Author Unknown go on, own up if you wrote this: Fixed-pitch propellers are designed for best efficiency at one

e speed of rotation and forward speed. This type of propeller will provide suitable performance in a narrow range of airspeeds; however, efficiency would suffer considerably outside this range. To provide high propeller efficiency through a wide range of operation, the propeller blade angle must be controllable. The most convenient way of controlling the propeller blade angle is by means of a constant-speed governing system. CONSTANT-SPEED PROPELLER The constant-speed propeller keeps the blade angle adjusted for maximum efficiency for most conditions of flight. When an engine is running at constant speed, the torque (power) exerted by the engine at the propeller shaft must equal the opposing load provided by the resistance of the air. The RPM is controlled by regulating the torque absorbed by the propellerin other words by increasing or decreasing the resistance offered by the air to the propeller. In the case of a fixed-pitch propeller, the torque absorbed by the propeller is a function of speed, or RPM. If the power output of the engine is changed, the engine will accelerate or decelerate until an RPM is reached at which the power delivered is equal to the power absorbed. In the case of a constantspeed propeller, the power absorbed is independent of the RPM, for by varying the pitch of the blades, the air resistance and hence the torque or load, can be changed without reference to propeller speed. This is accomplished with a constant-speed propeller by means of a governor. The governor, in most cases, is geared to the engine crankshaft and thus is sensitive to changes in engine RPM. The pilot controls the engine RPM indirectly by means of a propeller control in the cockpit, which is connected to the governor. For maximum takeoff power, the propeller control is moved all the way forward to the low pitch/high RPM position, and the throttle is moved forward to the maximum allowable manifold pressure position. To reduce power for climb or cruise, manifold pressure is reduced to the desired value with the throttle, and the engine RPM is reduced by moving the propeller control back toward the high pitch/low RPM position until the desired RPM is observed on the tachometer. Pulling back on the propeller control causes the propeller blades to move to a higher angle. Increasing the propeller blade angle (of attack) results in an increase in the resistance of the air. This puts a load on the engine so it slows down. In other words, the resistance of the air at the higher blade angle is greater than the torque, or power, delivered to the propeller by the engine, so it slows down to a point where the two forces are in balance. When an airplane is nosed up into a climb from level flight, the engine will tend to slow down. Since the governor is sensitive to small changes in engine RPM, it will decrease

the blade angle just enough to keep the engine speed from falling off. If the airplane is nosed down into a dive, the governor will increase the blade angle enough to prevent the engine from over speeding. This allows the engine to maintain a constant RPM, and thus maintain the power output. Changes in airspeed and power can be obtained by changing RPM at a constant manifold pressure; by changing the manifold pressure at a constant RPM; or by changing both RPM and manifold pressure. Thus the constantspeed propeller makes it possible to obtain an infinite number of power settings. Depending on the engine type, oil pressure in the propeller dome is usually pitted against spring pressure working to move the propeller pitch in the opposite direction. On most piston driven single engine installations, the spring drives the propeller to fine pitch with oil pressure used to send it to coarse pitch. On multi-engine and turbine powered propellers, the reverse is true, the spring tends to send the propeller to coarse pitch to the point of feather (necessary on a multi-engine aircraft to minimize drag if the engine fails) while oil pressure is used to send the prop to fine pitch and even reverse pitch, depending on the engine. Once the pitch is established, then your question comes into importance. The governor will sense any increase or decrease in propeller RPM. Let's just use the multi/turbine propeller installation for simplicity. As turboprop prop speed increases (momentarily for any reason), the governor senses the increase and restricts oil pressure to the prop hub. Restricting oil pressure causes an increase in prop pitch which in turn increases prop drag which slows the prop down. Remember that if the oil pressure is reduced, the spring tries to force the prop into coarser pitch. Conversely, if the prop RPM decreases (momentarily for any reason), then the governor increases oil pressure to the hub, driving the prop into finer pitch, decreasing prop drag which of course allows the prop to go faster. The governor(s) work full time. The changes in oil pressure are miniscule but continuous. This is how the RPM is maintained at a constant. The variable incidence propellers are controlled by a prop governor. As propeller rpm increase the prop governor adjusts the blade angle by way of varying oil pressure in the prop hub to maintain a given RPM. The prop governor contains flyweights and a valve that control the entrance of engine oil into the propeller hub. As engine RPM increases the flyweights swing out causing the valve to open increasing oil pressure in the prop hub driving the blades to a course pitch which in turns slows

the engine down to maintain the set rpm. The same applies for a decreasing RPM. Therefore as manifold pressure is increased rpm stays the same. The reason piston aircraft don't feather after shutdown with a loss of oil pressure is because the prop governor is equipped with a feather lock preventing the blades from going to feather. A blade in feather is much harder to turn during starting due to air resistance. When the engine drops below 950 RPM the feather lock engages. After the loss of an engine in flight the engine must be feathered immediately (before 950RPM) or the feather lock will engage preventing feathering. Preventing over speed in a constant speed propeller installation is a function of the propeller governor. It's a mechanical unit which is a valve controlled by a spring. The valve moves open and closed using flyweights that respond to propeller RPM...at higher RPM's the weights pull apart, and mechanically they're linked to the valve (called a pilot valve) that admits or denies engine oil to the propeller dome (which is used to change propeller blade angle). The propeller governor prevents over speed by increasing blade angle, thus increasing drag on the propeller blade, thus slowing down their rotation, thus controlling RPM. So far so good? An over speed can be problematic for several reasons. A faster speed can increases stresses on propeller blades, hubs, and shanks. It can affect engine integrity, and put excess stresses on crankshaft counterweights or balances (and can detune a crankshaft), and it can exceed the aerodynamic limitations of the propeller itself. At too high a speed the prop tips experience transonic aerodynamic conditions, which can cause flexing, vibration harmonic stresses, and other problems for not only the propeller, but the engine. Furthermore, as the drag that a wind milling propeller is very high, it becomes particularly detrimental at higher engine RPM's and speeds. If you're flying the local club's Cessna 182, and notice that the RPM is increasing, check to see that the friction lock or vernier control is secure, and that the propeller control isn't creeping forward. If the propeller is approaching the redline and appears to be moving on its own, you can try to control it with the propeller control, but you may have no success. In this case, your only choice is to retard power using the throttle...and begin to treat the propeller like a fixed pitch prop until you can get somewhere to land and have the engine looked-after by a qualified mechanic. For most light aircraft the prop will remain on the fine pitch (high RPM) stops until it reaches 70 to 100 knots on the takeoff run. At that time the prop will start to

unload and speed up, so the governor will increase the pitch of the prop blades to stop the prop from speeding up and exceeding the selected RPM (Redline in the case of the takeoff). If there was a failure which caused the prop to go to the fine pitch stops during cruise flight the prop will very significantly exceed the redline RPM. If this occurs an immediate sharp pull up should be initiated in order to reduce airspeed and thus RPM. Prop RPM will now be controlled by airspeed as well as throttle position. Since light aircraft use engine oil pressure to control the prop a hunting prop (i.e. uncommanded RPM excursions above and/or below the selected RPM) can be a sign of dropping oil pressure and therefore the engine oil pressure should be immediately checked if the prop is not operating normally. It is also important to know which prop type, Mcaulley, or Hartzell is on your aircraft as they work in opposite ways. A decrease in oil pressure will cause a Mcaulley prop to go to course or low pitch. The Hatzell will go to fine pitch or high RPM with the loss of oil pressure. In Multi engine aircraft an over speeding prop should be feathered immediately (except for an over speed right after takeoff). It hasn't happened to me, but I am aware of at least one case of it occurring in a C182. The drill is close the throttle and reduce speed as much as possible; it may be necessary to come back almost to the stall. If that doesn't work, shut the engine down. During all this you should be looking for somewhere to land, because that's what you'll be doing next.