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an extension of the ’black box’ aircraft accident data
recorder. By monitoring and recording various engine
parameters, either manually or automatically, it is
possible to detect an incipient failure and thus
prevent a hazardous situation arising.
52. Selected performance parameters may be
recorded for trend analysis or fault detection (Part
24). Existing instruments are used, wherever
possible, to provide the signals to a magnetic tape.
Further instrumentation, recording air pressure from
points throughout the engine, oil contamination, tank
contents and scavenge oil temperature, may be
provided as required for flight recording,
53. After each flight the magnetic tape is processed
by computer and the results are analyzed. Any
deviation from the normal condition will enable a fault
to be identified and the necessary remedial action to
be taken.
Electronic indicating systems
54. Electronic indicating systems consolidate
engine indications, systems monitoring, and crew
alerting functions onto one or more cathode ray
tubes (C.R.T.’s) mounted in the instrument panel.
The information is displayed on the screen in the
form of dials with digital readout and warnings,
cautions and advisory messages shown as text.
Controls and instrumentation
143
Fig. 12-11 Vibration transmitter and
indicator.
55. Only those parameters required by the crew to
set and monitor engine thrust are permanently
displayed on the screen. The system monitors the
remaining parameters and displays them only if one
or more exceed safe limitations. The pilot can,
however, override the system and elect to have all
main parameters in view at any time (fig. 12-12).
56. Warnings, cautions and advisory messages are
displayed only when necessary and are colour coded
to communicate the urgency of the fault to the flight
crew. Provision is made to record any event or out of
tolerance parameter in a non-volatile memory for
later evaluation by ground maintenance crews.
57. Electronic indicating systems offer improved
flight operations by reducing the pilot workload
through automatic monitoring of engine operation
and a centralized caution and warning system.
Reduced flight deck clutter is another feature as the
multitude of instruments traditionally present are
replaced by the C.R.T.’s.
SYNCHRONIZING AND SYNCHROPHASING
58. Synchronizing and synchrophasing systems are
sometimes used on turbo-propeller engined aircraft
to achieve a reduction of noise during flight.
59. On a multi-engined aircraft, a synchronizing
system ensures the propeller speeds are all the
same. This is achieved by an electrical system that
compares speed signals from engine-mounted
generators. Out-of-balance signals, using one
engine as a master signal, are automatically
corrected by electrically trimming the engine speeds
until all signals are equal.
60. A synchrophasing system ensures that any
given blade of an engine propeller is in the same
Controls and instrumentation
144
Fig. 12-12 Typical electronic indicating display.
relative position as the corresponding, blade of the
propeller on the master engine. This again is automatically
achieved by very fine trimming of engine
speeds resulting from phase signals from the synchrophasing
generators.
61. On turbo-jet engines, synchronization can be
achieved in a similar manner to that used for a turbopropeller
engine. On multi-spool engines, only one
spool is synchronized. Manual trimming of engine or
shaft speed can be done with the assistance of a
synchroscope. This visually indicates, in comparison
with a master engine, if the other engines are running
at exactly the same speed; the normal engine speed
indicator is, of course, not sufficiently sensitive to use
for synchronizing.
Controls and instrumentation
145
Rolls-Royce advanced turbo-propeller
De Havilland H6 Gyron Junior
When a change in government fighter requirements
halted development of the 20,000 lb
thrust H4 Gyron in 1955, de Havilland decided
to build a 0.45 scale version known as the H6
Gyron Junior. First run in August 1955 it was
later used to power the Blackburn Buccaneer
S1 at 7100 lb thrust and the stainless steel
Bristol 188 at 14,000 lb with afterburner.
13: Ice protection
Contents Page
Introduction 147
Hot air system 149
Electrical system 150
INTRODUCTION
1. Icing of the engine and the leading edges of the
intake duct can occur during flight through clouds
containing supercooled water droplets or during
　
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