Climb rate in the RV at that pitch and power setting is just a wee tiny bit better however :wink2:
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If that's what it says, then doing that is fine. If you choose not to pull back to that setting, make sure you do stay within any limitations on full power operation which might happen to be in Section 2 of your AFM/POH (e.g., some planes have a 5-minute limit on "balls to the wall" operation -- don't remember if an Arrow II has anything like that).
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If your manual says do that, then doing that is fine. Just remember that what it says in your plane's manual may not be the same as in some other make/model airplane's manual, so if you fly something else, fly that something else the way that something else's manual says to fly it.
In some cases, it's because of cooling problems requiring a power reduction to keep from cooking the cylinders (e.g., many aircraft have a 5-minute limit on full MP/full-high RPM operation). In other cases, it's a noise abatement procedure (particularly pulling back RPM if the tips really sing at max RPM). The key is to read the book for what you're flying, and then fly it the way its book says to fly it unless you have a really good reason to deviate from the book (e.g., slowing a 172 below the recommended 65-70 KIAS on final with full flaps, especially with only two people aboard).
These numbers may be applicable to the TCM engines in his 310, but they may not be applicable to what you're flying. Read the book for your plane, fly the book for your plane.
Sounds like Senator Iselin in "The Manchurian Candidate" trying to remember how many Communists he was claiming there were in the Defense Department:
It sounded stupid from him, and it's equally stupid for us to "settle on just one number...that'd be easy to remember".Mrs. Iselin: [at meal time] I'm sorry, hon'. Would it really make it easier for you if we settled on just one number?
Sen. John Yerkes Iselin: Yeah. Just one, real, simple number that'd be easy for me to remember.
[Mrs. Iselin watches her husband thump a bottle of Heinz Tomato Ketchup onto his plate]
[cut to Sen. Iselin addressing the Senate:]
Sen. John Yerkes Iselin: There are exactly 57 card-carrying members of the Communist Party in the Department of Defense at this time!
Depends on what you're flying, so READ THE BOOK ON YOUR PLANE AND SEE!
I'm certainly not saying that unless your POH says not to do it. So without addressing what your CFI's told you, what's the book on that engine installation say to do? And if you don't know that, you should do some research.
Read the section in the Airplane Flying Handbook on constant speed props. Chapter 11, pages 11-4 to 11-7, complete with nice graphics. Another very good read is John Deakin's articles "Manifold Pressure Sucks" and "Those Marvelous Props" on AvWeb.
Per Deakins, I've been leaning during the climb but not doing LOP climbs. Rather I've been noting my EGTs at 500' or higher, then leaning every 1,000' or so to maintain the same EGTs. As I understand it, this is cooling with extra fuel but doing so without dumping even greater amounts of extra fuel as higher altitudes naturally richen the mixture. It's conservative in the sense that at any point, the engine is 'parked' in a safe spot. That is, if I stop leaning nothing bad will happen.
This is why aviation needs computerized fuel metering.
Or, a good foundation, proper instrumentation, and competent pilots.
I think the reason we don't have it is related to the reason we been slow on electronic ignition systems.
I got to fly this on its maiden pilgrimage to Oshkosh right after it was completed and the Phase-1 hours flown off.
