TPE-331 Prop Governing Systems

Fundamental differences between Garrett (AlliedSignal) and Pratt & Whitney turbine
engines dictate differences in propeller governor function. Whereas the Pratt & Whitney PT6A is a
free turbine design; the Garrett engine is direct-drive from the engine to the propeller. This would
seem to make the job easier for a governor installed on a Garrett engine than it would a Pratt &
Whitney design; however, some special issues must be dealt with. An examination of the basic
governor functions will reveal critical differences between the two models.
Governor identification
AlliedSignal and Woodward Governor both manufacture governors installed on Garrett TPE-
331 engines. It is interesting to note that the AlliedSignal model of governor contains parts
manufactured by Woodward (the base and body sections), and each manufacturer assigns its own
part number to the assembly. This can lead to confusion regarding part numbers in the field.
For example, an AlliedSignal governor can be assigned three different part numbers, which
are installed on two different dataplates. One of the part numbers is a base/body assembly number
as assigned by Woodward. The second part number is the Woodward number for the complete
governor assembly. The third part number is the corresponding AlliedSignal number for the
assembly. In addition, a governor installed on a TPE-331 engine can also apparently have two
different serial numbers. One serial will be for the base/body assembly, and the other serial will be
for the completed assembly. Regardless of how many different numbers are stamped into the
dataplate(s), both manufacturers' units operate in fundamentally the same way.
Basic operation
Garrett engine speed is controlled directly by prop blade angle. High blade angles (high load)
equate to lower engine rpm, while lower blade angles (low load) equate to higher engine rpm. The
governor is supplied with engine oil (typically at 95 psi). The governor contains an internal pump
and pressure relief system that boosts this pressure to approximately 485 psi and supplies it at
capacities of up to 10 quarts per minute. A set of spinning flyweights inside the governor sense
engine rpm and direct the pilot valve to move in reaction to changes in rpm other than the desired
setting.
In both Garrett and Pratt applications, servo oil (oil supplied to the prop piston) moves the
blades toward the low blade angle, or high rpm position. This is designed so that a loss of engine oil
pressure will automatically allow the propeller to move toward the feathered position (through the
use of prop blade counterweights and feathering spring). The pilot valve position therefore
determines whether oil will be ported to the propeller (increasing rpm) or to drain from the
propeller (decreasing rpm). A speeder spring directly connected to the flyweights and pilot valve
determine the position of the valve and thus a corresponding rpm. Speeder spring pressure is
altered through the governor control shaft and associated linkage to the cockpit.
During "on speed" condition, the forces of the spinning flyweights equal the force of the
speeder spring, and, as a result, no oil is ported to or from the propeller. A constant rpm results
until an upsetting force changes the balanced state. It is important to realize that in reality, the
governor is continually porting oil to the propeller to compensate for internal leakage between the
gearcase and propshaft.
An underspeed condition will result if the aircraft is pitched nose up or if the pilot selects a
greater prop rpm. In this case, the spinning flyweight forces are reduced and the pilot valve moves,
resulting in an opening of the servo oil ports that supply high-pressure oil to the propeller servo.
The addition of servo oil moves the blades to a lower blade angle and results in greater rpm or a
restoration of original prop rpm.
Overspeed conditions are the result of unloading the propeller blades as in the case of a
descent, or the pilot selecting a lower prop rpm. When an overspeed condition is sensed, the
increased flyweight force overcomes speeder spring force and the pilot valve is moved to a position
whereby oil is allowed to drain from the propeller. As a result, blade angle increases (due to
propeller counterweight force) and rpm is thus reduced.
Beta mode
Propeller beta mode is defined as any blade angle between idle and full reverse. In beta
mode, the pilot can manually adjust prop blade angle to control reverse thrust power during
aircraft deceleration. A design problem must be overcome to allow the pilot to manually select
blade angle. The governor must be held in an underspeed condition to eliminate interference
between pilot command and speeder spring command.
To solve this problem, governors that are installed on Garrett engines have a piston
assembly attached to the speeder spring that can alter speeder spring pressure. The governor
control shaft runs through the middle of this piston. On one side of the piston, there are spring
tension washers and on the other side of the piston, high-pressure oil (200 psi) is supplied to act
against the force of the spring washers. In normal operation, the presence of this high-pressure oil
will compress the spring tension washers. Beta mode is entered as the propeller pitch control
uncovers ports allowing the oil to drain away. As a result, the spring tension washers move the
piston into a position that causes an increased speeder spring force. This is a simulated underspeed
condition, which will not allow the governor to interact with the propeller until approximately 107
percent of rated rpm. In this way, the prop is allowed to travel through the zero thrust range and
into reverse. Actual control of the propeller at this point is accomplished by the pitch control sleeve
that surrounds the beta tube in the engine. It is a means of mechanically controlling propeller
blade angle and rpm without interaction from the governor. As propeller blade angle approaches
the desired setting, pressure ports in the beta tube are uncovered, which will maintain the blade
angle. When further travel into reverse is desired, the power lever resets the sleeve in the pitch
control, allowing oil to move the propeller deeper into reverse.
Synchronizing On multi-engine applications, synchronizing and synchrophasing between two
engines is accomplished through the use of a speed bias coil inside the governor. The coil is located
between the pilot valve and the spinning flyweights. When energized, the coil exerts a magnetic
force on the flyweights causing the pilot valve to move in small amounts. The synchronizing
computer receives speed signals from both engines and varies the coil voltage of each governor to
attain synchronization between both engines.
 Look Mom, no linkage
Perhaps the most interesting Garrett engine governor is found on the TPE-331-8 (or -10) as
installed on the Cessna Conquest II. This particular governor (P/N 897160-X) has no mechanical
linkage for actuation. The fuel control computer and an actuator in the governor accomplish control
of engine speed. The actuator in the governor is actually a torque motor that can alter speeder
spring pressure and, thus, rpm. The governor has an integral speed pickup that sends rpm
indications to the fuel control computer. The fuel control computer compares the actual engine
rpm with the rpm selected by the pilot. It then sends power to the torque motor to change speeder
spring pressure and rpm as required. In a similar fashion to other Garrett engine governors, beta
control is achieved by simulating an underspeed condition within the governor. When ground idle is
chosen by the pilot, a signal is sent to the governor that resets the piston/ speeder spring to 105
percent of rated rpm. This allows the pilot to control blade angle without interference from the
governor.
Troubleshooting
As is the case with any multi-engine aircraft, isolating suspected governor problems can be
easily accomplished by swapping the governors side-to-side
on the airframe.
Service difficulties with Garrett engine governors usually fall within two categories:
synchronizing problems and beta problems. To isolate synchronizing problems, speed pickup
output voltages need to be checked and reset as required. In some cases, this is accomplished
much easier on a test bench than on the aircraft. Voltages on Garrett governors are measured
peak-to-peak using an oscilloscope (not using RMS figures with a volt/ohm meter). At International
Governor, we have seen many cases where magnetic speed pickups and flyweight assemblies have
been damaged due to incorrect procedures being used when checking speed pickup voltages.
Typically, the technician performing the work will not have the correct voltage indications (because
it's being measured in RMS), and will turn the speed pickup into the point where it contacts the
flyweight assembly. This can be a costly error. After speed pickups have been verified, the coil
assemblies should be checked for continuity. Airframe power to the coil should be checked at this
time as well.
Difficulties achieving beta blade angles are usually the result of weak spring tension washers
inside the governor or a blocked pressure line to the reset piston.
Again, isolating this type of problem is best accomplished by swapping the governors side-
to-side on the aircraft. Don't be afraid to use this technique as it can save the aircraft owner money
by not ordering unnecessary exchange units.