Engine out practice

"Jay Honeck" wrote in message
ups.com...
...
As RPMs dropped below 1000, the "shock-cooling alarm" suddenly went
off, flashing its dire warnings that EGTs had dropped beyond (and
faster) than recommended limits. (I can't remember what the threshold
is for that alarm -- it's preset.)
...
Jay Honeck

What happens when you do a normal pattern? Given your explaination, I would
assume that you get a shock cooling alarm everytime you do power reductions
as part of a normal landing. If not, use the same technique at altitude to
get into a power idle glide.

I don't have any engine analyzer. But, on a normal approach, I will reduce
throttle in two or three steps to get to 15" or 16". That supports my
minimum, flaps up, holding altitude speed. Then, with gear out and flaps
down, I'm descending on extended downwind, base and final, with the power
gradually coming off to flare. (I'm not describing this as the ideal
technique. I'm stating it so that others can say - "Are you crazy! That
technique is an engine killer.")

Engine out practice for me is very similar. From cruise, reduce throttle in
a couple of steps to 15". Maintain altitude. Then gradually pull off power
pitching over to maintain best glide. You're right, it's all very methodical
and does not present a sudden engine loss scenario. Maybe only do that once
or twice a year. For me, the engine out practice is all about picking the
spot and making it without power. Practicing that without instaneous loss of
engine power still has a lot of value.

Now, in my Lake, I've got other concerns. Several times a year and during
every annual insurance checkride, a sudden loss of engine power on takeoff
is a required demonstrated skill. With a top-mounted, pusher engine, in a
takeoff configuration, close to the ground, sudden engine loss and anything
but immediate response is deadly. The sudden loss of nose down thrust will
cause pitch up at a speed already close to stall with not much altitude to
recover. An immediate (and I mean immediate) push over is absolutely
critical. Critical enough that practice is necessary regardless of any harm
it might be doing to the engine.

So, for me, the engine-out on takeoff gets me practice responding quickly.
The more gradual throttle to idle and then a practice off-field approach
completes the scenario.

-------------------------------
Travis
Lake N3094P
PWK

Travis Marlatte wrote:
"Jay Honeck" wrote in message
ups.com...
...
As RPMs dropped below 1000, the "shock-cooling alarm" suddenly went
off, flashing its dire warnings that EGTs had dropped beyond (and
faster) than recommended limits. (I can't remember what the threshold
is for that alarm -- it's preset.)
...
Jay Honeck

What happens when you do a normal pattern? Given your explaination, I would
assume that you get a shock cooling alarm everytime you do power reductions
as part of a normal landing. If not, use the same technique at altitude to
get into a power idle glide.

I don't have any engine analyzer. But, on a normal approach, I will reduce
throttle in two or three steps to get to 15" or 16". That supports my
minimum, flaps up, holding altitude speed. Then, with gear out and flaps
down, I'm descending on extended downwind, base and final, with the power
gradually coming off to flare. (I'm not describing this as the ideal
technique. I'm stating it so that others can say - "Are you crazy! That
technique is an engine killer.")

Have you killed any engines yet doing this?

Matt