Paul,   I take it your engine monitor rounds to the nearest 5 dF on EGT's?
If so, it makes it a little harder to tell exactly where the peaks are.   You could have a .9 gph spread or a .5 gph spread depending. You might get a little better data if now that you know the range of interest you step through in FF increments of .1 gph from 14.6 to 13.7 (stepping through more coarsely from the ROP side to make sure you don't miss the first peak)

Colyn

On Nov 3, 2013, at 4:47 PM, Paul Miller wrote:

I haven't run a lean test on this IO550N before.  I've never removed the injectors in 768 hours.

On my way from Calgary to central Florida (one stop in Omaha, never done that before) I ran the lean test with the following basic results.  I'm interested in any feedback from this graph. I ran this test at 9500 feet and by the end the test was getting about 230TAS and all CHTs below 300 LOP.   I had good tailwinds so I was grounding 270K and flew Calgary to Omaha on 51G of avgas at 13,500.  As usual, I did that entire trip VFR with great help all the way from controllers.<Screen Shot 2013-11-03 at 10.37.00 AM.png>
Paul
Legacy RG

PS: Over the Atlanta arrival route I was asked to remain at 13,500 until clear.  I encountered the top of a misty mountain for about 15 seconds.   The windshield had some light crystals which disappeared immediately.  The wing leading edge had 1/16 inch of very light rime (I could see the line down through the landing light cover) like a white pencil lead laying spanwise along the leading edge.  You could barely see it.   I'm sure the prop had something similar.  I lost 20-25 knots in a heartbeat and never got it back for half an hour.  It was -6C.