An excess of fuel, provided that is done correctly, is often used in piston engines to carry away unwanted heat.
How does that fuel cooling process work 
Quick follow-up on my questions above about when to lean the Baron engines. I was asking previously because I was getting very odd behavior when pulling back the mixtures, where the engine would almost die, then recover, and the EDM was showing odd things when trying to run Lean Find. I even posted (and then deleted) a video showing this.
Turns out that the issue was control-mapping related. I use Spad.Next, and I had both the standard mixture variables as well as the custom LVARs mapped to my physical levers. The animation worked fine (the levers moved), but having both of these caused these weird issues. Once I used only the standard Mixture setting for the regular Baron and only the LVARs for the TC and P versions, everything worked fine.
So as to only have one Spad profile for all three planes, I added some conditional logic based on the aircraft model name string to only use the appropriate controls. I published a snippet for this if interestedā¦just search āstevekaneā.
@meh1951 and @CharlieFox00 take note of this. Iād be curious if you can reproduce this on the Baron P, trying to lean it at FL200 or above.
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I sent you a DM in response, as itās a bit off topic!
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I wondered if there would be some interference. Good to know, thanks!
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Interesting. I havenāt begun my SPAD work yet on these planes, but in the recent past Iāve found that more and more devs are using Bvars to control animations, as well as trigger other standard necessary variables. (At least it seems that way - Iām no programmer, but a lot of times I just use a āBā data variable, and good things happen.) Didnāt used to be that way.
Hi. Reducing power during climb is not being nice to the engine, quite the opposite. Read up on how to operate turbo engines. In this case a turbonormalized engine where pulling back power makes no sense. Experts will say operate it WOT until you wanna land the plane. In cruise reduce mixture to LOP and rpm. A tip is listening to what turbo and aircraft engine expert Mike Busch is saying about running aircraft piston engines. Ask the A&Ps is a great pod where this is mentioned in many many episodes.
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That was instructive reading! 
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Yep. That was the issue. Just did a test flight to 20kā. Set the flow to about 1/4 less than max. Set altitude to 21kā (cabin pressurized to about 9kā). Cruise climb around 1500 fpm. Slightly less after around 15kā. No issues. Diff press just under the yellow. No problems. This seems much more realistic, actually. Iām just a dope.
Love the 58P Baron. I think itās my new favorite piston twin! 
Wow, this is extremely interesting and illuminating. It flies in the face of a lot of conventions and needs some digesting. Appreciate the link.
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No, this was during a flight.
It sure was! I bookmarked the page in Chrome.
I donāt recall the 58TC or 58P as having a TIT gauge. Will need to confirm.
I recall reading John Deakinās articles on AVweb about LOP operations with a turbo-normalized Bonanza with the GAMIjectors. Wow, was that 20+ years ago? Iām feeling my age now.
Itās shown on the EDM on the right side.
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This is interesting to read, but I see no real scientific approach to this matter in this article, so I just cannot believe this more than any other official docs I read. A lot stuff in this article comes from experience as it seems and thats ok. I am not an engineer nor a pilot, and I am not saying that I dont believe it, but I also just donĀ“t believe the official POH from the Baron 58P for instance, because of contrary suggestions. But the 58P has a turbocharged and not a turbo normalized engine, so there might again be quite a lot of differences in this alone. For the Bonanza there is very little official material on the TN version, so thats a bit harder to judge for me, but the Black Square developer is a real life pilot too. So if he suggests a power reduction in Climb, than it has the same weight, as this article, at least for me at this point. It is like with a lot of other topics in aviation, ask two pilots and you get two different answers.
And in the SIM I just noticed really high climb rates and nose up pitche with WOT@2.700 RPM, when you try to maintain recommended climb speeds 105-115 KIAS in a medium loaded bonanza, and that might be at some point be uncomfortable for the ears even, but I donĀ“t know for sure, like I said, I am no pilot.
And in Real Life it would be a lot more important to make yourself a lot more familiar with you engine, than in the SIM, since especially mixture behavior and leaning in the SIM is only so good simulated.
Cheers
Thatās literally from a company that does STC installations of their own branded turbos. Itās their documentation for their installs. That said, what works (and is instructed and warrantied) for one STC kit/plane combo may not be the same for another.
Thx for the link. Good information, especially regarding favoring LOP. Which is the only thing i did wrong so far, because i was always going ROP. I usually climb with everything cranked until i reach critical altitude or desired cruise altitude. Then i would go 2500 and lean.
Btw, it is also explained in the manual (i keep coming back to it 
) that the turbonormalized version is pretty much behaving like IRL, compensating for loss of atmospheric pressure and therefore without the need to lean below crit. altitude (which of course will vary depending on conditions).
Again, I encourage people to read the manuals. In this case, pages 66-67 (Bonanza)ā¦
Man, i would pay a fortune to fly in a turbonormalized Bonanza IRL I just love that bird.
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I know and understood it as this, but it just didnĀ“t contain any information, that would convince me, that reducing climb power would be indeed a bad thing. Nothing really states that, they use the phrase 2.700 is probably better then 2.500 RM. And in its enterity I read it more like, it is not necessary to reduce power and you can maintain full power at all times. But that is something that I would not argue with, since it is the same I would conclude from the one official suplement I found. And they even stated, that these suggesetions might not even be consideralble for their own old versions of the turbo system.
But I am not a native english speaker, so I might read something different into some of the wording in general.
And again, leaning ROP is not wrong. You have in Bonanza and Baron Turbos also valid ROP leaning. There is no engine I know, where ROP leaning is not permissable. So it is not wrong. But what would be considered āwrongā, would be leaning in full/climb power, just because you reach the critical altutide. Stay Full Rich until you lean for cruise. Only exception would be excessive fuel flow increase beyond the āred markerā simply spoken, mostly due to the use of the fuel pump. And I am not sure, that such things can even occur in the engine simluation in the MSFS.