Anyone routinely leaning the 182T (fuel injected) per the POH for takeoff? I don't mean just for hot/high DA takeoffs, but for max power fuel flow on more-or-less standard kind of days, or even colder days? Talking short field take-offs here. . .

I'm noticing most guys are shoving everything in (throttle, prop, mixture) then cutting it loose.  Digging through the book made me think about it, as well as a comment from another MP. . .I don't usually fly the fuel injected 182, but have started to do so more often recently. . .on a fairly cool day I ran it up, leaned a wee bit, and saw it had an effect.  I didn't have time to try it again in the same conditions without leaning.  It wasn't super dramatic, but did provide more power. . .

I use the manufactures checklist for the G1000 models and don't adjust the mixture below 5,000 feet DA but did dig through the PIM and noticed in SECTION 5 PERFORMANCE for Short Field Takeoff distance a NOTE of "Prior to takeoff, the mixture should be leaned to the Maximum Power Fuel Flow schedule in a full throttle, static run-up."

If we "assume" they mean the Maximum Power Fuel Flow placard, then it would be:

MAXIMUM POWER FUEL FLOW
ALTITUDE FUEL FLOW
S.L. 20.5 GPH
2000 Feet 19.0 GPH
4000 Feet 17.5 GPH
6000 Feet 16.5 GPH
8000 Feet 15.5 GPH
10,000 Feet 14.5 GPH
12,000 Feet 13.5 GPH

Is this what you used?

Yep, that's the reference, for short field.  Another MP pointed me to it, aI used it, nd on a fairly cool day it did surprise me with an  increase in power.

Other than the one guy, I hadn't heard anyone else was doing it. Every little bit helps on a 1700' runway. 

I don't think many CAP  pilots are on CAPTALK, by the way. . .a couple of regulars, but not many others. Better feedback on the Cessna forums. . .

Quote from: SunDog on May 07, 2014, 12:54:33 AM
Yep, that's the reference, for short field.  Another MP pointed me to it, aI used it, nd on a fairly cool day it did surprise me with an  increase in power.

Other than the one guy, I hadn't heard anyone else was doing it. Every little bit helps on a 1700' runway. 

I don't think many CAP  pilots are on CAPTALK, by the way. . .a couple of regulars, but not many others. Better feedback on the Cessna forums. . .

Very few CAP members are on CAPTalk. Maybe 1% tops.

Quote from: PHall on May 07, 2014, 03:17:19 AM

Quote from: SunDog on May 07, 2014, 12:54:33 AM
Yep, that's the reference, for short field.  Another MP pointed me to it, aI used it, nd on a fairly cool day it did surprise me with an  increase in power.

Other than the one guy, I hadn't heard anyone else was doing it. Every little bit helps on a 1700' runway. 

I don't think many CAP  pilots are on CAPTALK, by the way. . .a couple of regulars, but not many others. Better feedback on the Cessna forums. . .

Very few CAP members are on CAPTalk. Maybe 1% tops.

FYI, the current member count is 5824, and 2890  of them have a zero post count. There are 354 members with a post count of 100 or more. There is no guarantee that all of them are CAP members.

Just a technique. Lean to the TIT pointer is over the G in Gal. Then the check the "lean" numbers. Fine tune from there.Easy and you dont have to keep watching the temps.   FWIW: the engine folks say the numbers in the POH are for best fuel economy, not engine life.

I'll look at that - read an article by Peter Garrison that somewhat lean of peak runs the cylinders cooler. Yep, leaner, not richer. Turns out he has that pesky science and enginieering stuff on his side, versus the old gray beard's rules-of-thumb.

Search "leaning" and "Peter Garrison" in "Flying" magazine.  I think it was a fairly recent "Technicalities" column. And he writes great, too. . . 

Quote from: SunDog on May 08, 2014, 10:24:06 PM
I'll look at that - read an article by Peter Garrison that somewhat lean of peak runs the cylinders cooler. Yep, leaner, not richer. Turns out he has that pesky science and enginieering stuff on his side, versus the old gray beard's rules-of-thumb.

Search "leaning" and "Peter Garrison" in "Flying" magazine.  I think it was a fairly recent "Technicalities" column. And he writes great, too. . .

Lean of Peak will run cooler, save fuel, etc.  However LOP should NOT be entered lightly.  Make very sure the injectors for all cylinders are balanced and there is a very good and accurate engine monitor  (EI, Insight, JPI) is available and used.   

Lots of discussion on this at the Cessna Pilots Society website  (it's  a free site ) so come visit. Www.cessna-pilots.net

Around here  leaning is pounded into us  even during taxi.  I lean it usually when I get to cruising altitude, whether it's 2000 MSL or 5000+ MSL.  At 75% power! I usually have it leaned out to right around 10.5 gph.  Should I be doing something different I haven't been told about previously?

Leaning is good and I teach my students to lean the mixture whenever possible (in accordance with the manufacturers guidance) especially on taxi. 

Most pilots have been taught:
a.  Lean until the engine starts to sound rough and then enrich the mixture a couple of turns.
b.  Using an EGT, lean until the temperature peaks and then enrich the mixture until the temp falls 50 degrees or so.
c.  Lean the mixture and watch the tach.  At some point the tach will bump up about 25 RPM.  Then enrich the mixture only enough to drop the RPM back to where it was.

These all work on carburetored engines.

However for a fuel injected engine with balanced injectors a good engine monitor, and knowledge of exactly what you are doing the engine can be leaned until the EGT peaks out and then leaned further til the EGT falls back 25 - 50 degrees.  (Running Lean of Peak).
This results in cooler engine temperatures, decreased fuel comsumption, and negligble effect on airspeed.

Running lean of peak is not recommended for carburetored engines due to differences in the fuel/air mixture to the various cylinders.  Nor is it recommended for use in engines with only a single probe EGT as getting that one cylinder right you may cook others.  So again I stress that Lean of Peak (LOP) is not something to be entered lightly or experimented with.  Get with someone who knows what they are doing and do your homework. 
Cessna Pilots Society
Cessna Pilots Association
Beechtalk
all have discussions on LOP Operations.

NOTE:  as an aside, all USAF Aero Clubs are required to have the following addded to the cruise section of the aircraft checklist:
"WARNING"  Improper leaning will adversly affect endurance"