\u201cWe Have to Have Something to Argue About\u201d<\/p>\n
<\/p>\n
This is me, talking about something I know absolutely nothing about.\u00a0 Now, everyone who operates airplanes has heard a little something on the subject of \u201cShock Cooling\u201d.\u00a0 What I find fascinating is that those whose opinions I respect seem to be on different sides of this issue.\u00a0 Some believe that shock cooling is a real danger to the well-being of aircraft engine cylinders and some simply don\u2019t believe there is such a thing.\u00a0 Just so we\u2019re on the same page, \u201cShock Cooling\u201d is the cooling of a cylinder at such a rapid rate that it creates stresses on parts leading to cracking and other nastiness.\u00a0 I wish I didn\u2019t believe in it.\u00a0 It would certainly make chopping power and descending a lot easier for those who sometimes tow gliders or haul jumpers.\u00a0 But I happen to believe in it.\u00a0 And, since several people have asked me how to deal with preventing such cooling.\u00a0 I\u2019ll answer their questions right here.<\/h3>\nThe Pawnee, with flaps extended, yet to roll and sideslip.<\/figcaption><\/figure>\n
Most of my experience with rapid descents and the prevention of rapid cooling was when I towed a glider at Sunriver Soaring.\u00a0 I didn\u2019t have a lot of instrumentation in the Pawnee with the O-540 and fixed pitch prop.\u00a0 I had oil temperature.\u00a0 That was about it.\u00a0 Right before the glider would release I\u2019d start reducing the power by a hundred RPM or so.\u00a0 Then I\u2019d wait.\u00a0 When the glider released, I\u2019d put the flaps down, reduce the power a bit more, then roll into a really steep bank of about 80 degrees.\u00a0 Then I\u2019d push in top rudder to slip.\u00a0 Basically I\u2019d created drag by putting the flaps down and by slipping.\u00a0 Then, to increase the drag even further, I\u2019d apply back pressure while referring to my \u201cG\u201d meter.\u00a0 I\u2019d keep the load to about two or two and a half \u201cG\u201ds.\u00a0 That \u201cG\u201d force would produce oodles of drag and I\u2019d be coming down at over a couple of thousand feet a minute without increasing airspeed and subsequent cooling air. \u00a0While I was watching the earth spin, I\u2019d lean my mixture to further slow cooling. \u00a0If I\u2019d had cowl flaps, I\u2019d have closed them shortly before release to slow the change of cylinder head temperature and decrease the cooling air flowing through the engine compartment.\u00a0 But I didn\u2019t.<\/h3>\nWith the Sunriver airport below and to the left, the Pawnee is about ready to roll to the left and enter the pattern.<\/figcaption><\/figure>\n
By the time I was at pattern altitude, my temps were down and I was ready to land.\u00a0 Now you know everything I know about shock cooling.\u00a0 But the bottom line is that if Shock Cooling is a myth and not to be worried about, at the very least I decreased my flight time and thus fuel consumption and engine time.\u00a0 The way I see it, no harm done and a bit more proficiency added.<\/h3>\n","protected":false},"excerpt":{"rendered":"
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