Leaning Procedure for a Carbureted 182

Thomas Borchert wrote:
Doug,

At power settings above 65% you need to be concerned about running too
lean, thus too hot.

Uhm, no, not at all. He'd have to be concerned to run not lean enough,
actually, since the temps decrease again when running leaner and leaner.
The point is: You have to worry to run at the right point in relation to
peak.

I don't fully agree with that. The O-470 is normally aspirated rather
than injected; without a tuned intake, the mixture arriving at each
cylinder is going to be more varied; it is likely that you may have one
or two cylinders lean, one or two cylinders rich and two cylinders in
the worst part of the pressure curve.

With monitoring all 6 cylinders it should be
possible to run 50 to 100 rich of peak at these high power settings.

50 rich is about the worst point to run at.

Yep, should be 100-150 rich.

Most of us pilots lean to a specific EGT.

Well, I sure don't. I don't know ANY other pilot (apart from you) who
does. Those numbers are completely irrelevant. The relation to peak is
key.

The 182R I fly only has the single probe CHT that Cessna installed; lean
it until it is rough, then enrichen it a couple of twists.

I have an engine that is well over TBO and still
going strong using this technique.

I can't see any curvature of the earth from the ground, so it must be
flat. Or, in other words: What proof do you have of a correlation?

Lean on the ground for taxi as much as possible. Lean for takeoff at
airports above 3000'.

I lean to peak RPM with idle initially full rich at 900 RPM.