Debunking the Shock Cooling Myth

I "believe" a part of this is......steep bank, pull stick, keep upper front hinge of cowling on horizon, drop like a "homesick brick". Part of this makes airflow ACROSS the cowling inlets, thus dropping airflow through the engine.

This is NOT a "dive towards the ground"..,,,,

Yes, Hank can elaborate if he feels the need to......

Yep Charlies, that was I was explaining in my earlier post, hard slip= slow speed, large rate of decent and disrupted airflow into cowl hence keeps the cht up. Works liike a champ but half the guys out there flying have ever done a hard slip and even less use it on a regular basis.
Dan

On Monday, January 8, 2018 at 7:07:06 PM UTC-5, wrote:
Yep Charlies, that was I was explaining in my earlier post, hard slip= slow speed, large rate of decent and disrupted airflow into cowl hence keeps the cht up. Works liike a champ but half the guys out there flying have ever done a hard slip and even less use it on a regular basis.
Dan

The L-19 will slip hard enough to dump a lot of fuel overboard if the tanks are full. We don't consider this an operational advantage.

Still, in terms of angle off the direction of motion, it isn't that big an angle (guessing 20 degrees, rudder on the floor). Intuitively, I doubt that it is possible to significantly disrupt the intake airflow with a steady state slip. Someone bring the data, prove me wrong.

Evan Ludeman / T8

Evan, the data was found refering to a 6 cylinder cht that we had in our pawnee. Also reconfirmed on a 200hp Stinson also with 6 position cht. Doubt away, the technique does work, been using it for 30 years, have never cracked a cylinder. And regarding your bird dog (glorified 170) venting fuel, I hope your not towing with topped off tanks, that extra weight costs you time and money in the long haul unless where you operate doesn't have handy fuel available. We always operated with 3/4 tanks but note we were flying in extreme density altitude conditions.

I will agree the slip angle likely makes minimal difference in engine cooling.
I WILL say a high slip angle makes the tug come down pretty fast with not a lot of airspeed, adding some "G load" at the same time helps as well.
Airspeed (straight on or angled) is still flow through the cylinder fins.
So.......lower speed and slightly reduced airflow can only help, the slip adds to sink rate. That IS part of the goal....correct?
Turnaround time, lack of adding to maintenance..........right?