When specifying a propellor match (FPitch) to an engine the aircraft manufacturer is required to demonstrate that the engine cannot be overloaded to the point of detonation over the the whole of the range of engine speed and TAS.
With a variable pitch prop, all bets are off.
The whole concept of a variable pitch prop is to allow the engine to be operated within a much narrower range of propellor/engine load parameters.
This allows the combination to stray into the detonation area if not operated correctly.
The only way to ensure the correct operation is to monitor the MAP vs RPM parameters laid down by the manufacturers and stay within the prescribed limits.
can't see how else that can be achieved without a MAP gauge unless going to automatic controls...
Or get a Diesel
