What would you do in this flight scenario? Potential for shock cooling

[Hank]

7 hours ago, Pinecone said:

I had heard that in the past, mainly when the idea of full power climbs to cruise altitude came about.  Prior to that, it was common wisdom to reduce power to 25/25 at about 1000 AGL.

Has anyone done a rigorous look at that OWT?

I've been doing full power climbs to cruising altitude in my C since July 2007. But no recording devices hooked up to engine instrumentation. 

Does that count?

P.S.--that's when my post-purchase annual finished up so I could start transition training, complex endorsement and insurance dual. By then, I'd flown off all 60 hours of 172 time I'd bought in 10-hour blocks. Had to learn about the mysterious red knob that my CFI had ignored in the illustrious Skyhawk, too . . . .

[DCarlton]

On 5/28/2025 at 7:47 AM, PT20J said:

If you operate a manual gear Mooney, you’ll recognize that the strain is retracting, not lowering. The additional doors on the J increased the strain on the actuator and that’s why Mooney changed actuators in 1978.

I remember reading this previously on MS.  I make a point to get my gear and flaps up quicker now too.  

[Pinecone]

On 5/30/2025 at 10:53 PM, Hank said:

I've been doing full power climbs to cruising altitude in my C since July 2007. But no recording devices hooked up to engine instrumentation. 

That was fairly late in the change in operating of piston aircraft engines.  The idea of LOP and full throttle climbs comes from AVSIG in the 90s.

I am talking about a deep dive about the OWT (or maybe truth) that most engine failures happen at first power reduction

[Hank]

1 hour ago, Pinecone said:

I am talking about a deep dive about the OWT (or maybe truth) that most engine failures happen at first power reduction

I've heard and read that a lot, but have no data. No engine failures in my group of pilot buddies up in West-by-Gawd, Virginny or down here in Sweet Home.