201er

Ok, I'll play around with it next flight and see how she handles LOP and what effect it takes on CHT. How far LOP should you be on the richest cyinder and what determines this? Still, I don't think anyone answered my question of what the real CHT redline should be, what normal operating CHT should be, etc. Cause 475F according to the POH just seems ridiculous. There's no yellow range either... they mark it green all the way to 475F as though it's ok to be anywhere in that. Is it? If you could make a green, yellow, and red area for CHT for an M20J, what numbers would you set those at?

The EGT/CHT temp spread between cylinders is pretty high as it is. Even if doesn't run rough without GAMIs, some cylinders will end up too rich or too lean that way. What's the issue with running at peak anyway? Shouldn't we expect the CHTs to be lower at peak than 50/25 ROP anyway? I'm sure the exhaust manifold can handle those kind of temps just as well, right? Or is the issue ICP? How do we go about measuring that anyway?

I doubt that since I'm leaning 25F ROP based on the leanest cylinder. Seems to me that 25F ROP is actually a little cooler than 50F ROP. LOP isn't an option for me right now. 100F ROP doesn't seem any cooler either really. Also, is it just me or does it seem that regardless of what power setting you use, CHTs are almost the same. It's like 75% runs it pretty hot but also provides a lot of cooling from airspeed. 55% produces less heat but the reduction in speed also provides less cooling. It seems like only fuel consumption rather than heat/engine life are considerations for how much power to use for cruise. Agree or disagree?

My '78 201 came with one pre-installed since like the 80s. To be quite honest I have found it to be completely useless so far. It's a bit to the side of the panel (first thing to the left of radio stack) so when I'm slow and have a lot on my mind, that's the last place I'm looking. I can take glances at the airspeed and isntruments right in front of me but to take my focus off just to pay attention to the AOA would cost too much attention compared to what it's worth. Then again I'm VFR only for now so I dunno if it has much use for IFR. It's pretty easy to tell by looking out the window, feel, and airspeed when you're getting close to a stall even without it.

Hello, I'm a new owner of a '78 201. One question that I can't seem to resolve is what the actual acceptable range for CHT is. Although red line is at 475F, I've read plenty of people panicking when CHTs cross 400F or even 380F. So to get a better idea of what CHT is too high, I would like to know at what CHT (on hottest cylinder) in cruise would you begin opening cowl flaps? While #1 and #2 cylinders seem to stay around 330, #3 is typically higher toward 360 and #4 is consistently higher at 370-400F. I'm using an EDM-700. Any suggestions? Is it typical to see higher CHTs on the back cylinders? What's better? 75% power with cowl flaps partially open or 65% power (which results in less heat) and cowl flaps closed? Or is it ok to let the CHT get to around 400 so that Cowl flaps can be kept closed at 75%? Thanks for your help with all my questions.