analyzer warning. I had one on my 182 when hauling jumpers.
Just pushing the nose over at the top of the climb *without reducing
power* would result in a "shock cooling" alarm, just the increase in
airspeed created a cooling rate that exceeds the limits. I quickly
learned to ignore the shock cooling warning.

Trainer aircraft are flown hard all the time. Students/renters cram the
power in on takeoff and yank it to idle on downwind time after time.
Those engines last well.

I flew jumpers for 17 years in 182s and 206s. With the exception of one
airplane flown by an idiot (this guy would cram the power in right after
start with no warmup) we didn't have to replace cylinders, engines went
TBO or beyond.

From my experience more damage is done on power increases than
reduction. Be as gentle as you can to your engine but don't go crazy
about the shock cooling thing.

Jay:
In the future I think we'll practice slow flight (which mimics this
whole engine management procedure) before practicing engine-out
stuff. That should prevent the whole shock-cooling problem,
methinks.

Dale:
Slow flight might increase the problem. You're mushing along with poor
flow through the cowling, low airspeed and using power...perhaps you're
going to increase engine temp. over cruise.

That was my first thought, that slow flight would increase temp and,
therefore, how would it prevent the shock-cooling problem (if indeed it
is one)?