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1. Woggy's Zeonic Frolicks (washedoutgundampilot@poa.st)'s status on Sunday, 17-Sep-2023 11:46:43 JST Woggy's Zeonic Frolicks

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   Most GA pilots are pretty sloppy about mixture, most of the young kids now don’t seem to understand how it works, they just pull back on the mixture knob as they climb according to the checklist. Only the enthusiastic pilots (invariably white guys) will pay enough attention to the EGT gauge to accurately measure it out.

   With the push/pull knobs, you can do rough adjustment by yanking it back and forth, and make small adjustments by rotating it in or out. The easy way to do it is to get it straight and level then pull mix back until the thing starts to shudder, then you give it a couple tightening turns to the right to enrichen it. It’s a rough system, but it lets you get just a little rich of peak in any aircraft you do it with.

   Lean of peak tends to be a little iffy across the board. My eyeball method is to get within noticeable shuddering, then fine tuning it by backing off the mixture to see where the rpms top out at. That’s peak, and that’s as far as I’ll go, though some manuals allow you to go a bit leaner than that. I’ve heard of some methods like pulling back 4 turns, but it’s not worth it to me if it sacrifices engine longevity.

   Since I’m in customer planes 90% of the time, I just run ROP all the time. I do tend to be much more proactive about leaning it out, even on the ground, have had issues in GA planes from people running them in hot climates at full rich all the time, builds up carbon to burn off. Here’s the Lycoming manual for the skyhawk series of engines. It’s kinda the baseline for everybody