Novicef
It's a long time since I have been involved, so memory is a little hazy.
Conventional wisdom in the past was that a mixture cut was easier on the engine as the loading stays positive. If the throttle is pulled abruptly backloading occurs, which can do nasty things to dynamic balances. Additionally if the engine is of the geared variety the lay shafts take a caning.
The procedure called for the establishment of zero thrust when the candidate had correctly identified and simulated feathering. This would be done after the candidate has "confirmed" with throttle, and left the throttle on the back stop. Thus when the mixture is returned to full rich the loads are all the right way around.
Tell me how would you simulate confirmation after a throttle cut simulation? Perhaps you feel it is uneccessary to confirm. Short cut to an incorrect shutdown methinks.
Why is it done just as the aircraft breaks ground? Cos that's the most critical phase, and what needs to be experienced and practiced. If you have a failure at that point and don't do it correctly the ground WILL come up and smite thee, so why not practice it at training weights and with a professional at your side.
It is because of the criticality of the procedure that ME Training approval used to be hard to achieve. A situation that is no longer the case, if I understand the current state of play correctly.
This refers to initial piston twin endorsement only. Turbo props an entirely different matter, but by then the guy in the left seat should know the basics. Jets another kettle of fish and a whole lot easier still.
Maui