With respect to shutting engines down in the winter...I'll do it, but it's going to be a long warm up again at idle or close to it...which equates to a lot of flying around unnecessarily while it warms up. That time can be taken up with other activities like hold entries, etc while the engine is warming...but I won't shut one down and then fire it up and go.
If it's a single engine approach in a piston airplane, we're landing. We'll taxi back and warm it back up again, but we're not going around on that engine and hitting it with power after it's been flown around and cooled. Regardless of how the failure was simulated.
With respect to feathering, I don't know that feathering it every time is necessary. But a student should have the experience of feathering the engine and bringing it back out of feather...and enough experience that a student is comfortable doing it himself or herself.
Otherwise, there are obvious safety advantages to rudder bocking and setting zero thrust, where the engine may be used if necessary. Hard to do that when it's feathered.
If it's a single engine approach in a piston airplane, we're landing. We'll taxi back and warm it back up again, but we're not going around on that engine and hitting it with power after it's been flown around and cooled. Regardless of how the failure was simulated.
With respect to feathering, I don't know that feathering it every time is necessary. But a student should have the experience of feathering the engine and bringing it back out of feather...and enough experience that a student is comfortable doing it himself or herself.
Otherwise, there are obvious safety advantages to rudder bocking and setting zero thrust, where the engine may be used if necessary. Hard to do that when it's feathered.
