The regulatory system of the engines may not be noticed. You can only realize once they have stopped functioning. The source of the problem is usually the RPM and insensitivity to the airspeed. For all systems to work properly, you need to have a good propeller governor maintenance system. Parts such as hydraulic locks and pilot valve are usually vulnerable and should regularly be maintained.
The bearings that cause the rotations may wear out due to the shimming of the blades caused by the sticky props. This may cause the system, not function when given a command by the blade angles in the regulator when tightly fixed. This is not a major problem it can be resolved easily.
When the setting of a pitch is not done properly at the top of the refurbishment, there would be a problem in one way or another. Sometimes the set up for the turbocharged plane may be used for naturally aspirated plane with a single engine propeller. This may result in a problem since they have different propellers whereby the blades for a turbocharged plane are high pitched than the aspirated plane. This would make the system not function properly as the RPM may not go down for the aspirated planes and high for the turbocharged engine planes.
Those planes with twin engine in which the oil pressure decreases the plane angle usually are a subject of low pitch stop that can be improperly set. This results in improper static RPM since the blades cannot go low enough to allow maximum spinning engine. This malfunction normally occurs after maintenance of the prop-hub of any kind. However, there are similar symptoms sometimes that occur suddenly or gradually which is a clear indication of a system problem.
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 lock is normally assumed as they are known to cause fewer problems. However, when not checked for a long period, they may be a source of breakdown. The planes that have single engines the RPM is brought down by the props same as the double engine planes. However, the RPM cannot be regulated when the system goes down. This shows the importance of doing a checkup in the entire plane even the hydraulics.
When the regulator leaks from below, it affects the high and low pitch. If there is uncontrolled leakage in the area below the regulator the pitches from both double and single engines planes will not be regulated.
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.
The bearings that cause the rotations may wear out due to the shimming of the blades caused by the sticky props. This may cause the system, not function when given a command by the blade angles in the regulator when tightly fixed. This is not a major problem it can be resolved easily.
When the setting of a pitch is not done properly at the top of the refurbishment, there would be a problem in one way or another. Sometimes the set up for the turbocharged plane may be used for naturally aspirated plane with a single engine propeller. This may result in a problem since they have different propellers whereby the blades for a turbocharged plane are high pitched than the aspirated plane. This would make the system not function properly as the RPM may not go down for the aspirated planes and high for the turbocharged engine planes.
Those planes with twin engine in which the oil pressure decreases the plane angle usually are a subject of low pitch stop that can be improperly set. This results in improper static RPM since the blades cannot go low enough to allow maximum spinning engine. This malfunction normally occurs after maintenance of the prop-hub of any kind. However, there are similar symptoms sometimes that occur suddenly or gradually which is a clear indication of a system problem.
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 lock is normally assumed as they are known to cause fewer problems. However, when not checked for a long period, they may be a source of breakdown. The planes that have single engines the RPM is brought down by the props same as the double engine planes. However, the RPM cannot be regulated when the system goes down. This shows the importance of doing a checkup in the entire plane even the hydraulics.
When the regulator leaks from below, it affects the high and low pitch. If there is uncontrolled leakage in the area below the regulator the pitches from both double and single engines planes will not be regulated.
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.
About the Author:
When you are searching for information about propeller governor maintenance, come to our web pages online today. More details are available at http://www.swagvnr.com now.