R
Rutus
From day 1, my O-360-A1A with the Hartzell BA prop and McCauley governor has only turned about 2620-2640 RPM on takeoff. I've never been too concerned about it, because there is plenty of performance as it is. But after a couple of "hot, high and heavy" takeoffs this summer, I thought "hey, why not get that extra 10 hp or so?"
After reviewing the McCauley manual, I pulled the cowl and (fortunately) decided to do an oil change while I was in there. Getting the oil filter off gives you more room to get to the governor, and that is a big help, because doing that governor adjustment is a .... PITA!
I had to saw a couple wrenches in half to get them short enough to clear the firewall, and trying to install the safety wire on the hi-rpm stop screw after I had made the adjustment was also a bear. To be safe, I also verified full travel on the prop control, and adjusted the end fitting to match the new position of the hi-rpm stop screw.
Fortunately, the "1 turn = 25 RPM" ratio for adjustment specified in the McCauley manual proved to be about right, and now I am turning 2700-2720 RPM on takeoff, and it does feel a little stronger. One thing I do notice is that when the engine is fully warm (say, after the first flight), I get slightly less RPM, say 2680-2700. Is this a common scenario - higher RPM on a "cold" engine, and a little lower once the oil is fully warmed up?
Anyway, for those of you who've not yet done this task, I recommend:
After reviewing the McCauley manual, I pulled the cowl and (fortunately) decided to do an oil change while I was in there. Getting the oil filter off gives you more room to get to the governor, and that is a big help, because doing that governor adjustment is a .... PITA!
Fortunately, the "1 turn = 25 RPM" ratio for adjustment specified in the McCauley manual proved to be about right, and now I am turning 2700-2720 RPM on takeoff, and it does feel a little stronger. One thing I do notice is that when the engine is fully warm (say, after the first flight), I get slightly less RPM, say 2680-2700. Is this a common scenario - higher RPM on a "cold" engine, and a little lower once the oil is fully warmed up?
Anyway, for those of you who've not yet done this task, I recommend:
- Small size wire nippers and compact safety wire twist pliers
- Very stubby 3/8 and 5/16 wrenches
- A small, stubby screwdriver to adjust the stop screw
- Patience
- A few cold ones after the successful test flight!