For those that still have their doubts about their own mixture cuts during their training, it is worthwhile reading this CASA CAAP. Part of it is reproduced below. Notwithstanding all the official evidence of the folly of playing around with mixture cuts as part of take off asymmetric "training," there is anecdotal evidence this practice is still happily used at some Australian flying schools. The advice contained in the CAAP is thus disregarded under the old chestnut of "but I've always done it and had no problems, so why should I change?"
why haven't there been more accidents of this type during training and proficiency checks..?
The mishandling and close shaves invariably associated with mixture cuts at low altitude in all probability never get reported by instructors..
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September 2015
CAAP 5.23-1(2)
Multi-engine aeroplane operations and training
This CAAP will be of interest to:
multi-engine aeroplane pilots
flight instructors
approved testing officers (ATO)
flying training providers.
Why this publication was written
Following a number of multi-engine aeroplane accidents caused by aircraft systems mismanagement and loss of control by pilots, flight instructors and persons approved to conduct multi-engine training, this CAAP was written to address threats and errors associated with multi-engine operations and provide advice on multi-engine training. This CAAP also includes competency standards for multi-engine operations, suggested multi-engine and flight instructor training syllabi and a questionnaire to assist pilots to learn and assess their aircraft systems knowledge.
Status of this CAAP
This is the third CAAP to be written on this subject. This CAAP will be superseded with a Part 61 Advisory Circular (AC) in the future.
For further information
Telephone Flight Standards Branch on 131 757.
Civil Aviation Advisory
Publication
September 2015...................
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The relevant paragraph dealing with practice engine failures states:
6.8 About engine failures
6.8.1 Flight instructors often simulate an engine failure by rapidly closing the throttle or moving the mixture control to idle cut-off. The latter method should never be used at low altitude
According to the earlier quoted NTSB report published in Key Reprints from Lycoming Flyer, throttle closure should be done slowly to prevent engine failure or damage.