Simulated Engine Outs

"Michael" wrote in message

That's probably the best rationale I've ever heard for 1500 RPM and
one notch of flaps. We all worry about shock cooling

Actually, no we do not all worry about shock cooling. Neither do we all
worry about shock heating. Many highly respected pilots and mechanics
believe that shock cooling and shock heating are myths, at least for modern
aircraft engines. The manufacturers have also said that shock cooling and
shock heating should not be a problem -- of course, maybe they like to sell
replacement engines. :-)

I seriously doubt that shock cooling is much of a problem on training
aircraft, at least. These airplanes are subjected to all kinds of supposed
mistreatment, but their engines almost always make it to TBO.

"C J Campbell" wrote
Actually, no we do not all worry about shock cooling. Neither do we all
worry about shock heating. Many highly respected pilots and mechanics
believe that shock cooling and shock heating are myths, at least for modern
aircraft engines.

First - we do not fly behind modern aircraft engines, at least in
trainers. Those engines are warmed-over 1950's (at best) technology.

Second, maybe those who are not worried about it should be. I know a
Bonanza pilot who didn't worry about it. He would routinely cut the
power way back for a rapid descent. I attempted to get him to stop,
but he just wasn't worried about it. Then he lost a jug on takeoff.
He's more careful now.

The manufacturers have also said that shock cooling and
shock heating should not be a problem -- of course, maybe they like to sell
replacement engines. :-)

The manufacturers haven't had any engineering expertise worth
mentioning. And I bet what they like to sell are not replacement
engines (few people buy one) but replacement jugs. The bottom end
never really gets hot enough to be concerned, but the jugs sure do.

I seriously doubt that shock cooling is much of a problem on training
aircraft, at least. These airplanes are subjected to all kinds of supposed
mistreatment, but their engines almost always make it to TBO.

How many of them make it to TBO without replacing a jug here and
there? None that I know of.

Michael

(Michael) wrote
How many of them make it to TBO without replacing a jug here and
there? None that I know of.

I and one other instructor flew a C-172N to overhaul (replacement)
twice with literally NO engine maintenance either time.
The secret to long engine life is daily operation and frequent oil
changes.

Bob Moore

In article ,
(Michael) wrote:


Second, maybe those who are not worried about it should be. I know a
Bonanza pilot who didn't worry about it. He would routinely cut the
power way back for a rapid descent. I attempted to get him to stop,
but he just wasn't worried about it. Then he lost a jug on takeoff.
He's more careful now.

But what indicates that his descent procedure led to the cylinder
failure? Maybe he didn't warm the engine enough for takeoff, maybe he
didn't change oil often, perhaps he over-boosted the engine routinely.

--
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

The only jug I ever lost was due to a leaky valve which lead to a cracked
cylinder.

Most engine maintenance seems to be caused by finding metal in the oil in
airplanes that do not fly much. Cylinder corrosion seems to be a much bigger
factor than shock cooling.

"Michael" wrote in message
om...
"C J Campbell" wrote
Actually, no we do not all worry about shock cooling. Neither do we all
worry about shock heating. Many highly respected pilots and mechanics
believe that shock cooling and shock heating are myths, at least for
modern
aircraft engines.

First - we do not fly behind modern aircraft engines, at least in
trainers. Those engines are warmed-over 1950's (at best) technology.

Second, maybe those who are not worried about it should be. I know a
Bonanza pilot who didn't worry about it. He would routinely cut the
power way back for a rapid descent. I attempted to get him to stop,
but he just wasn't worried about it. Then he lost a jug on takeoff.
He's more careful now.

How does that relate to shock cooling the engine?


http://www.avweb.com/news/columns/182107-1.html

Bad form, I know. Lousy proofreading.

I said:

The manufacturers haven't had any engineering expertise worth
mentioning.

I meant to say:

The manufacturers haven't had any engineering expertise worth
mentioning for years.

Michael

Go to idle but clear the engine every once in a while. I think I can limp
along half ass with 1500 rpm.



"BoDEAN" wrote in message
...
In small high wing planes (Ie 172, 152, 150) do you do/teach pulling
throttle all the back to idel? I've been told bring it to 1500 RPM, 1
notch of flaps. Not as hard on the engine