Politics is not the only source of excessive RPM; I just witnessed, rather heard, 5 or more float planes taking off from HOM in tandem, headed apparently to ANC, torchering us with a defining dinn. Probably 206s by the sight and sound, they each carried full RPM to at least 2000 ft. Never mind 2600, this was full power to the stops and to the governor, the long seaplane props turning well past the sound barrier. There is actually a loss of energy when the tip of the prop compresses the sound to that degree.
Some paranoid instructors insist on full power to a "safe altitude." Indeed, engine failior often happens with power change, but what about the poor engine? Full power to 2000 ft takes a toll that in my mind raises the chance of catastrophic failior even higher, not to mention the denn of noise to the neighborhood.
A smooth pilot might better excercise a bit of concervation by watching the RPM to recommended calibrated maximum, water rudders up, trim, 20 degrees flaps, full power, up on the step, let the plane take off when ready -- did you set the trim tabs? -- maximum rate of climb, slowly dump 10 degrees of flap, at cruise-climb speed, drop manifold pressure to cruise-climb setting, then slowly remove the remaining 10 degrees of flap and finally screw off or pull the RPM to cruise-climb 2450 or what ever for your aircraft. This is done in 4 smooth steps, a bit like conducting an orchestra or the OB's application of Scanzoni forceps. You have now provided your passengers a very smooth and professional takeoff. You have saved the engine considerable ware and the neighbors considerable noise, not to mention a gallon or two of precious fuel.
If anything fails, you are going straight ahead. You can't turn around anyway, if heavy, until well over a thousand feet or more. Prudence would have you sache over to the side to give yourself room to turn or better still angle off over water as you climb out. I don't think I am alone in this view; it may not be for everyone, but I hit 2000 hours and the engine used very little oil at TBO. A cooler engine in cruise -climb helps a lot. Don't fly an older aircraft without an engine moneroring computer either; they don't cost all that much and the price is way less than jug repairs.
Some paranoid instructors insist on full power to a "safe altitude." Indeed, engine failior often happens with power change, but what about the poor engine? Full power to 2000 ft takes a toll that in my mind raises the chance of catastrophic failior even higher, not to mention the denn of noise to the neighborhood.
A smooth pilot might better excercise a bit of concervation by watching the RPM to recommended calibrated maximum, water rudders up, trim, 20 degrees flaps, full power, up on the step, let the plane take off when ready -- did you set the trim tabs? -- maximum rate of climb, slowly dump 10 degrees of flap, at cruise-climb speed, drop manifold pressure to cruise-climb setting, then slowly remove the remaining 10 degrees of flap and finally screw off or pull the RPM to cruise-climb 2450 or what ever for your aircraft. This is done in 4 smooth steps, a bit like conducting an orchestra or the OB's application of Scanzoni forceps. You have now provided your passengers a very smooth and professional takeoff. You have saved the engine considerable ware and the neighbors considerable noise, not to mention a gallon or two of precious fuel.
If anything fails, you are going straight ahead. You can't turn around anyway, if heavy, until well over a thousand feet or more. Prudence would have you sache over to the side to give yourself room to turn or better still angle off over water as you climb out. I don't think I am alone in this view; it may not be for everyone, but I hit 2000 hours and the engine used very little oil at TBO. A cooler engine in cruise -climb helps a lot. Don't fly an older aircraft without an engine moneroring computer either; they don't cost all that much and the price is way less than jug repairs.
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