wrote in message
om...
I have gotten used to glancing at the EGT on my takeoff rolls just to
make sure things are feeding fuel and air, and also running right.

Monitoring engine gauges is fine. Trying to adjust mixture while rolling on
takeoff is not.

I look for something about 50 to 100 deg F on the rich side of peak.

Like I said, the EGT (at any time) does not give you nearly as accurate an
indication of maximum power as RPM does during a static runup. Given that
you're happy with a range of 50 degrees, that's doubly true.

EGT also tells me if I have loaded up the things with carb ice while
waiting for takeoff. It is the only cross-check that I have to figure
out if the air/fuel metering system is behaving right, and that the
engine is properly extracting energy from the combustion process.

Firstly, you can easily do that cross-check during a static full-power
run-up just before takeoff. Secondly, huh? You could easily have carb ice
and still get a normal EGT reading, albeit at a different mixture setting
than normal.

[...]
How do you lean a constant speed prop aircraft without EGT?

Funny you should ask. First of all, this thread is about a 150, and you did
mention your TriPacer as well. Both fixed-pitched props.

Secondly, during a static run-up, even a constant speed prop is usually
going to be able to show you maximum power. Keep the prop control to
maximum RPM and for most installations, there won't be enough engine power
to bring the prop to the actual maximum RPM. This is true even at sea
level, but especially true if you're at high density altitude (the situation
we're talking about here), even for higher-powered engines.

I agree
that leaning a fixed pitch prop on the run without an EGT is not good
practice unless you know the engine.

I don't think that adjusting the mixture during the takeoff roll is a good
practice under any circumstance. The takeoff roll is a time during which
you should be trying to minimize workload, not introducing new, optional
items to add to your workload.

On top of everything else, it's my personal practice to keep my hand on the
throttle throughout the takeoff. This is a common technique used by many
pilots and helps ensure that the throttle doesn't accidently vibrate off the
full-power setting, and of course in a twin, makes sure your hands are in
the right place in case of an engine failure below Vmc (in airplanes where
that's an issue). It would be hard to keep one's hand on the throttle at
the same time you're fiddling with the mixture.

Maybe I am more into this because I am using autofuel.

I don't see what the type of fuel has to do with it.

Pete