The engine system never gives any warning that there is going to be a problem and only when it goes wrong is when it is noticeable. It may go wrong due to various factors, and the main ones is a failure to hold and select RPM or being insensitive to airspeed. A good propeller governor maintenance system ensures that all the engines of a plane in good working conditions. Some of the commonly encountered malfunctions are in the hydraulic locks pilot valves among others.
When the prop is sticky, they usually shim the blade bearings causing them to wear out. This can make the system insensitive to commands from the small blade angles from the governor especially if tightened too tightly. This condition does not get worse normally. Thus they are less of a problem.
The incorrect setting of pitch especially at the reported part can also result in a problem that requires attention. The setups may be interchanged as those of a turbocharged plane may be installed in the normally aspirated plane. This can result in a major problem since the turbocharged plane have high pitched blades compared to the normally aspirated plane because there will be no regulation of RPM.
The double engine planes have their oil pressure reduce the angle of their blades causing them to stop using low pitch. However, when set incorrectly the tones may result in a problem that needs immediate troubleshooting. The edges would not permit the engines to rotate fully causing a static RPM which is inaccurate.
The piston stick can also be a source of the malfunction. Usually, when the seal gets stuck and pressed in between the cylinder wall and the stick, the piston sticks to the prop dome. The engine may also tear the seal especially when the engines have been contaminated with the metal debris. This debris is thrown by the centrifugal force resulting into s malfunction. The prop should be dissembled when contaminated by metals and left for some time to remove the debris.
Hydraulic locks can also malfunction and maintenance must be done to bring them back to normal function. However, this part rarely goes wrong. In one engine plane, the prop usually brings the RPM down as it should, but when there is a malfunction, the RPM does not go down as it is supposed to. On twin-engine, the effects are the opposite there would not be any correct static RPM. Good troubleshooting should be done.
Oil is usually transferred from the strengthener governor, and if there is any leakage from bellow, then prop will not be able to hit the high pitch on the single nor low pitch on the double. When there is too much leakage, the twin can go into commanded feather as a result of excessive clearance of the transport system.
Sometimes when there are no proper checkups on the plane, some parts tend to wear out without being noticed. The circled toe of the aircraft is one of them. When it touches the speeder-spring assembly, it causes the flyweight to wear out. The prop or plane cover starts clattering. This may cause excessive oil leakage in the pilot valve which may be mistaken to a problem from the engine transport system.
When the prop is sticky, they usually shim the blade bearings causing them to wear out. This can make the system insensitive to commands from the small blade angles from the governor especially if tightened too tightly. This condition does not get worse normally. Thus they are less of a problem.
The incorrect setting of pitch especially at the reported part can also result in a problem that requires attention. The setups may be interchanged as those of a turbocharged plane may be installed in the normally aspirated plane. This can result in a major problem since the turbocharged plane have high pitched blades compared to the normally aspirated plane because there will be no regulation of RPM.
The double engine planes have their oil pressure reduce the angle of their blades causing them to stop using low pitch. However, when set incorrectly the tones may result in a problem that needs immediate troubleshooting. The edges would not permit the engines to rotate fully causing a static RPM which is inaccurate.
The piston stick can also be a source of the malfunction. Usually, when the seal gets stuck and pressed in between the cylinder wall and the stick, the piston sticks to the prop dome. The engine may also tear the seal especially when the engines have been contaminated with the metal debris. This debris is thrown by the centrifugal force resulting into s malfunction. The prop should be dissembled when contaminated by metals and left for some time to remove the debris.
Hydraulic locks can also malfunction and maintenance must be done to bring them back to normal function. However, this part rarely goes wrong. In one engine plane, the prop usually brings the RPM down as it should, but when there is a malfunction, the RPM does not go down as it is supposed to. On twin-engine, the effects are the opposite there would not be any correct static RPM. Good troubleshooting should be done.
Oil is usually transferred from the strengthener governor, and if there is any leakage from bellow, then prop will not be able to hit the high pitch on the single nor low pitch on the double. When there is too much leakage, the twin can go into commanded feather as a result of excessive clearance of the transport system.
Sometimes when there are no proper checkups on the plane, some parts tend to wear out without being noticed. The circled toe of the aircraft is one of them. When it touches the speeder-spring assembly, it causes the flyweight to wear out. The prop or plane cover starts clattering. This may cause excessive oil leakage in the pilot valve which may be mistaken to a problem from the engine transport system.
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