“When departing Sedona a few weeks ago, I leaned the mixture for takeoff at Sedona’s 5000’ elevation. By the time I glanced at my engine gauges 60 seconds after takeoff, the CHTs were 460deg! I went to full rich and reduced power and the temperatures came down within a minute or so. Bottom line: run ROP or LOP but never at peak EGT. And yes, I’ll be doing an oil analysis at my next oil change. “
Adam,
The Advanced Pilot Course teaches a procedure for takeoff and climb that really works well.
First, make sure your fuel flow is 30 gph on takeoff for a stock IO550N (typical Legacy engine) at a near sea level airport and close to a standard day. APC says this is important for detonation suppression. Next, check the EGT of the hottest cylinder about 500’ agl. This is the temp on that cylinder that you will lean to in the climb.
Then, at about 3000’ density altitude (and all during the climb) keep leaning to maintain the EGT on the hottest cylinder you referenced at 500’ on the test day. (Ours is 1300 degrees) The ref. EGT will provide a comfortable detonation margin, maintain good power, keep plugs clean and save fuel all the way up to cruising altitude.
At cruise above 8000’ density altitude, level off, allow the plane to accelerate for a minute or so, reduce rpm to cruise and go lean of peak.
We have been flying with this procedure for 300 hours or so. Cyl. Head and Oil temps are not a problem, works as advertised.
A plug for Advanced Pilot Course. http://www.advancedpilot.com/ I learned and understood more about engine operation in 2.5 days than I thought possible. They answer most questions before they are asked and explain the documentation to back up what they are saying.
Steve Colwell Legacy IO550N