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.
50．其它儀表和燈光在適當的時候向駕駛員提出警告，這些警告有關反推力，風扇反推力或加力燃燒室的可調噴口的選擇位置。有些儀表提示駕駛員這些情況：液壓壓力和流量，發電機輸出功率等，這些對于飛機系統的正確工作是極為重要的。
52.可以記錄下選定的一些性能參數供趨勢分析或故障檢測(第24章)。只要有可能，就使用現有儀表，將信號輸入磁帶機。按照飛行記錄的要求可以進一步裝備一些儀表，用于記錄整個發動機各測量點的空氣壓力、滑油污染、油箱存油、滑油回油溫度等。
飛機綜合數據系統（A.I.D.S.）
51．飛機綜合數據系統是“黑盒子”飛機事故數據記錄器的擴充。通過監視和記錄各種發動機參數，不管是手動的或是自動的，就有可能察覺某種早期的故障，從而防止危險情況的發生。
Controls and instrumentation
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
圖12-12 典型的電子指示顯示器
53.在每次飛行之后，磁帶由計算機處理，并對結果作分析。根據任何偏離正常狀態的記錄就能將某種故障識別出來，以便采取補救措施。
電子指示系統
54.電子指示系統將發動機的指示、系統的監視、以及向駕駛員的告警功能組合在儀表板上安裝的一個或幾個陰極射線管(即彩色電視屏幕校注)上。有關的信息以刻度盤形式顯示在視屏上，而數字式讀數、警告、注意事項和建議信息則以文本方式顯示。
Controls and instrumentation
relative position as the corresponding, blade of the propeller on the master engine. This again is auto-matically achieved by very fine trimming of engine speeds resulting from phase signals from the syn-chrophasing generators.
61. On turbo-jet engines, synchronization can be achieved in a similar manner to that used for a turbo-59.在多發動機飛機上，同步系統保證各個螺旋槳轉速都相同。這是通過電系統將發動機上安裝的發電機轉速信號相比較而實現的。用一臺發動機作為一個主信號，通過電路微調其它轉速不同的發動機轉速來自動修正，直至所有信號相等為止。
60．同相系統能保證其它發動機螺旋漿的任一槳葉與主發動機上的相應螺旋槳槳葉處于同樣的相對位置上。這也是通過用同相發電機的相位信號對各發動機的轉速作非常精細的微調而自動實現的。
61．對于渦輪噴氣發動機，可以用與渦輪螺槳發動機所用的類似方式來實現同步。對于多轉子發動機，僅有一個轉子是同步的。利用同步示波器，可以手工微調發動機或軸的轉速。這種目視的指示，在與主發動機比較后，可以知道其它發動機是否精確地在相同轉速下運轉。當然，普通的發動機轉速指示器對用于同步來說，靈敏度是不夠的。
55.只有那些要由駕駛員設置和監視發動機推力所要求的參數才永久性地顯示在顯示屏上。系統自動監視其余參數，只有其中一個或幾個超過了安全的極限值時才將它們顯示出來。但是駕駛員可以超控該系統并可隨時選取所有主要參數以供觀察（圖12-12）。
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