I have a few minutes to spare so I will attempt to answer some of your questions.
WCollins:
Re your question in your e-mail, no the Cat does not have a performance catagory to the best of my knowledge, however even though it is demanding with an engine out it will fly on one except with the gear down.
I have flown as far as 250NM on one but it was not comfortable.
Now to engine shut downs in cold weather:
I have the pilot aircraft handling manual in front of me for the C117 which has two Wright Cyclone R1820-80B engines.
Quote:
" The cylinders, due to their size, are prone to choking, Exercize care in maintaining CHT, and avoid rapid CHT fluctuations. " It further cautions that rapid power reductions will cause cylinder cracking due to the cylinder shrinking faster than the pistons and piston rings.
It is very important to understand the physics of thermal shock with regard to Aircraft, air cooled piston engines.
You must be especially careful with thermal shock at temperatures below standard. ( +15 deg. C )
Also remember thermal shock behaves the same hot to cold or cold to hot.
There is a finite life for all metals, bearing that in mind cylinder life is partly predicated on thermal expansion / shrinkage cycles , therefore large temperature changes such as produced by engine shut down and re start in flight, shorten the life expectancy of the metal.
When considering shock cooling the most critical item is the cylinders, most other components will cool / heat at a slower rate due to their mass and exposure to the airflow.
Rather than go into a boring and finger wearing out session on this subject let me make some simple statements.
Engine feathering and full shut down is for emergencys only.
Changing power settings must be based on the temperature of the air with regard to the time frame of the power change. The colder the air the slower the power change must be.
In any event never change power in such a manner as to induce a fast load change internally in the engine, if at all possible.
Any TC, CAA, FAA, CASA or any other government inspector that tried to intimidate me into shutting down an engine in flight just to show I could, would find his rule book shoved where he would need an anal scanner to read it.
Distaff:
Yes there are instructors who will land with one feathered.
But you be a good instructor and show that you are not from the shallow end of the gene pool and "simulate".
A single engine approach and landing is a non event, as long as you maintain the proper approach profile that will maintain a constant rate of descent, power and air speed.
Flying these devices is not rocket science, but you must understand the subject.
And another "BIG" advantage to proper engine handling is your employer will save money, and you will be worth more to the employer. Not to mention the safety factor.
Geees....... I am getting to be the Ann Landers of the aviation group.
Cat Driver:
The hardest thing about flying is knowing when to say no.