3 hours ago, wilivarob said:

2600 RPM and 21 MP at 5000 ft.

The peak almost reached the asterisk; it was a line, so 25° F.

Got it. This then is your reference EGT.

For takeoff, you would set EGT to be 150 to 200 degrees rich of reference EGT, so 175 to 225 degrees below the asterisk.

For climb, you would set EGT to be 125 degrees rich of reference EGT, so 150 degrees below the asterisk.

3 hours ago, wilivarob said:

On the other hand, when I take off from the runway, the plane is running and configured for takeoff. That's when I notice the mix levers are set lower, and when I look at the ETG indicator, they're like this.

So I looked up the simulator's settings to achieve these optimal mixes, and I found that it adjusts them to 100° from the peak.

If I raised the lever, I saw the EGT drop, so when it dropped, I raised the EGT until it reached the peak near the asterisk. From there, I enriched the fuel mixture, trying to maintain the initial values. When I counted the EGT lines, it was 100°, which is 50° less than the 150° to 200° specified in the EGT table.

Not 100% sure what you're saying here. In any case, most aircraft addons load with the mixture full rich. It sounds like you're saying the Skymaster with the mixture somewhat less than full rich. This could be caused by one of two things: a) If you have hardware controls for mixture, they're probably simply not set for full rich when you load, and this is reflected in the sim. b) If you have keyboard bindings for the mixture, for some reason this addon chooses to load with the mixture at some intermediate setting.

In any case, ignore the initial setting of the mixture control. Place your mixture controls in the full rich position (fully forward). If this results in an EGT that's more than 200 degrees below reference EGT, lean the mixture until the EGT is 200 degrees below reference EGT. Otherwise, leave the mixture full rich.

4 hours ago, wilivarob said:

Finally, could you please help me with this question?

Answered there.

23 hours ago, Mike62 said:

Do not know if I am allowed to post this here.  But if interested in learning GA engine operations, pilot workshops has just introduced this course.   They are using the A2A Comanche for MS 2024.

https://pilotworkshop.com/products/airplane-engine-operations/

Mike

I've started munching my way through these. They are really educational and demonstrate how real-world procedures work on the Comanche's engine model.

I've just learnt how to clean fouled spark plugs without cheating 🙂

Imagine you guys flying single pilot IFR without autopilot in IMC. Now, imagine you need to adjust mixture while climbing! You can fixate a bit on on your EGT gauge and shortly find yourself in unusual attitude..Oopps..! LOL All I'm saying you make leaning too complicated and complex which is not IRL. There are always shortcuts and rule of thumbs that can be used.

Those reference numbers in the table are great, but it all comes down to you flight planning. Good planning is when you allow yourself  to burn more specially in critical aspect of the flight.  Because world is not perfect and you are in the middle of that with all your limitations. 

10 hours ago, wilivarob said:

The idea is to learn things like the basics of VFR and IFR flight, and then move on to a larger aircraft (not an Airbus or Boeing). The plan is to progress gradually, flying one size larger than the other, until I reach an Airbus or Boeing.

That's great and a terrific way to approach this hobby as though you were doing it for real.  Kudos to you for taking this approach!  That said, if this is truly your goal I'd suggest you take some of the suggestions to heart.  If serious mountain IFR is your next step, get yourself a more appropriate plane.  However, if you want to keep your focus on the basics of VFR and IFR, the 337H is a great plane for doing this if you're willing to move to lower elevations to do so. 

If you don't think you're ready for the next step-up airplane (and I'd still strongly recommend the Black Square Baron package for this), then focus on learning those basics in more appropriate terrain.  Then when you're ready, move to a more capable plane and more challenging terrain and conditions.

I have responded to your other posting.  Hope you find it helpful, but much of my response there relates to the above.  The specific approach you're asking about is one intended for MUCH more capable and complex aircraft.  The Skymaster would not, and could not attempt this.

 

Scott

Edited November 25, 2025Nov 25 by tttocs

You will find a ton of information on all sorts of GA (and other) stuff in this series of articles:

https://avweb.com/features/pelicans-perch-index/

 

If you can't be bothered to go through all 80 articles you may find #18 and #63-66 most useful.