Cross wind landings
Funny how people still go on about shock cooling. If you read articles by people who have spent time looking into it (e.g. Barry Schiff), there is no issue as long as CHTs are below 380 F. Maybe if you run really hot, like 450, there could be a problem. But it's really a bad idea anyway. Current thinking is you should stay below 400, and certainly below 420.
Once you reduce power for a descent, the CHTs will be below 380 so it becomes a non-issue. The idea that pulling power just before landing will damage the engine has no basis in fact.
It happens that my aerobatic instructor still worries about it, so have to nurse the engine into the glide (my rule is, if the owner of the aircraft wants to worry about something, you should too, even if you don't really believe it). But even so, every single landing we do in the Pitts is power off from pattern altitude.
A few years ago a couple of guys killed themselves because they believed it would harm the engine (a big radial) to pull the power completely. So they overshot the runway. I'm sure that did a lot more damage to the engine.
Once you reduce power for a descent, the CHTs will be below 380 so it becomes a non-issue. The idea that pulling power just before landing will damage the engine has no basis in fact.
It happens that my aerobatic instructor still worries about it, so have to nurse the engine into the glide (my rule is, if the owner of the aircraft wants to worry about something, you should too, even if you don't really believe it). But even so, every single landing we do in the Pitts is power off from pattern altitude.
A few years ago a couple of guys killed themselves because they believed it would harm the engine (a big radial) to pull the power completely. So they overshot the runway. I'm sure that did a lot more damage to the engine.
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Once you reduce power for a descent, the CHTs will be below 380 so it becomes a non-issue. The idea that pulling power just before landing will damage the engine has no basis in fact.
Gradual reduction in power from cruise to landing following the engine manufacturers operating procedures is what protects the engine from shock cooling.
P.S. :
Somewhere in my stuff I have the pilot operating manual for the C117 and there is a caution there about rapid cooling causing cylinder choking, however by following the power reduction procedures there is no fear of shock cooling when you reduce power to zero when landing....I generally reduced power to zero about fifty feet above the runway in the C117.
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engines don't like being shock cooled, so you need power on to keep the engine warm. An extended period at idle when continuing at flying speed will damage an engine
If you carry power through the flare, you are cheating yourself out of the landing gear warning on most RG types, that could become hard to explain if you forgot.
The techniques for flying on the back side of the drag curve do not work well with the techniques for landing in significant crosswinds. If you have that short a runway, and that big a wind, another runway is probably a better decision.
Step Turn tell us he happily flew an aircraft from the maintenance facility that did dodgy brake maintenance to another location rather than have that facility fix it
But, I agree, students, don't fly unserviceable planes....
engines don't like being shock cooled, so you need power on to keep the engine warm. An extended period at idle when continuing at flying speed will damage an engine
A nice B-52 picture in your post, but your comment below it is nonsense.
Most of my powered flying these days is hauling gliders into the air. Now this is an operation where mitigating shock cooling matters. Five minutes of full-power climbing, with peak CHTs approaching 400° F - sometimes slightly exceeding it - followed by a descent and landing five minutes later.
We follow SOPs designed to minimize the rate of cooling, particularly at the beginning of the descent.
However, as others have pointed out, there is no risk of shock cooling in normal operations e.g. closing the throttle for a glide approach while at circuit speed and power. The more serious risk in this situation is carb icing, where you should follow the recommendations in the POH and not some old-wives tale passed on by well-meaning instructors.
