I use the Steam screenshot key (standard is F12 IIRC but I remapped it). It makes a sound and displays a small notification. That helps because you know the screenshot was actually taken.
Yes, Steam is an option for it, though I have found it doesn’t always work (I suppose if that key is assigned elsewhere) but as you say, at least you know it’s done 
Nice write up!
You dont use mixture leaning to get more engine powerrrr though.
You lean the mixture to fly more economically and burn less fuel.
One of the checks on approach is to set the mixture to full rich; this is to ensure max engine power in case of a go around.
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A simple method of leaning an engine is by using the rpm gauge on a fixed pitch prop. As mixture is leaned the rpm does increase. Mixture is set slightly on the rich side of peak rpm to enhance cooling. So power is increased by leaning. It is more accurately done with a cht gauge.
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Well… This depends on how you look at it.
The mixture controls the fuel flow into the engine.
As air density decrease with increased altitude, the fuel flow must be decreased to maintain the optimum air to fuel ratio.
So, as an aircraft climbs, the amount of air and fuel into the engine will decrease and this will lead to a decrease in power.
You can’t compensate for this drop in power by leaning further below the optimum air/fuel ratio.
But, if the mixture is too rich, i.e. there is too much fuel in the air/fuel mixture, the power will be less than if you lean to the optimum mixture ratio and you will experience an increase in power, in relation to this, if you lean the mixture. But as mentioned above, you can’t get more power by leaning further.
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Agread. An answer to any question in aviation involves ‘it depends’. However at the point of leaning power increases. With a change in altitude it must be leaned again. I loved leaning the Cessna 310. Two clicks per thousand feet I think it was. But a LONG time ago. I must get the C310, my favourite real world piston twin
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The Grumman F3F actually had a gauge to help make sure the mixture was set for the appropriate stoichiometric ratio for a given altitude. I’m rather surprised that this isn’t a feature in modern aircraft.
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Probably because many people would have problems pronouncing "stoichiometric " 
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Admittedly I haven’t flown piston engine powered aircraft for a long time.
But your explanation does raise a question; if you’re operating out of an high elevation field, does the aircraft operating manual state specific mixture settings for takeoff ?
I’ve always been trained to check for mixture full rich for takeoff and approach/landing, but we never trained at high elevation fields.
Again, it depends 
Different engines, different techniques.
The C172, as in @Johnnys example above, leaning is made above 3000’ pressure altitude until smooth running or highest RPM.
For takeoff at high airfields, leaning should be made during engine run-up at max throttle.
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Thanks! So you learn something new every day! 
In the Cessnas and Pipers that I’ve flown IRL, I was taught to lean any time you operate above 3000 MSL, including takeoff and landing. That’s if you want your engine to make full power. Edit: @PaulRix said it better, > 3000 pressure alt.
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We leaned these at top of climb.
Mixture leavers were pulled back to the ‘P’ of RPM which you can see in the center of the quadrant! Nothing more technical than that. If we levelled at altitude (above 200’) we would lean it a little more
NB ‘DV’ the first photo is the airframe I nearly wrote off when incapacitated in flight after chemical exposure. Always fond of that airframe for getting me down in one piece.
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I always thought it was the 2000 that nearly killed you. Never realised it was the twotter.
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BN2b Islander not the Twotter. The chemical splashed me outside the aircraft. Sulphuric and Phospheric acids plus other stuff. Add traces of hydraulic fluid on the cockit floor and aluminium you get organo-phosphates and phosgene gas.
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Thats what i meant 
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Your own personal little Ypres 1916 eh. Glad you survived old man. 
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That sounds horrible Scoop!
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