Modelling engine wear and WEP limitations

[Crumpp]

Most pilots would engage overboost during an emergency only. Once the danger was gone you would imediatley ease of on the power, because the next thing on your mind would be, lets not blow the engine... it's the only one I've got.

Exactly. It is no different than the Take Off rating in a Lycoming O-360. As soon as the trees are cleared, it is time to back off. Otherwise you risk having the engine fail as it is not designed to maintain 28mmHg @ 2700 rpm.

Hartzell HC-C2YK-1BF/F7666A-2 Propeller on 180 Hp Lycoming engines equipped with Electronic Ignition or FADEC

http://www.vansaircraft.com/pdf/Hartzell_c2yk.pdf

It is much better to be down on the ground wishing you were flying than flying and wishing you were down on the ground.

It amazing that most gamers just think changing a few parts is no big deal. They don't seem to understand the low safety margins required for flight. Facts are it is the simple things that can kill you in aviation because of those low margins.

Any modification to the standard engine configuration to include high compression pistons, electronic ignition, FADEC, tuned induction and exhaust, and turbocharging or turbonormalizing have the potential to adversely effect the propeller vibration characteristics and stress amplitudes.