Governors & Control Systems

McCauley's full line of control system components for propellers on both single and twin reciprocating engine applications.

Product Types

Constant Speed-Undampened & Dampened

Constant speed governors were the original unit developed to maintain a constant speed on the propeller as the name implies. The single engine aircraft benefited a great deal from the development of the constant speed propeller. The governor uses oil from the engine to hydraulically maintain a set speed setting. The constant speed governing system decreased takeoff roll and improves climb rates and cruise speeds.

McCauley manufactures two different type styles of constant speed governors. The two types are defined as dampened and un-dampened. The basic undampened model is identified by the alphanumeric callout C290D3(X)/T(X). The dampened version is identical to undampened version except for the flyweight assembly. The basic dampened model is identified by the alphanumeric callout DC290(X)/T(X). The dampened version uses a spring loaded flyweight assembly designed to filter out unwanted vibrations that could interfere with the smooth operation of the pilot valve on certain makes and models of engines. Both dampened and undampened constant speed governors feature a retained flyweight assembly which insures smooth, even rotation, free from fluctuations.

Feathering Governors

Feathering governors were developed to maintain a constant speed on the feathering propeller as the name implies. The basic feathering governor model is identified by the alphanumeric callout of DCF290D(X)/T(X). Twin engine aircraft benefit from the safety of the use of the feathering propeller control system. The feathering governor uses oil from the engine to hydraulically maintain a given speed setting and allows the pilot to feather the propeller in the event of a loss of power or other engine problem. Feathering the propeller eliminates drag that would be caused by a wind-milling, non-feathered propeller. This gives the pilot the ability to fly the aircraft with one engine to the nearest airport for repairs.

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Calibrations

APerform Static Run-up
  • 1. Lock aircraft brakes.
  • 2. Place cockpit propeller RPM lever in high RPM (takeoff) position.
  • 3. Advance throttle slowly to maximum permitted engine manifold pressure limits.
  • 4. Record propeller RPM.
    If local wind conditions are over 5 knots, repeat check with aircraft pointed in opposite direction and average the two numbers. As a general rule, propeller RPM should be 25-100 RPM below redline limit during the above check.
CCheck Fluid Levels
  • 1. During takeoff acceleration, record maximum propeller RPM.
  • 2. When sufficient altitude is reached, level out aircraft, leaving propeller control in full RPM position. Maintain this setting for three (3) to five (5) minutes while monitoring propeller RPM.
  • 3. Following this check, two conditions may exist which require adjustment:
    1) If propeller RPM is exceeding redline limit, reduce it to redline using propeller control. Leaving propeller at this redline RPM setting, land aircraft and shutdown. Remove cowling and note position of control arm on governor. Adjust governor high RPM screw clockwise so it just touches stop on governor control arm; this will ensure that the correct arm position for governor redline RPM setting cannot be exceeded.
    2) If propeller RPM is below redline limit with max RPM setting on the propeller cockpit control, note RPM and land. Remove engine cowling and adjust the governor high RPM screw counterclockwise to increase RPM.
    Note that one full screw turn will cause an increase of approximately 25 RPM.
  • 4. Perform another test flight to confirm adjustments were sufficient.
BPerform Flight Test
  • 1. During takeoff acceleration, record maximum propeller RPM.
  • 2. When sufficient altitude is reached, level out aircraft, leaving propeller control in full RPM position. Maintain this setting for three (3) to five (5) minutes while monitoring propeller RPM.
  • 3. Following this check, two conditions may exist which require adjustment:
    1) If propeller RPM is exceeding redline limit, reduce it to redline using propeller control. Leaving propeller at this redline RPM setting, land aircraft and shutdown. Remove cowling and note position of control arm on governor. Adjust governor high RPM screw clockwise so it just touches stop on governor control arm; this will ensure that the correct arm position for governor redline RPM setting cannot be exceeded.
    2) If propeller RPM is below redline limit with max RPM setting on the propeller cockpit control, note RPM and land. Remove engine cowling and adjust the governor high RPM screw counterclockwise to increase RPM.
    Note that one full screw turn will cause an increase of approximately 25 RPM.
  • 4. Perform another test flight to confirm adjustments were sufficient.
DRepeat All Steps
  • 1. Lock aircraft brakes.
  • 2. Place cockpit propeller RPM lever in high RPM (takeoff) position.
  • 3. Advance throttle slowly to maximum permitted engine manifold pressure limits.
  • 4. Record propeller RPM.
    If local wind conditions are over 5 knots, repeat check with aircraft pointed in opposite direction and average the two numbers. As a general rule, propeller RPM should be 25-100 RPM below redline limit during the above check.

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Reference Guide

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