Governor

Installation and Operation Manual
UG-5.7, 8, and 10 Lever Governor
Manual 03036 (Revision J)

This is the safety alert symbol. It is used to alert you to potential personal
injury hazards. Obey all safety messages that follow this symbol to avoid
possible injury or death.
• DANGER—Indicates a hazardous situation which, if not avoided, will result in death
or serious injury.
DEFINITIONS • WARNING—Indicates a hazardous situation which, if not avoided, could result in
death or serious injury.
• CAUTION—Indicates a hazardous situation which, if not avoided, could result in
minor or moderate injury.
• NOTICE—Indicates a hazard that could result in property damage only (including
damage to the control).
• IMPORTANT—Designates an operating tip or maintenance suggestion.
The engine, turbine, or other type of prime mover should be equipped with an
overspeed shutdown device to protect against runaway or damage to the prime
mover with possible personal injury, loss of life, or property damage.
The overspeed shutdown device must be totally independent of the prime mover
control system. An overtemperature or overpressure shutdown device may also
be needed for safety, as appropriate.
Read this entire manual and all other publications pertaining to the work to be performed before
installing, operating, or servicing this equipment. Practice all plant and safety instructions and
precautions. Failure to follow instructions can cause personal injury and/or property damage.
This publication may have been revised or updated since this copy was produced. To verify that
you have the latest revision, be sure to check the Woodward website:
www.woodward.com/pubs/current.pdf
The revision level is shown at the bottom of the front cover after the publication number. The latest
version of most publications is available at:
www.woodward.com/publications
If your publication is not there, please contact your customer service representative to get the
latest copy.
Any unauthorized modifications to or use of this equipment outside its specified mechanical,
electrical, or other operating limits may cause personal injury and/or property damage, including
damage to the equipment. Any such unauthorized modifications: (i) constitute "misuse" and/or
"negligence" within the meaning of the product warranty thereby excluding warranty coverage
for any resulting damage, and (ii) invalidate product certifications or listings.
To prevent damage to a control system that uses an alternator or battery-charging

device, make sure the charging device is turned off before disconnecting the battery
from the system.
To prevent damage to electronic components caused by improper handling, read

and observe the precautions in Woodward manual 82715, Guide for Handling and
Protection of Electronic Controls, Printed Circuit Boards, and Modules.
Woodward Governor Company reserves the right to update any portion of this publication at any time. Information
provided by Woodward Governor Company is believed to be correct and reliable. However, no responsibility is assumed
by Woodward Governor Company unless otherwise expressly undertaken.
© Woodward 1982
All Rights Reserved
Manual 03036 UG-5.7, 8, and 10 Lever Governor
Contents
CHAPTER 1. GENERAL INFORMATION ........................................................... 1

Introduction .............................................................................................................1
Description ..............................................................................................................1
References .............................................................................................................1
CHAPTER 2. INSTALLATION.......................................................................... 4
Introduction .............................................................................................................4
Receiving ................................................................................................................4
Storage ...................................................................................................................4
Mounting Requirements .........................................................................................4
Linkage Attachments ..............................................................................................5
Oil Supply ...............................................................................................................6
CHAPTER 3. PRINCIPLES OF OPERATION ................................................... 10
Introduction ...........................................................................................................10
Component Description ........................................................................................10
Operation of UG Lever Governor .........................................................................15
CHAPTER 4. OPERATION AND ADJUSTMENT ............................................... 18
Initial Operation for a New Governor ....................................................................18
Adjustments ..........................................................................................................18
Compensation Adjustments..................................................................................18
Initial Operation for a Repaired or Reassembled Governor .................................20
Test Procedures on the Engine ............................................................................21
Test Completion ...................................................................................................25
CHAPTER 5. TROUBLESHOOTING ............................................................... 26
Introduction ...........................................................................................................26
Troubleshooting ....................................................................................................26
Additional Information for Steam Turbines, Gas and Gasoline Engines ..............28
Governor Field Repairs ........................................................................................31
CHAPTER 6. REPLACEMENT PARTS ........................................................... 34
CHAPTER 7. AUXILIARY EQUIPMENT .......................................................... 43
Introduction ...........................................................................................................43
Shutdown Solenoid...............................................................................................43
Low Lube Oil Pressure Shutdown ........................................................................43
Magnetic Speed Pickup ........................................................................................44
Manifold Pressure Fuel Limiter .............................................................................45
Remote Pneumatic Speed Adjustment ................................................................46
CHAPTER 8. SERVICE OPTIONS ................................................................. 47
Product Service Options .......................................................................................47
Woodward Factory Servicing Options ..................................................................48
Returning Equipment for Repair ...........................................................................49
Replacement Parts ...............................................................................................49
Engineering Services............................................................................................50
How to Contact Woodward ...................................................................................50
Technical Assistance ............................................................................................51
Woodward i
UG-5.7, 8, and 10 Lever Governor Manual 03036
Illustrations and Tables
Figure 1-1. Recommended Output Shaft Travel Adjustment .................................2

Figure 1-2. UG Lever Governor ..............................................................................2
Figure 1-3. Outline Drawing of UG Lever Governor ...............................................3
Figure 1-4. Linkage Arrangement for Non-Linear Fuel Systems............................3
Figure 3-1. Schematic Diagram, UG Lever Governor ..........................................11
Figure 3-2. Speed Droop Assembly .....................................................................14
Figure 3-3. UG Lever Governor with Shutdown Rod............................................15
Figure 4-1. Droop Pre-Setting ..............................................................................24
Figure 5-1. Common Bench Tools........................................................................32
Figure 5-2. Normal Field Repair Tools .................................................................33
Figure 6-1. Illustrated Parts for the UG Lever Governor (sheet 1) .......................35
Figure 7-1. Low Lube Oil Pressure Shutdown......................................................44
Figure 7-2. Magnetic Speed Pickup .....................................................................44
Figure 7-3. UG Lever with Manifold Pressure Fuel Limiter ..................................45
Figure 7-4. UG Lever with Remote Speed Adjustment ........................................46
Table 2-1. Viscosity and Operating Temperature of Oils .......................................8

Table 2-2. Equivalent Viscosities for Lubricating Oils ............................................8
Table 4-1. Test Stand Tools .................................................................................21
Table 4-2. Droop Pre-Setting................................................................................25
Table 5-1. Governor Output Shaft Travel vs. Butterfly Valve Travel ....................28
Table 5-2. Troubleshooting Chart .........................................................................29
Table 5-3. List of Common Bench Tools ..............................................................32
Table 5-4. List of Normal Field Repair Tools ........................................................33
ii Woodward
Chapter 1.
General Information
Introduction
The UG Lever governor is available in three different work outputs, the UG-5.7
(5.2 ft-lb/7.1 J), UG-8 (9.7 ft-lb/13.2 J), and UG-10 (11.7 ft-lb/15.9 J). The UG5.7
and the UG-8 both use 120 psi (827 kPa) oil pressure, and the UG-10 uses 150
psi (1034 kPa).
Basic UG operation, adjustment, troubleshooting, and parts replacement is

similar for the UG-5.7, UG-8, and UG-10.
The word prime mover used in this manual refers to either engines,
turbines, or other types of prime movers.
Description
The UG Lever is a mechanical-hydraulic governor for controlling dual fuel or
diesel engines or steam turbines. The UG Lever is mechanically linked to and
operates the fuel racks or fuel valves, depending on the system.
The maximum travel of the output shaft (terminal shaft) is 42°. Recommended
travel of the output shaft is approximately 2/3 of available travel from no load to
full load, which allows sufficient overtravel at each end so that the governor can
create a shutdown and also give maximum fuel when required (see Figure 1-1).
Normally, the UG Lever operates isochronously (constant speed) regardless of

load on the engine except during transient load conditions. Details of the
operation are described in Chapter 3, Principles of Operation.
Speed droop is also available as a special auxiliary on the UG Lever governor to

divide and balance load between units driving the same shaft.
The UG Lever governor can also be equipped with a shutdown rod which allows
the engine to be shut down from the throttle position.
References
Some of the manuals listed below are briefly covered in Chapter 7, Auxiliary
Equipment.
Manual 03013 Shutdown Solenoid for UG Governors

Manual 03016 Low Lube Oil Pressure Shutdown for UG Governors
Product Spec. 03029 UG Governor
Manual 03045 UG-8 Speed Adjusting Devices
Manual 03504 Special Tools for UG and UG-40 Governors
Manual 03507 Manifold Pressure Fuel Limiter for UG Lever Governors
Manual 25071 Oils for Hydraulic Controls
Manual 25075 Commercial Preservation Packaging for Storage of
Mechanical-Hydraulic Controls
Manual 36052 Magnetic Speed Pickup for PG, UG, and UG-40 Governors
Application Note 50516 Governor Linkage for Butterfly Throttle Valve
Woodward 1
* 5.2 ft-lb (7.1 J) for the UG-5.7

9.7 ft-lb (13.2 J) for the UG-8
11.7 ft-lb (15.9 J) for the UG-10
Figure 1-1. Recommended Output Shaft Travel Adjustment
Figure 1-2. UG Lever Governor
2 Woodward
Figure 1-3. Outline Drawing of UG Lever Governor
Figure 1-4. Linkage Arrangement for Non-Linear Fuel Systems
Woodward 3
Chapter 2.
Installation
Introduction
Use care while handling and installing the UG Lever governor. Be particularly
careful to avoid striking the governor drive shaft, output shafts, and the speed
setting shaft. Abuse can damage seals and internal parts. Do not rest the
governor on its drive shaft
The engine, turbine, or other type of prime mover should be

equipped with an overspeed shutdown device to protect against
runaway or damage to the prime mover with possible personal injury,
loss of life, or property damage.
The overspeed shutdown device must be totally independent of the

prime mover control system. An overtemperature or overpressure
shutdown device may also be needed for safety, as appropriate.
Receiving
When you receive your UG Lever governor, it will be bolted to a wooden platform
in the vertical position. After testing the governor at the factory, it is drained of oil.
This leaves a light film of oil covering the internal parts, preventing rust. No
internal cleaning is required before installation.
Some drive shafts are sprayed with a light film of oil while others (depending on
customer requirements) are covered with soft seal. Before installation, remove
the soft seal with a rag saturated with mineral spirits.
Storage
The UG Lever governor may be stored for short periods of time as received from
our factory. For prolonged storage or storage in a hostile environment, follow
instructions given in Woodward manual 25075 (see Chapter 1, References).
Mounting Requirements
The recommended speed range for the UG Lever governor is 375 to 1500 rpm
and can be driven clockwise or counterclockwise. The recommended maximum
constant speed is 1000 to 1500 rpm, requiring 1/3 hp (249 W) at rated speed and
normal operating temperature. Operating temperature range is –40 to +220 °F
(–40 to +104 °C).
Make sure the governor drive shaft rotates freely before installing the governor.
Mount and fasten the governor squarely on its mounting pad using the correct
length of coupling between the governor and the prime mover drive. Be sure
there is no binding, excessive side loading of the drive shaft, or looseness in the
coupling. There must be no force pushing the drive shaft into the governor.
4 Woodward
Improper alignment or too tight a fit between any of the parts can result in
excessive wear or seizure of parts. It can also cause an undesirable high
frequency vibration or “jiggle” in the governor output shaft. (See Definitions in
Chapter 5 for more information).
The UG Governor is mounted flush with the engine drive pad. If the engine drive
pad is at an angle (from 0 to 45° maximum), the UG Governor must be installed
with the front panel in the upper position. Use a gasket between governor and
engine drive pad to allow for surface imperfections.
Be sure there is adequate space available around the governor to provide easy
access for installing the control linkage, filling the governor with oil, and adjusting
the speed and compensation system. See Outline Drawing, Figure 1-3, for
mounting hole sizes and governor dimensions.
The standard UG Governor serrated drive offers few installation problems.

However, the concentricity of the shaft to the drive coupling must be maintained,
and the coupling should be as long as possible to permit greater flexibility and a
longer life.
A misalignment of the drive shaft can result in a broken drive shaft,

causing an overspeed condition or runaway engine. An
overspeeding or runaway engine can result in extensive damage to
the equipment, personal injury, and/or loss of life.
If an optional keyed drive is used when installing the governor, take care to avoid
the following undesirable conditions:
• Rough gear teeth

Rough gear teeth or shaft out of round, can cause vibrations which can be
transmitted to the governor and cause a jiggle in the governor output shaft. The
jiggle can be transmitted to the fuel control, resulting in an undesirable condition.
Replace gears if necessary.
• Incorrect shimming
Check backlash and re-adjust it necessary to obtain proper mesh without binding
or excessive backlash. Refer to the prime mover manufacturer’s specifications
for the correct amount of backlash.
Linkage Attachments
Terminal Shaft Linkage
Adjustments of fuel linkage must provide for control of fuel from “OFF” to “FULL
FUEL” within the limits of the 42° of governor output shaft travel. It must also
provide for approximately 30° output shaft travel between “NO LOAD” and “FULL
LOAD”.
Be sure to allow sufficient overtravel at each end of the terminal

movement. Failure to provide sufficient overtravel at the maximum
fuel position can prevent the prime mover from getting maximum fuel
when required. Failure to provide sufficient overtravel at the
minimum fuel position can prevent the governor from shutting down
the prime mover and result in possible damage to equipment and
personal injury.
Woodward 5
Attach the fuel rack linkage to the governor output shaft. There must be no lost
motion or binding in this linkage. Adequate locking methods must be employed
on the linkage connections.
A linear linkage arrangement is used in applications where the governor output

shaft positioning is directly proportional to the torque output of the prime mover.
Thus, the governor output shaft travel will be directly proportional to the torque
output of the prime mover.
A linear linkage is a linkage arrangement which provides as much movement of

the governor output shaft per increment of valve movement at light loads as it
does at heavy loads.
In applications where a governor is controlling a butterfly valve, such as on a gas

engine, a linear linkage should not be used. This is due to the inherent design of
the butterfly valve, which requires only a small amount of valve travel (for
example, 10°) to bring an engine from no load to half load. By contrast, this
design requires a much greater movement of valve travel (for example, 30°) to
bring the engine from half load to full load.
In order to improve governing control at light loads, a compensating linkage is

devised (“non-linear” linkage). This linkage provides greater movement of the
governor per increment of valve movement at light loads than it does at heavy
loads (see Figure 1-4).
See also Table 5-1 for a satisfactory relationship between governor output shaft
travel and butterfly valve travel in a non-linear system.
For more Information on non-linear linkage, please refer to Woodward

Application Note 50516, Governor Linkage for Butterfly Throttle Valves.
Speed Setting Shaft Linkage

Attach the speed setting linkage to the governor speed setting shaft.
Approximately 40 to 45° travel (clockwise to increase) is typically used to obtain
the full governor speed range.
The governor is shipped from the factory with minimum and maximum speed
stops adjusted for the full governor speed range. A center punch mark on an
internal stop lever can be viewed through a small panel hole and indicates the
minimum speed position of the speed adjusting shaft. The minimum and
maximum stop positions are adjustable stop screws with jam nuts.
There must be no binding or lost motion in this linkage. Adequate locking

methods must be employed on the linkage connections.
Oil Supply
Use an oil depending on operating temperature for the governor (see Table 2-1).
Primary concern is for the oil properties in the governor.
Fill the governor with approximately 1.5 US qt (1.4 L) of oil to the mark on the oil
sight glass. After the engine is started and the governor is at operating
temperature, add oil if necessary.
6 Woodward
Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a
suitable lubricating/hydraulic oil. Oil grade selection is based on the operating
temperature range of the governor. Also, use this information to aid in
recognizing and correcting common problems associated with oil used in
Woodward products.
For applications where the governor shares the oil supply with the engine, use
the oil recommended by the engine manufacturer.
Governor oil is both a lubricating oil and a hydraulic oil. It must have a viscosity
index that allows it to perform over the operating temperature range, and it must
have the proper blending of additives that cause it to remain stable and
predictable over this range.
Governor oil must be compatible with seal materials (nitrile, polyacrylic, and
fluorocarbon). Many automotive and gas engine oils, industrial lubricating oils,
and other oils of mineral or synthetic origin meet these requirements. Woodward
governors are designed to give stable operation with most oils with the viscosity,
at the operating temperature, between 50 and 3000 SUS (Saybolt Universal
Seconds). At the normal operating temperature, the viscosity should be between
100 to 300 SUS. Poor actuator response or instability may be an indication that
the oil viscosity is outside this range.
Excessive component wear or seizure in a governor indicates the possibility of:
1. Insufficient lubrication caused by:

• An oil that flows slowly when it is cold, especially during start-up
• No oil in the governor
2. Contaminated oil caused by:

• Dirty oil containers
• A governor exposed to heating up and cooling down cycles, which creates
condensation of water in the oil
3. Oil not suitable for the operating conditions caused by:

• Changes in ambient temperature
• An improper oil level which creates foamy, aerated oil
Operating a governor continuously beyond the high-limit temperature of the oil

will result in oil oxidation. This is identified by varnish or sludge deposits on the
governor parts. To reduce oil oxidation, lower the actuator operating temperature
with a heat exchanger or other means, or change to an oil more oxidation-
resistant at the operating temperature.
A loss of stable governor control and possible prime mover

overspeed may result if the viscosity exceeds the 50 to 3000 SUS
range. An overspeeding and/or runaway prime mover can result in
extensive damage to the equipment, personal injury, and/or loss of
life.
Woodward 7
Table 2-1. Viscosity and Operating Temperature of Oils
Table 2-2. Equivalent Viscosities for Lubricating Oils
8 Woodward
Specific oil viscosity recommendations are given in the Oil Chart (Table 2-1).
Select a readily available good brand of oil, either mineral or synthetic, and
continue using that same brand. Do NOT mix the different classes of oils. Oil that
meets the API (American Petroleum Institute) engine service classification in
either the “S” group or the “C” group, starting with “SA” or “CA” through “SF” and
“CD” is suitable for governor service. Oils meeting performance requirements of
the following specifications are also suitable: US MIL-L-2104A, MIL-L-2104B,
MIL-L-2104C, MIL-L-46152, MlL-L-46152A, MIL-L-46152B, MIL-L-45199B.
Replace the governor oil if it is contaminated, also change it if it is suspected of

contributing to governor instability. Drain the oil while it is still hot and agitated,
and flush the governor with a clean solvent having some lubricating quality (such
as fuel oil or kerosene) before refilling with new oil. If drain time is insufficient for
the solvent to completely drain or evaporate, flush the governor with the same oil
it is being refilled with to avoid dilution and possible contamination of the new oil.
To avoid recontamination, the replacement oil should be free of dirt, water, and
other foreign material. Use clean containers to store and transfer oil.
Oil that has been carefully selected to match the operating conditions and is
compatible with governor components should give long service between oil
changes. For governors operating under ideal conditions (minimum exposure to
dust and water and within the temperature limits of the oil), oil changes can be
extended. If available, a regularly scheduled oil analysis is helpful in determining
the frequency of oil changes.
Any persistent or recurring oil problems should be referred to a qualified oil

specialist for solution.
The recommended continuous operating temperature of the oil is 140 to 200 °F

(60 to 93 °C). The ambient temperature limits are –20 to +200 °F (–29 to +93 °C).
Measure the temperature of the governor on the outside lower part of the case.
The actual oil temperature will be slightly warmer, by approximately 10 °F (6 °C).
Follow the manufacturer’s instructions or restrictions regarding the

use of solvents. If no instructions are available, handle with care. Use
the cleaning solvent in a well ventilated area away from fires or
sparks.
Failure to follow the above safety instructions can result in

dangerous fires, extensive damage to equipment, personal injury,
and/or loss of life.
Woodward 9
Chapter 3.
Principles of Operation
Introduction
Basic UG Lever Governor operation is similar for all types. The only difference is
in the method of setting the speed. Auxiliary devices provide different functions
but do not alter the basic operation of the governor. Along with the text, a
schematic diagram, Figure 3-1. is provided for visual means of understanding the
operation of the UG Lever governor.
Component Description
Before getting into the operation of the UG Lever governor, a brief description of
the components will facilitate understanding the operation.
Oil Pump
The purpose of the oil pump (12) is to provide oil pressure for the governor.
The pump gets its oil from the self-contained sump (13). The oil pump is a
positive displacement gear pump with four check valves (11) for either direction
of rotation. One pump gear is part of the rotating bushing (15), and the other is
part of the laminated drive (19). The rotating bushing (15) is driven by the
governor drive shaft (17) which is driven by the prime mover. As the bushing (15)
rotates, it rotates the laminated drive (19). The oil pump gears (12) can be driven
either clockwise or counterclockwise.
Oil flow is directed through the check valve system (11) into the accumulator
system (8).
Accumulator
The purpose of the accumulator (8) Is to store oil under pressure for the
operation of the UG Lever governor.
The accumulator (two cylinders) also acts as a pressure relief valve if oil
pressure is increased above 120 psi/827 kPa (150 psi/1034 kPa for UG-10).
The accumulator (8) consists of two spring-loaded pistons (9). Oil is pumped into
the cylinders and pressure is increased as the accumulator springs (9) are
compressed. When the oil pressure exceeds 120 psi/827 kPa (150 psi/1034 kPa
for UG-10), oil is released back to sump through a relief port (10) in each
cylinder.
Oil flows from the accumulator (8) through passages to the top of the power
piston (7) and to the pilot valve system (14 and 15).
10 Woodward
Figure 3-1. Schematic Diagram, UG Lever Governor
Power Piston
The purpose of the power piston (7) is to rotate the governor output shaft to the
increase or decrease fuel position.
The power piston (servo) is a differential type with oil pressure on both sides of
the piston. The upper end of the piston is connected to the governor output shaft
(6) through a power lever and link assembly.
The bottom of the power piston (7) has a larger area than the top of the piston.
Therefore, less oil pressure is required on the bottom than on the top to maintain
the piston stationary. If the oil pressure is the same on both the top and bottom of
the piston, the piston is moved upward to rotate the terminal shaft in the increase
fuel direction. The piston moves downward only when oil under the piston is
released to sump.
Oil to or from the bottom of the power piston is regulated by the pilot valve
system.
Pilot Valve System

The purpose of the pilot valve system (14 and 15) is to control the flow of oil to or
from the bottom of the power piston (7).
Woodward 11
The bushing (15) is rotated by the drive shaft (17), and through this rotation,
friction between the pilot valve plunger and bushing is reduced. The pilot valve
plunger (14) has a control land that regulates oil flow through ports in the bushing
(15).
When the pvp (14) is lowered, high pressure oil flows under the power piston (7),
raising it. When the pvp is raised, oil is released to sump from under the power
piston, lowering it. The higher pressure on the top of the piston (7) forces the
piston downward. When the pvp (14) is in its centered position, the control land
covers the control port as shown in the schematic (Figure 3-1), and there is no
movement of the power piston. The pvp movement is controlled by the ballhead
system (3) and the small and large compensation pistons (20 and 21).
Ballhead System
The purpose of the ballhead system (3) is to sense speed changes of the prime
mover as compared to the speed setting reference given by the speeder spring
(26) and to position the pilot valve plunger (14).
The ballhead system consists of a ballhead (3), flyweights (2), speeder spring
(26), thrust bearing (25), speeder plug (1), and speeder rod (4). The ballhead (3)
is geared and is driven by the laminated drive (19). The flyweights (2) are
attached to the ballhead (3) with pivot pins. A thrust bearing (25) rides on the
toes of the flyweights (2). The speeder spring (26) is held against the thrust
bearing (25) by the speeder plug (1). As the ballhead (3) rotates, the flyweights
(2) pivot outward due to the centrifugal force. At the same time, the speeder
spring (26) is forcing the thrust bearing (25) downward on the flyweight toes (2).
This downward force opposes the centrifugal force of the flyweights (2).
Increasing the drive speed increases the centrifugal force. Compressing the
speeder spring (26) with the speeder plug (1) increases the downward force and
in turn increases the governor speed setting. The prime mover must run faster to
produce a higher centrifugal force to overcome the speeder spring force and
rebalance the system.
Speeder spring force or speed setting Is controlled manually through the speed
adjusting shaft (1).
Compensation System
The purpose of the compensation system is to give stability to the governor and
to obtain steady state speed control.
Also, when correctly adjusted, the compensation system effectively regulates the
amount of fuel necessary to bring the engine to the required output to adjust to a
decrease or an increase in load.
A large compensation piston (21), small compensation piston (20), a floating

lever (18), a compensation adjusting lever (5) with adjustable fulcrum (24), along
with a compensating needle valve (22) make up the compensation system (see
Figure 3-1).
Compensation is simply another word for temporary speed droop characteristic.

The compensation system introduces a temporary readjustment of speed setting
with output shaft movement to produce a stabilizing speed droop characteristic,
followed by a relatively slow return of speed setting to its original value.
12 Woodward
The large compensation piston (21) is linked to the output shaft (6) by a
compensation adjusting lever (5). A pivotable fulcrum (24) rides on the adjusting
lever. Changing the fulcrum’s position allows the adjusting lever (5) to control the
amount of stroke available for the actuating compensating piston.
The small compensation piston (20) is connected through a floating lever to the
pilot valve plunger and the speeder rod.
Moving the large compensation piston (21) downward forces oil under the small
compensation piston (20). As the small compensation piston (20) is forced
upward, it lifts the pvp to close off the control port which stops the flow of oil to
the bottom of the power piston (7).
The needle valve (22) controls the flow of oil between the oil sump and the large
compensation piston (21) and the small compensation piston (20).
Compensation must be properly adjusted to the particular engine

and load to provide stable operation (see Chapter 4, Compensation
Adjustments).
Speed Droop
The UG Lever governor may be equipped at the factory with a speed droop
assembly.
Speed droop, or simply droop, is one method of creating stability in a governor.
Droop is also used to divide and balance load between two or more prime
movers operating in parallel or connected to a single shaft.
Droop is the decrease in speed taking place when the governor output shaft
moves from the minimum to the maximum fuel position in response to a load
increase, expressed as a percentage of rated speed.
If, instead of a decrease in speed. an increase takes place, the governor is

showing a negative droop. Negative droop will cause instability in a governor.
Not enough droop can cause instability in the form of hunting, surging or difficulty
in response to a load change. Too much droop can result in slow governor
response in picking up or dropping off a load.
Using an example where the governor speed is 1500 rpm at no load and 1450
rpm at full load, droop can be calculated with the formula:
No load speed – Full load speed

% Droop = x 100
Full load speed
1500 rpm – 1450 rpm

% Droop = x 100 = 3.5%
1450 rpm
If the governor output shaft does not use the full 2/3 of available
travel from “NO LOAD” to “FULL LOAD,” droop will also be reduced
proportionately.
If the decrease in speed is greater than 50 rpm, droop greater than 3.5% is
shown by the governor.
Woodward 13
lf the decrease in speed is less than 50 rpm, droop less than 3.5% is shown by
the governor.
As the governor output shaft (5) moves to increase fuel, the speed setting spring
compression is reduced, which reduces the governor speed setting. The unit
starts reducing its speed as load is applied. When the governor output shaft (5)
moves to decrease fuel, the speed setting spring compression is increased,
which increases the governor speed setting. The unit starts increasing its speed
as load is decreased. This change of governor speed setting when load is
increased or decreased helps the governor resist a load change when the unit is
connected mechanically with other units.
The speed droop assembly (Figure 3-2) consists of a speed droop lever
assembly, a speed droop cam, and a speed droop link assembly which, when
set, changes the compression of the speed setting spring as the governor output
shaft rotates. For illustrated parts and part reference numbers of the optional
speed droop assembly, see Figure 6-1.
Figure 3-2. Speed Droop Assembly
If it is desired that the engine be shut down from the throttle position, the UG
Lever governor can be equipped with a shutdown rod (Figure 3-3) operating as
follows:
When the throttle is moved toward the shutdown position, the speeder plug rises,
contacting the nut on the shutdown rod. Further movement lifts the shutdown rod,
lifting speeder rod and inner end of floating lever, thus raising the pilot valve
plunger and uncovering the control port in the pilot valve bushing. This permits oil
under the power piston to flow to sump. Oil pressure on top of the power cylinder
forces the power piston down to the zero fuel position. If the linkage to engine is
correctly adjusted, the engine will shut down.
14 Woodward
Figure 3-3. UG Lever Governor with Shutdown Rod
Operation of UG Lever Governor

Refer to Figure 3-1 with the text to better understand the operation of the UG
Lever governor. This schematic diagram is of a basic design and does not
include any auxiliary equipment.
This description is based on speed changes resulting from load changes.

However, the same sequence of governor movements would occur if the
governor speed setting were changed by repositioning the speed control linkage.
Decrease in Load
Assume the prime mover is running on-speed. The flyweights are in a vertical
position for normal steady-state operation. The control land of the pilot valve
plunger (14) is centered over the control port of the rotating bushing (15). This
stops the flow of pressure oil through the bushing (15) control port. As a result,
there is no movement of the power piston (7) and no movement of the governor
output shaft (6).
Woodward 15
When a decrease in load occurs and the same fuel setting is maintained, a
decrease in load creates an increase in speed. This generates the following
sequence of movements:
1. As speed increases, the centrifugal force of the flyweights (2) increases,

overcoming the opposing speeder spring force.
2. The flyweights (2) tip outward, raising the speeder rod (4) and the right end
of the floating lever (18).
3. This raises the pilot valve plunger (pvp) (14), opening the control port in the
rotating bushing (15). Oil is released from the bottom of the power piston (7)
to sump.
4. The pressure oil acting on the top side of the power piston (7) forces it down
and rotates the output shaft (6) in the decrease fuel direction.
5. Linkage from the output shaft (6) lowers the compensation adjusting lever
(5) which pivots at the fulcrum (24), lifting up the large compensation piston
(21).
6. Suction is thus applied to the chamber of the small compensation piston

(20), lowering the left end of the floating lever (18).
7. The pvp (14) is lowered in turn, closing off the control port (16).
8. As sump oil flows through the needle valve (22) from the sump into the
compensation piston assembly (20 and 21), the small dashpot
compensation piston (21) is returned to its normal centered position by the
compensation spring at the same rate as the speeder rod (4). This keeps
the pilot valve plunger (14) in its centered position.
9. This keeps the control port in the pilot valve bushing (15) covered by the
land on the pvp (14).
10. The output shaft (6) and power piston (7) movement is stopped in the new
decrease fuel position required to run the prime mover at the selected speed
setting with the decrease in load.
Increase in Load
Again, assume the prime mover is running on-speed. The flyweights are in a
vertical position and the pilot valve plunger is centered.
When an increase in load occurs and the same fuel setting is maintained, an
increase in load creates a decrease in speed. This generates the following
sequence of governor movements:
1. As speed decreases, the centrifugal force of the flyweights (2) decreases

and the opposing speeder spring (26) force is now greater than the
centrifugal force of the flyweights (2).
2. The flyweights (2) tip inward, lowering the speeder rod (4) and the right end
of the floating lever (18).
3. This lowers the pilot valve plunger (14) opening the control port in the
rotating bushing (15). Pressure oil is released through the control port to the
bottom side of the power piston (7).
16 Woodward
4. The pressure oil acting on the bottom side of the power piston forces it up
and rotates the output shaft in the increase fuel direction.
5. Linkage from the output shaft (6) raises the compensation adjusting lever (5)
which pivots at the fulcrum (24), lowering the large compensation piston
(21).
6. Pressure oil is applied to the chamber of the small compensation piston

(20), raising the left end of the floating lever (18).
7. The pvp is raised in turn, closing off the control port (18).
8. As sump oil flows through the needle valve (22) from the dashpot
compensation piston assembly (20 and 21), the small compensation piston
(20) is returned to its normal centered position by the compensation spring
at the same rate as the speeder rod (4). This keeps the pilot valve plunger
(14) in its centered position.
9. This keeps the control port in the pilot valve bushing (15) covered by the
land on the pvp (14).
10. The output shaft (6) and power piston (7) movement is stopped in the new
increase fuel position required to run the prime mover at the selected speed
setting with the increase in load.
In either case, a decrease or an increase in load, the compensation system

operates in the same manner: the compensation or amount of movement of the
large compensation piston is controlled by the compensation adjustment (the
fulcrum position).
The rate at which the small compensation piston (20) is returned to normal is
controlled by the needle valve (22) adjustment—the rate of flow of oil through the
needle valve (22).
When correctly adjusted, the compensation system effectively regulates the

amount of fuel necessary to bring the engine to the required output to adjust to a
decrease or an increase in load or to a speed setting change.
Woodward 17
Chapter 4.
Operation and Adjustment
Initial Operation for a New Governor

Before initial operation of the UG Lever governor, check that all previous
installation steps are successfully accomplished and all linkages are secure and
properly arranged and attached (see Chapter 2). Also read all of this chapter.
Fill the governor with oil to the top mark on the oil sight glass. Close the needle
valve carefully (clockwise), then open it 1/2 to 3/4 turn. Loosen the nut holding
the compensation adjusting pointer enough to move the pointer and set the
pointer in the middle of the scale. Tighten the nut.
If replacing a governor, the initial compensation setting can be that of the

governor just removed.
Be prepared to make an emergency shutdown when starting the

engine, turbine, or other type of prime mover, to protect against
runaway or overspeed with possible personal injury, loss of life, or
property damage.
Follow the prime mover manufacturer’s instructions to start the

prime mover.
Adjustments
Normally, the only adjustments for putting a new governor into service are
bleeding trapped air and adjusting compensation to obtain satisfactory stability
and response. All other operating adjustments were made during factory testing
in accordance with the prime mover manufacturer’s specifications and should not
require further adjustment. Speed droop, high and low speed stops, and
shutdown nut(s) adjustments are given in the “Test Procedures on the Engine”
section of this manual.
Do not attempt internal adjustment of the governor unless you are

thoroughly familiar with the proper procedure.
Compensation Adjustments
The needle valve and adjusting pointer are adjustable parts of the compensation
system. Their settings directly affect governor stability.
Compensation must be properly adjusted to the particular engine and load to

provide stable operation.
18 Woodward
When the engine or turbine is started for the first time after the governor has
been filled with oil, the governor may be stable at constant speed, yet the
governor may need adjustment. High overspeeds and underspeeds after load
changes and slow return to normal speed indicate the need for compensation
adjustment.
Maximum compensation settings generally provide stable steady

state operation but result in greater off-speeds on load changes.
After the oil in the governor has reached its normal operating temperature, make
the following compensation adjustments without load on the prime mover to be
certain that the governor gives optimum control. See Figure 1-1 for location of the
adjustment parts.
1. To bleed trapped air from the governor oil passages, first loosen the nut
holding the compensation adjusting pointer enough to set the pointer at its
extreme upward position for maximum compensation.
Next, remove the needle valve access plug and open the needle valve two
turns counterclockwise. Use a Phillips screwdriver to avoid damage to the
threads inside the bore and to the needle valve.
Damage to the threads or to the needle valve will cause the governor to
change fuel rhythmically. This is called governor hunt. See Chapter 5 for
more information on hunting.
There are two screwdriver slots in the needle valve, a shallow slot and a
deep slot, located at right angles to each other. The deeper slot is used to
expand the head of the needle valve and increase friction to prevent
vibrations from changing the needle valve setting.
If a plain screwdriver must be used, be sure to use the shallow slot of

the needle valve.
Allow the prime mover to hunt for approximately 30 seconds to bleed

trapped air from the governor oil passages.
2. Loosen the nut holding the compensation pointer just enough to lower the
pointer as far as it will go for minimum compensation. Tighten the nut again.
The objective of the compensation adjustment procedure is to find

the particular settings for the compensation needle valve and
compensation adjustment pointer at which the engine, turbine, or
other type of prime mover will return quickly to speed (needle valve
adjustment) after a speed disturbance with only a slight over or
undershoot (compensation pointer adjustment).
3. Gradually close the needle valve until hunting just stops. If hunting does not
stop, open the needle valve one turn and move the compensation pointer up
by one mark on the front panel indicator scale. Again gradually close the
needle valve until hunting stops.
If hunting does not stop, set the needle valve 1/4 turn open and repeat
setting the compensation pointer up by one mark. Retest the governor until
hunting stops.
Woodward 19
4. From this setting, open the needle valve one turn and manually disturb
the governor fuel setting. Gradually close the needle valve until the governor
returns to speed with only a small overshoot or undershoot and:
a. The needle valve is between 1/8 to 1/4 turn open on a governor with an
oil sight glass located in the center of the dial panel.
b. The needle valve is between 3/8 to 3/4 turn open on a governor with an
oil sight glass located on the side of the governor.
Compensation adjustment determines off-speed, and needle valve

adjustment determines recovery time.
For most responsive governor control, use as little compensation as

possible. Too much compensation causes excessive speed
overshoots and undershoots on load changes.
Closing the needle valve more than indicated in a. or b. above makes

the governor slow to return to normal speed after a load change.
Opening the needle valve more than indicated above decreases

governor stability and can cause hunting.
Once the needle valve adjustment is correct, it is not necessary to change the
setting except for large, permanent changes in temperature which affect
governor oil viscosity.
When the adjustment is correct, tighten the compensation pointer nut and
reinstall the needle valve access plug with a copper washer. The plug and the
washer will seal oil seepage around the needle valve.
Initial Operation for a Repaired or Reassembled

Governor
After disassembly or repair, it is very important to test the governor on a test
stand. If a test stand is not available, testing of the governor can be done on the
engine.
If testing of the governor is done on the engine, be careful to

manually control the engine speed until your have proven that the
governor will control engine speed.
Attach a serration wrench to the output shaft in addition to the

normal linkage to manually control engine speed with the serration
wrench.
When satisfied that the governing system is fully operative, remove

the serration wrench.
Before operating a repaired governor for the first time, check that all installation
steps have been correctly completed (see Chapter 2). Also read all of this
chapter.
20 Woodward
Attach a serration wrench to the speed setting shaft in addition to the normal
linkage attachment to manually control engine speed with the serration wrench.
Then fill the governor with oil (see Chapter 2, Oil Supply). The oil level must be to
the mark on the oil sight glass. Close the needle valve and reopen it 1/2 to 3/4
turns (see Chapter 4, Compensation Adjustments) and set the compensation
adjusting pointer at mid-point.
If accurate tests and adjustments are to be made, it is best to use a test stand
since it is difficult to make them when the governor is mounted on an engine.
Contact Woodward for a copy of the test specification for each governor
designation.
The tools listed in Table 4-1 are optional and not absolutely necessary unless a
large number of governors is being repaired. The pressure gauge, however, is
always needed to check operating oil pressure.

property damage.
Follow prime mover manufacturer’s instructions to start the prime

mover.
Table 4-1. Test Stand Tools
Tool Description Application

Test stand, Woodward P/N 205975 Drives governor, supplies oil under pressure and
contains gauges for monitoring governor operation.
Electronic Counter & Frequency Pickup To indicate governor drive speed. Must have an
output of at least 60 Hz per revolution on a one-
second time base. Must indicate drive speed to
within ±1 rpm. Readouts of display time must not
exceed 5 seconds.
Pressure Gauge (0 to 200 psi/0 to 1400 kPa) Check governor oil pressure.
Test Procedures on the Engine

These adjustments and test procedures are divided by whether the governor has
droop parts or does not. Follow whichever instructions are applicable.
UG Lever Test without Droop Parts

(Reference Figure 6-1)
1. Remove pipe plug (9) in the base of the governor on the opposite side of the
needle valve plug (146) end attach a 0–200 psi (0–1400 kPa) pressure
gauge.
2. Install the governor on a test stand or on the engine pad. See Chapter 2.
3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be to
the mark on the oil sight glass.
4. Set the compensation adjusting pointer at mid-point on the pointer scale.
Woodward 21
5. If the governor is tested on the engine, start the prime mover according to
the instructions from the manufacturer. Run the governor until it is at
operating temperature.
6. Check that the governor has 110–120 psi/758–827 kPa (135–150 psi/931–
1034 kPa for UG-10) oil pressure at normal operating speed.
7. Close the needle valve (148) and open it just enough to cause a small hunt.
Use a Phillips screwdriver. If a plain screwdriver must be used, make sure to
use only the shallow slot of the needle valve to avoid damage to the threads
inside the bore and to the needle valve.
hunt.
Let the prime mover hunt for approximately 30 seconds to bleed trapped air
from the governor oil passages.
8. Close the needle valve and open it again one-half turn. If the governor
continues to hunt, repeat step 6.
9. Adjust the compensation system. See Compensation Adjustments in this

chapter.
Maximum speed for constant operation for the UG Lever governor is

1500 rpm.
10. Move the speed setting shaft to obtain the specified high speed. The stop
levers have been installed on the shaft at governor assembly. Now slide the
high speed stop on the shaft serration as close to the boss and the left hand
side stop screw (high speed stop screw) as possible.
11. Use the high speed stop screw to make fine adjustments to the high speed
setting (counterclockwise to increase) and lock with nut (23).
12. Move the speed setting shaft to the specified low speed setting. Slide the
low speed stop lever into position as close to the boss of upper stop screw
(low speed stop screw) as possible.
13. Use the low speed stop screw to make fine adjustments to the low speed
setting (counterclockwise to decrease speed) and lock with nut (23).
14. If shutdown is not required, lock shutdown nuts (30) together at the top of
the shutdown rod. If a self-locking nut is used, thread it onto the shutdown
rod until 1/4” (6 mm) of threads is above the nut.
To set the nut(s) for shutdown operation, adjust the low speed stop screw to
allow 10° rotation of the speed adjusting shaft below minimum speed
setting. Thread the nut down on top of the speeder plug to obtain shutdown
at 5° below minimum speed setting. Lock the nut in place.
If the governor was factory set for shutdown, there is a center punch
indentation in the stop lever. Set the low speed and adjust the stop
lever until the indentation is visible through the hole in the front
cover plate. Thread the nuts down onto the speeder plug to obtain
shutdown.
22 Woodward
15. Shut down the engine. Remove the pressure gauge and install a 1/8” socket
pipe plug. Apply a pipe sealer to the threads and torque pipe plug down to
90 lb-in (10 Nxm).
UG Lever Test with Droop Parts

(Reference Figure 6-1)
Adjustment of the speed stop levers and final check of droop lever and cam
adjustment must be made only while the prime mover being controlled is
operating in a single unit configuration. This test requires loading of the prime
mover. Adjust the governor to use as little droop as possible yet obtain
satisfactory control.
On applications such as paralleled generator sets where maximum

loading is difficult, observation of governor behavior may be the best
way of checking droop operation. Presetting of dimension “C” on the
droop lever and cam during assembly gives a reasonably accurate
droop setting for prime mover operation during the observation
period.
If, over an observation period, the unit takes greater load than the
other units, its droop setting is lower than the other units and should
be increased slightly for better load sharing.
1. Remove pipe plug (9) in the base of the governor on the opposite side of the
needle valve plug (146) and attach a 0–200 psi (0–1400 kPa) pressure
gauge.
2. Install the governor on a test stand or on the engine pad. See Chapter 2.
3. Fill the governor with oil. See Chapter 2, Oil Supply. The oil level must be to
the mark on the oil sight glass.
4. Set the compensation adjusting pointer at mid-point on the pointer scale.
5. If the governor is tested on the engine, start the prime mover according to
the instructions from the manufacturer. Run the governor until it is at
operating temperature.
6. Check that the governor has 110–120 psi/758–827 kPa (135–150 psi/931–
1034 kPa for UG-10) oil pressure at normal operating speed.
7. Close the needle valve (148) and open it just enough to cause a small hunt.
Use a Phillips screwdriver. If a plain screwdriver must be used, make sure to
use only the shallow slot of the needle valve to avoid damage to the threads
inside the bore and to the needle valve.
hunt.
Let the prime mover hunt for approximately 30 seconds to bleed trapped air
from the governor oil passages.
8. Close the needle valve and open it again one-half turn. If the governor
continues to hunt, repeat step 7.
Woodward 23
9. Adjust the compensation system. See Compensation Adjustments in this
chapter.
Adjustment of the droop lever and cam (37 and 38) affect the speed
settings. For this reason, droop must be checked and adjusted before the
high and low speed stop settings are made.
Using an example where the speed is 1450 rpm and droop setting is 3%,
move the speed setting shaft to obtain approximately 1450 rpm off minimum
fuel.
Maximum recommended constant operation speed for the UG Lever

governor is 1500 rpm.
10. Increase load to maximum and observe a decrease in speed to 1405 rpm.
which is a 3% decrease.
Figure 4-1. Droop Pre-Setting
If speed decreases below 1405 rpm, droop greater than 3% is indicated.

Dimension “C” of the droop lever and cam assembly should be increased
slightly.
If speed decreases to more than 1405 rpm. droop less than 3% is indicated.
Dimension “C” of the droop lever and cam assembly should be decreased
slightly.
Once the droop adjustment is correct, set the high and low speed stops.
11. Move the speed setting shaft to the maximum specified speed and apply
maximum load. Push the high speed stop lever on the shaft serrations as
close to the boss at the left hand stop screw (high speed stop screw) as
possible.
12. Use the high speed stop screw to make tine adjustments to the high speed
setting (counterclockwise to increase) and lock with nut (23).
13. Move the speed setting shaft to the specified low speed setting with
minimum load. Slide the low speed stop lever into position as close to the
boss of the upper stop screw (low speed stop screw) as possible.
14. Use the low speed stop screw to make fine adjustments to the low speed
setting (counterclockwise to decrease) and lock with nut (23).
24 Woodward
15. Shut down the engine. Remove the pressure gauge and install a 1/8” socket
pipe plug. Apply a pipe sealer to the threads and torque pipe plug down to
90 lb-in (10 Nxm).
Table 4-2. Droop Pre-Setting
Distance “C” Droop %

0.328 inch (8.33 mm) 3
0.266 inch (6.76 mm) 5
0.141 inch (3.58 mm) 10
Test Completion
When adjustments are complete, replace the front panel and governor cover.
Shutdown auxiliary devices require installation, adjusting, and testing described
in the applicable manuals before governor installation is complete.
Woodward 25
Chapter 5.
Troubleshooting
Introduction
It is impossible to anticipate every kind of trouble that Is encountered in the field.
This manual covers the most common troubles experienced. Poor governing may
be due to faulty governor performance, or it may be due to the governor
attempting to correct for faulty operation of the prime mover or the equipment
driven. The effect of any auxiliary equipment on the overall control required of the
governor must also be considered.

property damage.
Troubleshooting
Oil
Keep the governor oil level to the mark on the oil sight glass with the unit
operating. The correct oil level is 0.75 to 1.25 inch (19 to 32 mm) below the top of
the governor case.
Dirty oil causes most of all governor troubles. Use clean new or filtered oil. Oil
containers used must be perfectly clean. Oil contaminated with water breaks
down rapidly, causing foaming and corrodes internal governor parts.
Compensating Adjustment and Needle Valve

The compensating adjustment and needle valve must be correctly adjusted with
the governor controlling the engine or turbine, even though the compensation
may have been previously adjusted at the factory or on governor test equipment.
Although the governor may appear to be operating satisfactorily because the unit
runs at constant speed without load, the governor still may not be correctly
adjusted to the load and to the engine it Is to control.
High overspeeds and low underspeeds, or slow return to speed after a load
change or speed setting change are some of the results of an incorrect setting of
the compensating adjustment and needle valve.
Definitions
Use the troubleshooting chart (Table 5-2) on the following pages to determine the
probable causes of faulty operation and to correct these troubles.
26 Woodward
Terms used in the chart are defined as follows:
Hunt
A rhythmic variation of speed which can originate in the governor or in the prime
mover. (See Table 5-2, Paragraph 1A, for troubleshooting information.) A hunt
usually has a frequency of less than 50 Hz/min.
Surge
A sudden variation of speed occurring at periodic Intervals which can also
originate in the governor or in the prime mover. (See Table 5-2, Paragraph 1A,
for troubleshooting information.)
Jiggle
A high frequency vibration of the governor output shaft and fuel linkage. Do not
confuse this with the normal, controlling action of the governor. A jiggle has a
frequency of more than 50 Hz/min.
Preliminary Inspection
Governor troubles are usually revealed in speed variations of the prime mover,
but it does not necessarily follow that such variations are caused by the
governor. When improper speed variations appear, the following procedure
should be performed:
1. Check the load to be sure the speed changes are not the result of load
changes beyond the capacity of the prime mover.
2. Check engine operation to be sure all cylinders are firing properly and that
the fuel injectors are in good operating condition and properly calibrated.
3. Check the linkage between the governor and fuel racks or valve. There must
be no binding or lost motion.
4. Check the setting of the needle valve and compensation adjustment (see
Chapter 4, Compensation Adjustments).
5. Check that the oil is clean and oil level is correct at operating temperature.
The source of most troubles in any hydraulic governor stems from dirty oil.
Grit and other impurities can be introduced into the governor with the oil, or
form when the oil begins to break down (oxidize) or becomes sludgy.
The internal moving parts are continually lubricated by the oil within the unit.
Valves, pistons, and plungers will stick and even “freeze” in their bores due
to grit and impurities In the oil.
If this is the case, erratic operation and poor response can be corrected (if
wear is not excessive) by flushing the unit with fuel oil or kerosene.
The use of commercial solvents is not recommended as they may damage

seals or gaskets.
Change the oil and flush the governor twice a year if possible.
To change oil, remove the drain plug and drain out the old oil, Flush the
governor by filling it with fuel oil and, with the prime mover running at low
speed, cycle the governor by opening the needle valve two or three turns.
Woodward 27
Let the governor hunt for a minute or two, then stop the engine and drain the
governor. Flush the governor once again. Refill the governor with oil (see
Chapter 2, Oil Supply).
Restart the engine and reset the compensation adjustment and needle
valve.
6. Check that the drive to the governor Is correctly aligned and free of
roughness, side loading, and excessive backlash.

property damage.
Additional Information for Steam Turbines, Gas and

Gasoline Engines
The engine torque versus throttle position for a steam turbine gives a wide
variety of non-linear relations. Each type must be compensated for with the
correct compensating linkage to bring the governor output shaft movement back
Into a near linear relation with the prime mover torque output.
Please refer to the prime mover manufacturer’s handbook for the correct linkage
selection and installation.
The torque vs. throttle position curve for a gas or gasoline engine which is
controlled through a butterfly valve is always very non-linear. When adapting a
governor to this type of engine, If the linkage is made linear, operation at idle and
light loads is never very stable.
The proper procedure for adapting a governor to this engine with the butterfly
valve is to make the linkage so that it requires greater movement of the governor
per increment of butterfly movement at light loads than it does at high loads.
This linkage tends to linearize the relation between engine developed torque and
governor output shaft position (see Figure 1-4).
The chart below shows a satisfactory angular position of the governor output
shaft for different openings of the butterfly valve in order to have a more stable
operation at idle and at light loads.
Table 5-1. Governor Output Shaft Travel vs. Butterfly Valve Travel
Governor Output Butterfly Valve

Shaft Travel Shaft Travel
0° 0°
6° 3°
12° 9°
15° 20°
18° 30°
24° 82°
28 Woodward
Table 5-2. Troubleshooting Chart
Trouble Cause Correction

1. The engine, A. The trouble may be originating in the Block the throttle, fuel racks, or steam valve in the
turbine, or governor or the prime mover. direction of increase fuel. (NEVER block the
other type of governor output shaft in the direction that would
prime mover prevent a complete shutdown.)
hunts or
surges. If hunting and/or surging continues while the
governor output shaft is blocked, the problem is in
the prime mover.
If after removing the block, hunting and/or surging

starts again, the problem can be in the governor
or in the prime mover. Go through the
compensation adjustment procedure for the
governor (see Chapter 4, Compensation
Adjustments). If the problem is still there, replace
the governor with a replacement governor. Go
through the compensation adjustment procedure
for the replacement governor. If the hunting
and/or surging continues, the problem is in the
prime mover.
B. Compensation adjustments Adjust the needle valve and compensation
incorrect. adjusting pointer.
C. Dirty oil in governor—sludge. Drain oil, clean governor, and refill.
D. Low oil level which permits air to Add oil to the correct level on the oil sight glass. If
enter and cause foaming. This is oil level decreases and no external oil leaks can
evident in the governor as spongy be seen on the governor, check the drive shaft for
operation. oil leaks. If foaming continues, drain oil and refill,
using a different type oil.
E. Oil varnish which causes sticking of Repair governor.
parts.
F. Lost motion in engine linkage or fuel Repair linkage or pumps.
pumps.
G. Binding in engine linkage or fuel Repair and realign linkage or pumps.
pumps.
H. Governor output shaft travel too Adjust lever until proper travel is attained.
short to provide full fuel.
I. Spring on yield linkage to fuel racks Install heavier spring.
too weak.
J. Low oil pressure. Normal operating Return governor to factory to replace check
pressure 110 to 120 psi for the UG- valves and/or accumulator springs.
5.7 and UG-8; 135 to 150 psi for the
UG-10. (See Outline Drawing Figure
1-2 for pressure test point location.)
Pump check valves are not seating

or accumulator springs weak.
K. Power piston is sticking. Check for side play or binding of output shaft.
L. Voltage regulator not operating Check voltage regulator. Operate in voltage droop
property. or manual. Don’t disconnect voltage regulator.
Adjust, repair, or replace voltage regulator.
M. Incorrect non-linear relationship Adjust linkage from governor to valve to obtain
between governor travel and linear relationship between governor travel and
horsepower output of the prime engine output. See Figure 1-3. Also see
mover. Engine may hunt with light Application Note 50516.
loads and be stable with heavy
loads.
N. Governor worn. Return governor to factory for repair.
O. Gas or steam pressure too high. Adjust gas or steam pressure.
P. Engine misfiring. (Bad fuel injector, Check pyrometer readings of each cylinder and
low pilot fuel on dual fuel engine.) make necessary repairs or adjustments.
Woodward 29
2. Fuel racks do A. Cranking speed too low. May be necessary to use a booster servomotor.
not open See Booster Servomotor manual 36684.
quickly when B. Booster servomotor (if used) not Check action of automatic air starting valve. See
cranking functioning properly. Booster Servomotor manual 36684.
engine, C. Low oil pressure in governor. Return governor to factory to repair. See item 1J
turbine, or above.
other type of
prime mover.
3. Jiggle at A. Rough engine drive or governor Inspect drive mechanism.
governor drive. a. Check alignment of gears.
output shaft. b. Inspect for rough gear teeth, eccentric gears,
or excessive backlash in gear train.
c. Check gear keys and nuts or set screws
holding drive gears to shafts.
d. Check for bent drive shaft.
e. Check serrated or spline coupling for wear
and alignment.
f. Tighten chain between crankshaft and
camshaft (if used).
g. Check engine vibration damper (if used).
If a keyed drive is used, the backlash must be

checked and the gear shimmed so that there is
no binding and the backlash is not too great. This
should be done each time a new or replacement
governor is installed.
If a serrated drive is used, concentricity of shaft

to pilot valve should be maintained. Coupling
should be as long as possible to permit greater
flexibility.
B. Governor is not aligned properly. Loosen governor mounting screws and move the
governor slightly on its mounting pad to align the
drive shaft with its coupling.
C. Failure of flexible drive in flyweight Return governor to factory to repair.
head.
D. Other possible causes are: Return governor to factory to repair.
• dirty or worn ballhead bearing
• rough or worn gear teeth Replace seal retainer.
• bent speeder spring
• damaged drive shaft seal retainer
E. Air in governor system can cause a Bleed air (see Chapter 4, paragraph 7).
jiggle during start-ups or transients.
4. Load does A. Speed settings of the governor are Adjust speed setting so both prime movers run at
not divide not the same. the same speed.
properly on B. Internal speed droop adjustment Readjust droop lever assembly to divide load
Inter- incorrect. properly.
connected
engines, Increase droop to resist picking up (or dropping
turbines, or off) load.
other type of
prime Reduce droop to Increase picking up (or
movers. dropping off) load.
30 Woodward
5. The engine, A. Needle valve adjustment incorrect. Readjust compensating needle valve. Open
turbine, or further if possible to do so without causing
other type of instability when running without load.
prime mover Compensation pointer may be too far toward
Is slow to maximum.
respond to a B. Governor is not sensitive in Friction or wear on flyweight toes—sludge in
speed change measuring speed change governor. Return governor to factory.
or a load (deadband).
change. C. Low oil pressure in governor. Return governor to factory to inspect pump and
check valves if oil pressure is low.
D. Engine may be overloaded. Reduce load.
E. Restricted fuel supply. Clean fuel supply filters.
6. The engine, A. Fuel racks will not open far enough Adjust engine-to-governor fuel linkage. Adjust fuel
turbine, or for governor at end of its stroke. pump stops.
other type of B. Restricted fuel supply. Clean fuel supply filters. Gas pressure low. Gas
prime mover with different calorific value.
will not pick up C. Engine misfiring. Check pyrometer readings of each cylinder and
rated full load. make necessary repairs or adjustments.
Governor Field Repairs

Replacement of output shaft and drive shaft seals and bearings can be done in
the field.
Refer to Figures 5-1 and 5-2 and to Tables 5-3 and 5-4 for a listing of common
bench tools and normal field repair tools.
These tools are not considered to be essential. They do, however, make
replacement of seals and bearings more convenient.
Tools can be ordered from Woodward. See Chapter 8 for contact information.
Include the following information:
• The tool description.
• The tool number or part number of the tool required.
• The manual number (this is manual 03036).
Removal of Governor from Engine

To replace a governor on the engine, or to replace seals or bearings on the
governor, remove the governor from the engine as follows:
Use care in handling and resting the governor on the work area. Do
not strike or rest the governor on the end of the drive shaft as
damage may result to the drive shaft, oil seal, bearing, or other
internal parts or surfaces. Set the governor on wooden block(s) to
protect the drive shaft when performing any maintenance operation.
1. Drain oil from the governor and install the drain plug again. Some governors
are equipped with a drain cock for draining.
2. Clean exterior surfaces using a cloth moistened with cleaning solvent.
3. Disconnect auxiliary device wiring and pneumatic or hydraulic tubing

connections if applicable.
Woodward 31
4. Before detaching output shaft and speed setting linkages, mark both shaft
and lever so they may be easily reinstalled in their original positions.
5. Remove the four stud nuts holding the governor to the mounting pad and lift
the governor off. Remove the gasket between the governor and governor
mounting pad.
6. Set the governor on wooden blocks to protect the drive shaft. Be very
careful to avoid striking the end of the drive shaft a sharp blow. Damage to
internal parts may result.
Figure 5-1. Common Bench Tools
Table 5-3. List of Common Bench Tools
Ref.
Tool Description No. Tool No. Application
Various bolts on UG Lever
T-Handle Hex Wrench 7/16” 1 189440
Governor
“T” Handle, Allen Wrench 3/16” 2 8995-047 To install 1/8” pipe plugs
For No. 8:32 headless set
Standard Allen Wrench 5/64” 3 8995-048
screws
To press out small bearings
Bench Block 4 011971
and bushings
No. 2 Phillips Head Various screws on UG Lever
5 8995-049
Screwdriver Governor
Removing and installing Cotter
Hooked Scribe (not shown) 189792
pins
32 Woodward
Figure 5-2. Normal Field Repair Tools
Table 5-4. List of Normal Field Repair Tools
Ref.
Tool Description No. Tool No. Application
Replace retaining ring on drive
William Pliers 7 8995-023
shaft
Bearing Seater 8 8995-024 Replace drive shaft bearing
Seal Protector (used with Fit on output shaft to protect
9 030951
030952) seal
Seal Installing Tool (Micarta
10 030952 Install output shaft seals
type)
Bushing Driver 11 8995-028 Adjust output shaft bushings
Turning output shaft or drive
Serration Wrench 12 030943
shaft
Torque Wrench w/ 7/16” Torque drive shaft retainer
13 8995-038
Socket bolts to 25 lb-in
Woodward 33
Chapter 6.
Replacement Parts
When ordering replacement parts, include the following information:

• Governor serial number and part number shown on the nameplate
• Manual number (this is manual 03036)
• Part reference number in parts list and description of part or part name
Do not disassemble or reassemble the governor unless fully familiar

with correct and safe procedures. Injury may result if accumulator
springs are released suddenly. Use an arbor press to release or to
install the compressed accumulator springs.
Parts List for Figure 6-1

Ref. No. Part Name ............................. Quantity Ref. No. Part Name ............................. Quantity
03036-1 Phillips rd. hd. screw, 10-32 x 1/2” ......8 03036-23 Nut 5/16-18 ......................................... 2
03036-2 Lockwasher #10 ..................................8 03036-24 Soc. set screw, 5/16-18 ...................... 2
03036-3 Oil filler cup .........................................1 03036-25 Oilite bushing ...................................... 1
03036-4 Cover ..................................................1 03036-26 UG-8L front panel ............................... 1
03036-5 Cover gasket .......................................1 03036-27 Oilite bushing ...................................... 1
03036-6 Washer, 3/8” OD .................................1 03036-28 Gear .................................................... 1
03036-7 Cotter pin, .030” x 3/8” ........................1 03036-29 Roll pin, 1/8” x 3/4” .............................. 1
03036-8 Case ....................................................1 03036-30 Nut ...................................................... 2
03036-9 Soc. pipe plug, 1/8” .............................8 03036-31 Speeder plug, non-droop .................... 1
03036-10 Front panel gasket ..............................1 03036-32 Elbow, 1/8” .......................................... 1
03036-11 Speeder spring ....................................1 03036-33 Oil sight glass ..................................... 1
03036-12 Shutdown rod ......................................1 03036-34 Shutdown nut ...................................... 1
03036-13 Shutdown strap ...................................1 03036-35 Droop link assembly ........................... 1
03036-14 Pin .......................................................2 03036-36 Cotter pin ............................................ 1
03036-15 Soc. hd. screw, 10-32 .........................8 03036-37 Droop lever assembly ......................... 1
03036-16 Lockwasher, #10 .................................8 03036-36 Droop cam .......................................... 1
03036-17 Oil seal ................................................1 03036-39 Washer, .175” x 3/8” OD ..................... 1
03036-18 High-speed stop lever .........................1 03036-40 Lockwasher #8.................................... 1
03036-19 Low-speed stop lever ..........................1 03036-41 Soc. hd. cap screw, 8-32 .................... 1
03036-20 UG-8L front plate .................................1 03036-42 Speeder plug assy, optional droop ..... 1
03036-21 Phillips rd. hd screw, 8-32 x 3/8” .........6 03036-43 Optional 1-position stop lever ............. 1
03036-22 Speed adjusting shaft ..........................1 03036-44 Soc. hd. cap screw, 10-32 x 0.500 ...... 1
34 Woodward
Figure 6-1. Illustrated Parts for the UG Lever Governor (sheet 1)
Woodward 35

Ref. No. Part Name ............................................ Quantity
Reference numbers 45-54 are not used
03036-55 Oil seal, 1.120” OD ........................................... 2
03036-56 Terminal shaft bushing ..................................... 1
03036-57 Output (terminal) shaft ...................................... 1
03036-58 Soc. set screw, 1/4-28 x 5/16” .......................... 2
03036-58A Compensation adjustment lever pin stop .......... 2
03036-59 Washer, 7/16” x 5/8” x 1/32” thick ..................... 1
03036-60 Compensation adjusting pointer ....................... 1
03036-61 Washer, .328” x 0.562” x 0.064” thick ............... 1
03036-62 Elastic stop nut, 5/16-24 ................................... 1
03036-63 Gasket, case to controlet .................................. 1
03036-64 Preformed packing ring, 0.301” x 10 x 0.070” ... 1
03036-65 Compensation lever adjustment assembly ....... 1
03036-66 Compensation lever adjustment fulcrum ........... 1
03036-67 Compensation adjustment link .......................... 1
03036-68 Straight pin, drilled ............................................ 1
03036-69 Cotter pin .......................................................... 1
03036-71 Power lever ....................................................... 1
03036-72 Taper pin, #3 x 1 1/4” ........................................ 2
03036-73 Droop pin .......................................................... 1
03036-74 Cotter pin, 0.060” x 3/4” .................................... 1
03036-75 Compensating lever .......................................... 1
03036-77 Cotter pin .......................................................... 1
03036-78 Power piston link............................................... 1
03036-79 Not Used
03036-80 Washer, aluminum seal .................................... 9
03036-81 Hex hd. screw, 1/4-28 x 1.00” ........................... 4
36 Woodward
Woodward 37

03036-85 Drive shaft, optional keyed ............................... 1
03036-86 Key, 0.188” x 0.190” x 1.062”............................ 1
03036-87 Spacer .............................................................. 1
03036-88 Castle nut, 5/8-18 ............................................. 1
03036-89 Cotter pin, 1/8” 5 1 1/2” ..................................... 1
03036-90 Pilot valve plunger ............................................ 1
03036-91 Spring seat........................................................ 1
03036-92 Pilot valve spring............................................... 1
03036-93 Drive shaft, standard 5/8-36 serration ............... 1
03036-94 Sealed bearing.................................................. 1
03036-95 Snap ring .......................................................... 1
03036-96 Bearing retainer ................................................ 1
03036-97 Hex hd. screw, 1/4-28 x 5/8” ............................. 3
03036-98 Oil seal, 1.379” OD ........................................... 1
03036-99 Oil seal retainer................................................. 1
03036-100 Seal retainer gasket .......................................... 1
03036-101 Floating lever .................................................... 1
03036-103 Cotter pin, 0.030” x 3/8” .................................... 2
03036-104 Ballhead drive gear ........................................... 1
03036-105 Cotter pin, 0.060” x 1/2” .................................... 1
03036-106 Cotter pin .......................................................... 1
03036-107 Washer ............................................................. 1
03036-108 Speeder rod ...................................................... 1
03036-109 Ballhead assembly............................................ 1
03036-110 Speeder rod spring ........................................... 1
03036-111 Thrust bearing................................................... 1
03036-112 Cotter pin .......................................................... 1
03036-113 Speeder rod nut ................................................ 1
38 Woodward
Woodward 39

03036-120 Retainer ring. 1.283” ......................................... 2
03036-121 Washer, 1.185” OD ........................................... 2
03036-122 Accumulator spring ........................................... 2
03036-122A Accumulator spring (used only on the UG-10) .. 2
03036-123 Accumulator piston ........................................... 2
03036-124 Not Used
03036-125 Not Used
03036-126 Controlet ........................................................... 1
03036-127 Not Used
03036-128 Laminated shaft assembly ................................ 1
03036-129 Retaining sleeve ............................................... 1
03036-130 Roll pin .............................................................. 1
03036-131 Retaining ring, 0.671” ID ................................... 1
03036-132 Washer ............................................................. 1
03036-133 Driver assembly ................................................ 1
03036-134 Spring drive lamination ................................... 12
03036-135 Pump gear assembly ........................................ 1
03036-136 Oilite bushing .................................................... 2
03036-137 Large dashpot link ............................................ 1
03036-138 Large dashpot spring ........................................ 1
03036-139 Large dashpot compensation piston ................. 1
03036-140 Straight pin........................................................ 1
03036-141 UG-8 base ........................................................ 1
03036-142 Not Used
03036-143 Not Used
03036-144 Dowel pin .......................................................... 2
03036-145 Not Used
03036-146 Needle valve plug ............................................. 1
03036-147 Washer ............................................................. 1
03036-148 Compensating needle valve.............................. 1
03036-149 Dowel pin .......................................................... 2
03036-150 Not Used
03036-151 Check valve ...................................................... 4
03036-152 Retaining ring, 1.283” OD ................................. 2
03036-153 Pilot valve bushing ............................................ 1
03036-154 Power piston ..................................................... 1
03036-155 Dashpot piston assembly .................................. 1
03036-156 Rd. hd. screw (must be included if
originally factory equipped) ............................... 2
03036-157 Washer ............................................................. 2
03036-158 Compensating spring ........................................ 2
03036-159 Dashpot spring seat .......................................... 1
03036-160 Not Used
03036-161 Compensating piston guide .............................. 1
03036-162 Hex. nut, 1/4-48 ................................................ 1
03036-163 Dashpot nut ...................................................... 1
03036-164 Headed pin ....................................................... 1
03036-165 Shutdown lever ................................................. 1
03036-166 Spring ............................................................... 1
03036-167 Cotter pin .......................................................... 1
03036-168 Flatwasher ........................................................ 1
03036-169 Dashpot cover................................................... 1
40 Woodward
Woodward 41

03036-200 Ballhead cover .................................................. 1
03036-201 Flyweight .......................................................... 2
03036-202 Needle bearing ................................................. 4
03036-203 Flyweight pin ..................................................... 2
03036-204 Torsion spring ................................................... 1
03036-205 Ball bearing ....................................................... 1
03036-206 Ballhead gear assembly ................................... 1
03036-207 Early torsion spring ........................................... 1
03036-208 Spirol pin ........................................................... 4
03036-209 Spring damped ballhead ................................... 1
42 Woodward
Chapter 7.
Auxiliary Equipment
Introduction
A number of optional auxiliary features and devices are available for use with the
UG Lever governor.
These devices permit the governor to perform other secondary functions such as
fuel limiting, low lube oil pressure shutdown, or effect a shutdown through an
electrical solenoid.
Auxiliary equipment should be supplied as original equipment on the governor. It

is recommended that the customer contact Woodward if field installations are
desired.
The following paragraphs provide a brief description of the auxiliary equipment

available and list the manuals where detailed information may be obtained.
Shutdown Solenoid
Two models of the shutdown solenoid are available. One provides shutdown
when energized, the other when de-energized.
A different front panel containing a shutdown strap is provided on the governor.

The governor also contains a dashpot cover with shutdown lever. See Figure 6-1
for the shutdown strap and 6-4 for the dashpot cover parts.
Latches are also available that require resetting in order to start the engine after
shutdown.
Refer to manual 03013 for set-up procedures and parts breakdown.
To protect against possible personal injury, loss of life, and/or

property damage, do not use the shutdown solenoid for overspeed
protection. Any failure that would cause the governor to be
inoperative would also cause the shutdown solenoid to be
inoperative. Overspeed protection must come from a unit completely
separate from the UG governor.
Low Lube Oil Pressure Shutdown

Figure 7-1 shows a low lube oil pressure shutdown. This device stops the prime
mover when engine oil pressure fails below a safe level. There is no additional
external linkage required. A different front panel, shutdown strap, dashpot lever,
and shutdown lever are required.
Refer to Manual 03016 for operation information and a parts breakdown of the
low lube oil pressure shutdown.
Woodward 43
Figure 7-1. Low Lube Oil Pressure Shutdown
Magnetic Speed Pickup

The magnetic speed pickup monitors governor without speed having to provide
an additional drive pad on the engine. Figure 7-2 shows the assembly on a UG
Lever governor.
Refer to manual 36052 for installation information and a parts breakdown of the
magnetic speed pickup.
To protect against possible personal injury, loss of life, and/or

property damage, do not use the magnetic speed pickup for
overspeed protection. Any failure that would cause the governor to
be inoperative would also cause the magnetic pickup to be
inoperative. Overspeed protection must come from a unit completely
separate from the UG governor.
Figure 7-2. Magnetic Speed Pickup
44 Woodward
Manifold Pressure Fuel Limiter

The manifold pressure fuel limiter, Figure 7-3, is designed for use on governors
used on turbo-supercharged engines.
During acceleration, it restricts the movement of the governors power piston in

the increase fuel direction and limits fuel to the engine as a function of manifold
air pressure.
Figure 7-3. UG Lever with Manifold Pressure Fuel Limiter
Fuel is limited so the amount of air available provides complete combustion

which improves engine acceleration and reduces smoke. A starting fuel limit can
also be Incorporated.
Refer to manual 03507 for operating and adjustment information.
Woodward 45
Remote Pneumatic Speed Adjustment

Remote speed adjustment, Figure 7-4, is possible by using a pneumatic speed
adjustment unit. It is mounted on top of the UG Lever governor in a separate cast
aluminum housing. The unit operates on direct air pressure of 3 to 15 psi (21 to
103 kPa) or 10 to 50 psi (69 to 345 kPa).
The housing can be factory machined to accept any of our standard shutdown
devices, such as solenoid, pneumatic, or low lube oil pressure shutdown devices.
The manual speed adjustment is retained on the UG Lever as an auxiliary.
Refer to manual 03045 for operating and adjustment Information.
Figure 7-4. UG Lever with Remote Speed Adjustment
46 Woodward
Chapter 8.
Service Options
Product Service Options

If you are experiencing problems with the installation, or unsatisfactory
performance of a Woodward product, the following options are available:
• Consult the troubleshooting guide in the manual.
• Contact the manufacturer or packager of your system.
• Contact the Woodward Full Service Distributor serving your area.
• Contact Woodward technical assistance (see “How to Contact Woodward”
later in this chapter) and discuss your problem. In many cases, your problem
can be resolved over the phone. If not, you can select which course of action
to pursue based on the available services listed in this chapter.
OEM and Packager Support: Many Woodward controls and control devices are
installed into the equipment system and programmed by an Original Equipment
Manufacturer (OEM) or Equipment Packager at their factory. In some cases, the
programming is password-protected by the OEM or packager, and they are the best
source for product service and support. Warranty service for Woodward products
shipped with an equipment system should also be handled through the OEM or
Packager. Please review your equipment system documentation for details.
Woodward Business Partner Support: Woodward works with and supports a

global network of independent business partners whose mission is to serve the
users of Woodward controls, as described here:
• A Full Service Distributor has the primary responsibility for sales, service,
system integration solutions, technical desk support, and aftermarket
marketing of standard Woodward products within a specific geographic area
and market segment.
• An Authorized Independent Service Facility (AISF) provides authorized
service that includes repairs, repair parts, and warranty service on Woodward's
behalf. Service (not new unit sales) is an AISF's primary mission.
• A Recognized Engine Retrofitter (RER) is an independent company that
does retrofits and upgrades on reciprocating gas engines and dual-fuel
conversions, and can provide the full line of Woodward systems and
components for the retrofits and overhauls, emission compliance upgrades,
long term service contracts, emergency repairs, etc.
• A Recognized Turbine Retrofitter (RTR) is an independent company that
does both steam and gas turbine control retrofits and upgrades globally, and
can provide the full line of Woodward systems and components for the
retrofits and overhauls, long term service contracts, emergency repairs, etc.
A current list of Woodward Business Partners is available at

www.woodward.com/support.
Woodward 47
Woodward Factory Servicing Options

The following factory options for servicing Woodward products are available
through your local Full-Service Distributor or the OEM or Packager of the
equipment system, based on the standard Woodward Product and Service
Warranty (5-01-1205) that is in effect at the time the product is originally shipped
from Woodward or a service is performed:
• Replacement/Exchange (24-hour service)
• Flat Rate Repair
• Flat Rate Remanufacture
Replacement/Exchange: Replacement/Exchange is a premium program

designed for the user who is in need of immediate service. It allows you to
request and receive a like-new replacement unit in minimum time (usually within
24 hours of the request), providing a suitable unit is available at the time of the
request, thereby minimizing costly downtime. This is a flat-rate program and
includes the full standard Woodward product warranty (Woodward Product and
Service Warranty 5-01-1205).
This option allows you to call your Full-Service Distributor in the event of an
unexpected outage, or in advance of a scheduled outage, to request a
replacement control unit. If the unit is available at the time of the call, it can
usually be shipped out within 24 hours. You replace your field control unit with
the like-new replacement and return the field unit to the Full-Service Distributor.
Charges for the Replacement/Exchange service are based on a flat rate plus
shipping expenses. You are invoiced the flat rate replacement/exchange charge
plus a core charge at the time the replacement unit is shipped. If the core (field
unit) is returned within 60 days, a credit for the core charge will be issued.
Flat Rate Repair: Flat Rate Repair is available for the majority of standard
products in the field. This program offers you repair service for your products with
the advantage of knowing in advance what the cost will be. All repair work carries
the standard Woodward service warranty (Woodward Product and Service
Warranty 5-01-1205) on replaced parts and labor.
Flat Rate Remanufacture: Flat Rate Remanufacture is very similar to the Flat
Rate Repair option with the exception that the unit will be returned to you in “like-
new” condition and carry with it the full standard Woodward product warranty
(Woodward Product and Service Warranty 5-01-1205). This option is applicable
to mechanical products only.
48 Woodward
Returning Equipment for Repair

If a control (or any part of an electronic control) is to be returned for repair,
please contact your Full-Service Distributor in advance to obtain Return
Authorization and shipping instructions.
When shipping the item(s), attach a tag with the following information:
• return number;
• name and location where the control is installed;
• name and phone number of contact person;
• complete Woodward part number(s) and serial number(s);
• description of the problem;
• instructions describing the desired type of repair.
Packing a Control
Use the following materials when returning a complete control:
• protective caps on any connectors;
• antistatic protective bags on all electronic modules;
• packing materials that will not damage the surface of the unit;
• at least 100 mm (4 inches) of tightly packed, industry-approved packing
material;
• a packing carton with double walls;
• a strong tape around the outside of the carton for increased strength.
To prevent damage to electronic components caused by improper

handling, read and observe the precautions in Woodward manual
82715, Guide for Handling and Protection of Electronic Controls,
Printed Circuit Boards, and Modules.
Replacement Parts
When ordering replacement parts for controls, include the following information:
• the part number(s) (XXXX-XXXX) that is on the enclosure nameplate;
• the unit serial number, which is also on the nameplate.
Woodward 49
Engineering Services
Woodward offers various Engineering Services for our products. For these services,
you can contact us by telephone, by email, or through the Woodward website.
• Technical Support
• Product Training
• Field Service
Technical Support is available from your equipment system supplier, your local Full-
Service Distributor, or from many of Woodward’s worldwide locations, depending
upon the product and application. This service can assist you with technical
questions or problem solving during the normal business hours of the Woodward
location you contact. Emergency assistance is also available during non-business
hours by phoning Woodward and stating the urgency of your problem.
Product Training is available as standard classes at many of our worldwide

locations. We also offer customized classes, which can be tailored to your needs
and can be held at one of our locations or at your site. This training, conducted
by experienced personnel, will assure that you will be able to maintain system
reliability and availability.
Field Service engineering on-site support is available, depending on the product

and location, from many of our worldwide locations or from one of our Full-
Service Distributors. The field engineers are experienced both on Woodward
products as well as on much of the non-Woodward equipment with which our
products interface.
For information on these services, please contact us via telephone, email us, or
use our website and reference www.woodward.com/support, and then
Customer Support.
How to Contact Woodward

For assistance, call one of the following Woodward facilities to obtain the address
and phone number of the facility nearest your location where you will be able to
get information and service.
Electrical Power Systems Engine Systems Turbine Systems

Facility --------------- Phone Number Facility --------------- Phone Number Facility --------------- Phone Number
Australia ----------- +61 (2) 9758 2322 Australia ----------- +61 (2) 9758 2322 Australia ----------- +61 (2) 9758 2322
Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800 Brazil ------------- +55 (19) 3708 4800
China ------------+86 (512) 6762 6727 China ------------+86 (512) 6762 6727 China ------------+86 (512) 6762 6727
Germany: Germany:
Kempen --- +49 (0) 21 52 14 51
Stuttgart ----- +49 (711) 78954-0 Stuttgart ----- +49 (711) 78954-0
India --------------- +91 (129) 4097100 India --------------- +91 (129) 4097100 India --------------- +91 (129) 4097100
Japan -------------- +81 (43) 213-2191 Japan -------------- +81 (43) 213-2191 Japan -------------- +81 (43) 213-2191
Korea--------------- +82 (51) 636-7080 Korea--------------- +82 (51) 636-7080 Korea--------------- +82 (51) 636-7080
The Netherlands - +31 (23) 5661111 The Netherlands - +31 (23) 5661111
Poland -------------- +48 12 618 92 00
United States----- +1 (970) 482-5811 United States----- +1 (970) 482-5811 United States----- +1 (970) 482-5811
You can also contact the Woodward Customer Service Department or consult our
worldwide directory on Woodward’s website (www.woodward.com/support)
for the name of your nearest Woodward distributor or service facility.
For the most current product support and contact information, please refer to the
latest version of publication 51337 at www.woodward.com/publications.
50 Woodward
Technical Assistance
If you need to telephone for technical assistance, you will need to provide the following information.
Please write it down here before phoning:
General
Your Name
Site Location
Phone Number
Fax Number
Prime Mover Information

Engine/Turbine Model Number
Manufacturer
Number of Cylinders (if applicable)
Type of Fuel (gas, gaseous, steam, etc)
Rating
Application
Control/Governor Information
Please list all Woodward governors, actuators, and electronic controls in your system:
Woodward Part Number and Revision Letter
Control Description or Governor Type
Serial Number
Serial Number
Serial Number
If you have an electronic or programmable control, please have the adjustment setting positions or
the menu settings written down and with you at the time of the call.
Woodward 51
We appreciate your comments about the content of our publications.
Send comments to: icinfo@woodward.com
Please reference publication 03036J.
PO Box 1519, Fort Collins CO 80522-1519, USA

1000 East Drake Road, Fort Collins CO 80525, USA
Phone +1 (970) 482-5811 • Fax +1 (970) 498-3058
Email and Website—www.woodward.com
Woodward has company-owned plants, subsidiaries, and branches,

as well as authorized distributors and other authorized service and sales facilities throughout the world.
Complete address / phone / fax / email information for all locations is available on our website.
2009/3/Fort Collins

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Installation and Operation Manual

UG-5.7, 8, and 10 Lever Governor

Manual 03036 (Revision J)

To prevent damage to a control system that uses an alternator or battery-charging

To prevent damage to electronic components caused by improper handling, read

CHAPTER 1. GENERAL INFORMATION ........................................................... 1

Illustrations and Tables

Figure 1-1. Recommended Output Shaft Travel Adjustment .................................2

Table 2-1. Viscosity and Operating Temperature of Oils .......................................8

Basic UG operation, adjustment, troubleshooting, and parts replacement is

Normally, the UG Lever operates isochronously (constant speed) regardless of

Speed droop is also available as a special auxiliary on the UG Lever governor to

Manual 03013 Shutdown Solenoid for UG Governors

* 5.2 ft-lb (7.1 J) for the UG-5.7

Figure 1-1. Recommended Output Shaft Travel Adjustment

Figure 1-2. UG Lever Governor

Figure 1-3. Outline Drawing of UG Lever Governor

Figure 1-4. Linkage Arrangement for Non-Linear Fuel Systems

The engine, turbine, or other type of prime mover should be

The overspeed shutdown device must be totally independent of the

The standard UG Governor serrated drive offers few installation problems.

A misalignment of the drive shaft can result in a broken drive shaft,

• Rough gear teeth

Be sure to allow sufficient overtravel at each end of the terminal

A linear linkage arrangement is used in applications where the governor output

A linear linkage is a linkage arrangement which provides as much movement of

In applications where a governor is controlling a butterfly valve, such as on a gas

In order to improve governing control at light loads, a compensating linkage is

For more Information on non-linear linkage, please refer to Woodward

Speed Setting Shaft Linkage

There must be no binding or lost motion in this linkage. Adequate locking

Primary concern is for the oil properties in the governor.

Excessive component wear or seizure in a governor indicates the possibility of:

1. Insufficient lubrication caused by:

2. Contaminated oil caused by:

3. Oil not suitable for the operating conditions caused by:

Operating a governor continuously beyond the high-limit temperature of the oil

A loss of stable governor control and possible prime mover

Table 2-1. Viscosity and Operating Temperature of Oils

Table 2-2. Equivalent Viscosities for Lubricating Oils

Replace the governor oil if it is contaminated, also change it if it is suspected of

Any persistent or recurring oil problems should be referred to a qualified oil

The recommended continuous operating temperature of the oil is 140 to 200 °F

Follow the manufacturer’s instructions or restrictions regarding the

Failure to follow the above safety instructions can result in

Figure 3-1. Schematic Diagram, UG Lever Governor

Pilot Valve System

A large compensation piston (21), small compensation piston (20), a floating

Compensation is simply another word for temporary speed droop characteristic.

Compensation must be properly adjusted to the particular engine

Speed droop, or simply droop, is one method of creating stability in a governor.

If, instead of a decrease in speed. an increase takes place, the governor is

No load speed – Full load speed

1500 rpm – 1450 rpm

Figure 3-2. Speed Droop Assembly

Figure 3-3. UG Lever Governor with Shutdown Rod

Operation of UG Lever Governor

This description is based on speed changes resulting from load changes.

1. As speed increases, the centrifugal force of the flyweights (2) increases,