Beruflich Dokumente
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MODULE 17
PROPELLER SYNCHRONISING
Rev. 00 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Contents Page
Synchronising.......................................................................... 2
Indicator Presentations............................................................ 4
Synchroscope Indicator Interpretation..................................... 6
Automatic Synchronising ......................................................... 6
Synchrophasing..................................................................... 10
Rev. 00 i 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Rev. 00 1 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Rev. 00 2 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Rev. 00 3 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
INDICATOR PRESENTATIONS
Figure 17.85 shows a typical two-engine synchroscope which
includes a single unit with a single central pointer. Dial markings
indicate the direction of pointer rotation which in turn denotes the
increase or decrease in speed of the slave engine in relation to
the master.
A combined RPM gauge / synchroscope indication (Figure
17.86) may also be used on a two- engine installation.
Figure 17.87 shows a typical four engined synchroscope which
includes three units arranged symmetrically about the axis of the
instrument. Dial markings indicate the associated engine
numbers and the directions of pointer rotation which denotes
whether an engine is rotating at a different speed to the master.
The tacho generators that supply the synchroscopes also supply
the engines automatic synchronisation system.
Rev. 00 4 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Rev. 00 5 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
One is to indicate an error i.e. the pointer indicating ‘Slow’ Rotation of the shaft imparts a small linear movement to the
means that engine’s speed is slower than the master. control lever and operates the input rods to the fuel and propeller
control units. The operation of the PCU will, depending on the
The other is as a correction demand indication i.e. the pointer direction of correction, increase or decrease the blade pitch
indicator ‘Slow’ means that the engine’s speed must be reduced which, with the fuel control unit will cause the slave engine’s
to gain synchronisation. RPM to rise or fall until it equals the speed of the master engine.
The same instrument can be wired to be used in either way and The range of the synchronising system is restricted, so that a
this is decided by the phase sequence of the aircraft wiring as in master engine failure, or for that matter an overspeed, only
the wiring diagram manual. affects the slave engine to a limited extent. On the output shaft
When undertaking a functional check, following a unit is a datum cam which causes the corrector motor to return to the
replacement, it is essential to move the throttles and check that mid point of the operating range when the system is switched off.
the sense of indication is correct for the type of aircraft.
Rev. 00 6 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Fig 17.88
Rev. 00 7 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Rev. 00 8 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Fig 17.89
Rev. 00 9 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
SYNCHROPHASING
Although much of the audible beat frequency is eliminated by
synchronising the propellers, the noise and vibration may still be
quite high, the noise produced by the interaction between the air
and the blade tips as the blade tips of adjacent propellers pass
close to each other (Figure 17.90). The position of the propeller
relative to each other, (the phase difference between adjacent
propellers) can be adjusted to an optimum combination which
will reduce the interference to a minimum.
Synchrophasing is performed by each propeller driving a pulse
generator. Each generator produces one pulse per propeller
revolution. Synchrophasing is only available in the flight range.
When in this range a master engine is selected and its signals
are electronically compared with the slave engines signals.
The discrepancy or phase difference between the engines is
analysed, and by adjusting the propeller control units, the speed
and correct phase relationship can be established with the
master engine.
Rev. 00 10 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Fig 17.90
Rev. 00 11 17.4
Oct 2006 For Training Purposes Only
Module 17 – PROPELLER
CATEGORY B1– MECHANICAL Sub Module 17.4 – PROPELLER SYNCHRONISING
Student Notes:
Rev. 00 12 17.4
Oct 2006 For Training Purposes Only