CHT and Oil Temps need adjustment

Hi there!

CHT behavior:
OK! Just completed a flight...nice day, 15 degrees C at sea level. Took off, climbed to 6,000 feet, 120 knots, stressed the engine with lean mixture quite intensively, trying to get high temps (although not recommended for a normal climb...). During the climb, CHT increased slowly to about 195 degrees C (383 F). 

At 6,000 feet, acceleration to 140 knots IAS, noticeable drop in CHT was observed, still leaned engine. Enriching the mixture reduced CHT even more, got stable in the heart of the normal range, and throughout the process did not exceed the upper limit.

CHT looks and performs as expected and within the normal range under normal conditions. I recommend to verify that you are flying in the experimental flight model environment (should be enabled automatically with aircraft loading).

CHT vs EGT when leaning:
This issue may go deep into a long and professional discussion...but for now I will try to keep it short...

When adjusting the mixture, in general, CHT indication reflects the internal cylinder pressure as close as possible. Using EGT for leaning is possible of course, but it is not mandatory, and many pilots are not using the "peak EGT" method for leaning, for various reasons (mainly because it stress the engine and less accurate in the various phases of flight). There are many aircraft with reciprocating engines that do not include EGT indication in the cockpit. Not all aircraft are equipped with EGT gauges. 

One of the common practices for leaning is based on RPM minotoring, along with MP, Fuel Flow and CHT monitoring. 

Here are the highlights/recommendations of leaning a normally aspired engines, as recommended by Lycoming, under the 'Leaning Lycoming Engines' section in their website:

• Full-rich mixture during takeoff or climb.
• For cruise powers where best power mixture is allowed, slowly lean the mixture from full rich to maximum power. Best power mixture operation provides the most miles per hour for a given power setting. For engines equipped with fixed-pitch propellers, gradually lean the mixture until either the tachometer or the airspeed indicator reading peaks. For engines equipped with controllable pitch propellers, lean until a slight increase of airspeed is noted.
  
• For a given power setting, best economy mixture provides the most miles per gallon. Slowly lean the mixture until engine operation becomes rough or until engine power rapidly diminishes as noted by an undesirable decrease in airspeed. When either condition occurs, enrich the mixture sufficiently to obtain an evenly firing engine or to regain most of the lost airspeed or engine RPM. Some engine power and airspeed must be sacrificed to gain a best economy mixture setting. ​NOTE: When leaned, engine roughness is caused by misfiring due to a lean fuel/air mixture which will not support combustion. Roughness is eliminated by enriching slightly until the engine is smooth.​
  
• (not mandatory and dependent on specific aircraft instrumentation): The exhaust gas temperature (EGT) offers little improvement in leaning the float-type carburetor over the procedures outlined above because of imperfect mixture distribution. However, if the EGT probe is installed, lean the mixture to 100˚ F on the rich side of peak EGT for best power operation. For best economy cruise, operate at peak EGT. If roughness is encountered, enrich the mixture slightly for smooth engine operation.