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Propeller Auxiliary Systems

Propeller Auxiliary Systems

State the configuration and operation of the following typical auxiliary systems:
a. Auto feather
~ Normally only during takeoff, approach, and landing.
~ Used to feather the propeller automatically if power is lost from either engine.
~ The system is switched on for takeoff and, in the event of an engine malfunction, energizes the solenoid
valve to dump propeller servo oil into the reduction gearbox sump.
~ The system uses a solenoid valve to dump oil pressure from the propeller cylinder (this allows the prop to
feather) if two torque switches sense low torque from the engine.
~ The feathering spring and propeller counterweights move the blade quickly to feather.
b. Feather (non auto)
~ Turbo-propeller control assemblies have a feathering system that feather the propeller when the
engine is shut down in flight.
~ Manual push-button or lever on flight deck.
~ The propeller can also be unfeathered during flight, if the engine needs to be started again.
c. Ice protection/elimination
~ Fluid anti-ice (Isopropyl Alcohol/Phosphate compounds) using fluid pump and slinger ring to distribute
anti-ice fluid to blades.
~ Electric de-ice - heating elements using electrical power transferred through hub via brushes and slip
d. Synchronising
~ Synchronization systems provide a means of controlling and synchronizing engine rpm.
~ Synchronization reduces vibration and eliminates the unpleasant beat produced by unsynchronized
propeller operation.
~ Input signals representing propeller rpm are received from a magnetic pickup on each propeller.
~ The prop sync adjusts the RPM of the slave engine to precisely match the r.p.m. of the master
engine, and then maintains that relationship.
e. Synchrophasing
~ The synchrophasing system is designed to maintain a pre-set angular relationship between the designated
master propeller and the slave propellers.
~ Matches the rpm of both engines and establishes a blade phase relationship between the left and right
propellers to reduce cabin noise.
~ Sets the blades of the slave engine/s a number of degrees in rotation behind the position of the master
~ Synchrophase angle can be varied by pilot to adjust for different flight conditions and to achieve minimum
noise levels.

Propeller Auxiliary Systems

f. Unfeathering accumulators
~ Used to move the propeller blade angle from feather to low pitch for engine restarting.
~ The system consists of an oil accumulator connected to the governor through a valve.
~ When required, the air or nitrogen pressure in one side of the accumulator pushes a piston to force oil
from the other side of the accumulator through the governor to the propeller piston to move the
propeller blades from feather to a lower blade angle.
~ The propeller then begins to windmill and permits the engine to start.
g. Reversing systems
~ A reverse-pitch propeller is a controllable propeller in which the blade angles can be changed to a negative
value during operation.
~ Almost all reverse-pitch propellers are of the feathering type.
~ The purpose of the reversible pitch feature is to produce a negative blade angle that produces thrust opposite
the normal forward direction.
~ This aerodynamically brakes the aircraft and reduces ground roll after landing.
~ Reversing the propellers also reduces aircraft speed quickly on the runway just after touchdown and
minimizes aircraft brake wear.
h. Propeller brake systems
~ A propeller brake is often incorporated into the gearbox.
~ The propeller brake is designed to prevent the propeller from wind-milling when it is feathered in flight, and
to decrease the time for the propeller to come to a complete stop after engine shutdown.
~ Allows the turbine to run and provide air and power to the aircraft while on the ground without the
propeller spinning.
i. Spinners
~ The spinner assembly is a cone-shaped configuration that mounts on the propeller and encloses the
dome and barrel to reduce drag.
~ The front and rear spinner assemblies improve the aerodynamic characteristics of the whole propeller
~ Part of the propeller assembly and therefore also must be balanced.
j. Drive shaft safety couplings
~ The safety coupling is an automatic mechanical device that disconnects the power section from the reduction
gear assembly when negative torque exceeds the setting of the safety coupling.
~ The safety coupling can be classified as a backup device for the negative torque system (NTS).
~ Any transfer of torque, positive or negative, between the power section and the reduction gear
assembly transmits through the safety coupling.
~ If the NTS system fails to limit negative torque, the safety coupling protects the engine from extensive
damage by disconnecting.
k. Braking
Braking control systems

l. Starting requirements