Automatic Propeller Synchronization

TYPICAL WIRING DIAGRAMS OUTLINE DRAWINGS . • . . . . . . • . 10 12 12 14 15 15 18,19 20 TEST GUIDE ........••.•..•.• FIELD TROUBLESHOOTING WITH MINIMUM EQUIPMENT . 22 22 SYNCHRONIZER TROUBLESHOOTING GUIDE . 26 WARNING I Failure to follow instructions herein can cause personal injury and/or property damage. © Woodward Governor Company, 1971, 1973 ------------------------------------------------------------YVoODwARD WOODWARD ELECTRONIC SYNCRONIZER for SMAll AIRCRAFT PROPELLER GOVERNORS WGP-029 Figure 1. Control Box GENERAL INFORMATION: EQUIPMENT: The Woodward Electronic Synchronizer automatically matches the speeds of the engines on light twin engine aircraft. The speed of the" slave" engine will follow changes in the speed of the "master" engine over a predetermined limited range. The limited range fea- ture prevents the slave engine losing more than a fixed amount of rpm in case the master engine is feathered with the synchronizer on. Normal governor speed setting controls and procedures are unchanged. The synchronizing system consists of a synchronizer control box, a speed setting actuator, a pulley trimmer assembly or adjustable rod end trimmer assembly, a flexible rotary shaft, two synchronizer type Woodward propeller governors, and electrical connectors and cables. The control box (figure 1), which is mounted conveniently in the cabin area, contains all the transistorized circuits, and operates on 28 volt d-c power, drawing less than 1 amp. The box has an "OFF-ON" switch; this is the only control required. 1 VVOODWAR[)------------------------------------------------------------- WGP-185 Figure 2. Actuator The actuator (figure 2) is a step-type motor which operates on command from the control box. It is mounted in the slave engine nacelle. The speed trim- mer assembly mounts on the slave engine governor and is linked to the actuator by a flexible shaft. An older type rod end trimmer assembly is shown in figure 3; a newer type is shown in figure 4. Pulley head governors use a pulley trimmer assembly (figure 5). The actuator trims the slave engine gov- ernor setting through the flexible shaft. Each governor is a standard Woodward propeller governor which has a magnetic speed pickup in- corporated in the body. Refer to the applicable gov- ernor bulletins for parts lists and overhaul details. The total additional weight of the synchronizing sys- tem is approximately 6 pounds. Figure 3. Lever Type Governor with Old Style Trimmer Figure 4. Lever Type Governor with New Style Trimmer 2 -----------------------------------------------------------¥VOODWARD OPERATION: WGP-033 Figure 5. Pulley Trimmer Assembly Alternating current generated by the magnetic pickup in each governor is fed into the control box (figure 6). If any difference in the frequency is detected, a signal is sent from the control box to the actuator, which trims the slave governor speed to match that of the master engine exactly. Normal governor oper- ation is unaffected. The synchronizer will continu- ously monitor the engine speeds and reset the slave engine speed setting as required. Operating range of the actuator is approximately plus or minus 50 rpm. MASTER ENGINE PROPELLER GOVERNOR MAGNETIC PICKUP WGP-012B SLAVE ENGINE PROPELLER GOVERNOR~y--~c:c~ MAGNETIC PICKUP LEADS j TO PROP CONTROL LEVER IN CABIN FLEXIBLE SHAFT \ Figure 6. Schematic Diagram of Synchronizer Operation 3 yYOODWARD----------------------------------------------------------- FLIGHT PROCEDURES: Turn the synchronizer control switch to the "OFF" position during take-off and landing. During take-off the engine rpm is determined by the maximum speed setting of each governor; therefore the synchronizer is not used under this condition. When the switch is turned to the "OFF" position, the actuator runs to the center of its range before stopping. After making the first power reduction after take-off, roughly synchronize the engines manually and turn on the synchronizer. The slave engine speed will be automatically matched to the speed of the master engine. In making subsequent rpm adjustments (as from climb to cruise), adjust the master and slave engines to the desired rpm moving both governor control levers together as usual. This will keep both governor speed settings close enough to remain within the limited adjustment range of the slave engine. If synchronizer is unable to adjust the slave engine rpm to match the master engine, the actuator has reached the end of its travel. Turn the synchronizer switch "OFF" (which will allow the actuator to return to the centered position), synchronize the propellers manually, and turn the synchronizer "ON" again. FUNCTIONAL TEST: To test the operation of the synchronizer in flight, first synchronize propellers manually and turn the DETENT WGP-034 synchronizer switch "ON." Then slowly adjust the master engine propeller governor control lever, in small increments, to increase and decrease rpm. The rprn range over which the slave engine will re- main synchronized with the master engine is the limited range mentioned above. With the synchronizer "ON," move the master engine propeller governor control lever to a point which is close to the end of this limited travel. Turn the synchronizer "OFF." An unsynchronized condition will develop as the actuator moves to its mid-position. When the syn- chronizer is turned "ON" again, synchronization will result. If the units do not become synchronized, the actuator has reached the end of its travel and must be recentered in this manner: 1. Turn the switch "OFF." 2. Synchronize the engines manually. 3. Turn the switch "ON." INSTALLATION: Installation of the control box, actuator, etc. is to be made according to the instructions in the synchronizer installation manual which is available for the par- ticular aircraft model. The control box is designed to operate at cabin temperatures. SWITCH ACTUATING DISC Figure 7. Actuator with Cover Removed (Exposed Detent Type) 4 --------------------------------------·---------------------¥VOODWARD MAINTENANCE GENERAL: When requesting additional information concerning operation and maintenance, or when ordering repair parts, it is essential that the following information be included: 1. Serial numbers and part numbers of the governor, control box, and actuator (shown on nameplates). 2. Bulletin number (this is bulletin 33049). 3. Part reference number and name or description of part. PREVENTATIVE MAINTENANCE: No maintenance is required on the control bOX,actu- ator, flexible shaft, or rod end trimming assembly, apart from visual inspection at the time of regular aircraft inspections. Make sure that the electrical connections, flexible shaft, etc. are securely attached. Every 100 hours inspect the rod end trimmer assem- bly, paying particular attention to the bearing (No. 31, figure 11). REPAIR: Overhaul of the governor should be performed in accordance with the applicable governor bulletin or the governor should be exchanged with the Woodward Governor Company. At the time of governor over- haul, remove the flexible shaft. Clean and lubricate shaft. Also at this time remove the cover from the actuator. Clean internal parts (Micro-switches and electrical connections, etc.), WGP-183 Apply Alpha-Molykote "G" to spiral groove of the switch actuating disc at one end of the actuator (fig- ures 7 and 8). If the actuator has exposed detents at the other end (as indicated in figure 7) lubricate the detents. REPLACING MAGNETIC PICKUP IN GOVERNOR: (FAA APPROVED GOVERNOR OVERHAUL STATION OR WOODWARDGOVERNOR COMPANY ONLY): (Also see applicable governor bulletin and Woodward Propeller Governor Specification Manua.I.) 1. Remove governor from engine and unscrew pickup. 2. With the governor control arm set at maximum rprn, slowly rotate the governor drive shaft. Screw a new pickup in using your fingers (not a wrench or pliers) until it makes contact internally with the rotating flyweight head. A new packing under the locknut is recommended. 3. Turn the pickup counterclockwise 1/8 turn. Lightly tighten the locknut. 4. Connect a 5000 ohm/volt meter across the pickup leads. 5. Drive governor at minimum cruise rpm and adjust pickup output to obtain 1.0 plus or minus 0.2 volt. Screw pickup in to increase voltage, out to de- crease. 6. Tighten the lockwire pickup locknut. CAUTION; Do not exceed 25 lb.-ins. torque. LUBRICATE ------, SWITCH ACTUATING DISC Figure 8. Actuator with Cover Removed (Internal Detent Type) 5 VVooowARD----------------------------------------------------------- HOW TO USE THE ILLUSTRATED PARTS BREAKDOWN GENERAL: Exploded views of the synchronizer assembly (fig- ures 9 and 10) and associated parts lists consist of a breakdown of the complete assembly. FIGURE AND INDEX NUMBER COLUMN: In this column, the digits preceding the hyphen refer to the figure. The digits following the hyphen are the index numbers of the component parts. PART NUMBER COLUMN: In this column are listed the Woodward Governor Company part numbers. Woodward Governor Com- pany part numbers may have six or seven digits. DESCRIPTION COLUMN: In this column are listed each assembly, and com- ponents of the assembly. UNITS PER ASSEMBLY COLUMN: Quantities specified in the UNITS PER ASSEMBLY column are the total number or each part required per assembly or subassembly and are not necessarily the total number used in the complete equipment. USABLE ON CODE COLUMN: Parts variations within the groups of equipment are indicated by a letter symbol immediately following the units per assembly in the "USABLE ON CODE" column. In cases where the "USABLE ON CODE" column has been left blank, parts listed apply to all equipment covered by this book. List of Assemblies and Code Call Out Model Usable No. Description as Code 213555 Synchronizer Assembly A 213188 Synchronizer Assembly B 213390 Synchronizer Assembly C 213411 Synchronizer Assembly D 213421 Synchronizer Assembly E 213465 Synchronizer Assembly F 213468 Synchronizer Assembly G 213485 Synchronizer Assembly H 213495 Synchronizer Assembly I 213501 Synchronizer Assembly J 213510 Synchronizer Assembly K 213518 Synchronizer Assembly L 213527 Synchronizer Assembly M 213528 Synchronizer Assembly N 213529 Synchronizer Assembly 0 213532 Synchronizer Assembly P 213533 Synchronizer Assembly Q 213536 Synchronizer Assembly R 213537 Synchronizer Assembly S 213538 Synchronizer Assembly T 213550 Synchronizer Assembly U 213556 Synchronizer Assembly V 213560 Synchronizer Assembly W 213580 Synchronizer Assembly X 213590 Synchronizer Assembly Y 213610 Synchronizer Assembly Z 213620 Synchronizer Assembly AA 213637 Synchronizer Assembly AB 213656 Synchronizer Assembly AC 213666 Synchronizer Assembly AD 213667 Synchronizer Assembly AE 213690 Synchronizer Assembly AF 213800 Synchronizer Assembly AG 6 --------------------------------------------------------------VVOODWAR[) t"5 Figure 9. Control Box and Accessories Parts List for Control Box and Accessories Figure & Part Usable Index No. Number Description Qty. On Code 9-1 213350 Box Assembly - Control 1 ABCFGHIJLMN OPQUWXY,AC, AF,AG 213433 Box Assembly - Control 1 DEKRSZ,AA, AB,AD,AE 213460 Box Assembly - Control 1 V 213750 Box Assembly - Control 1 T -2 8900-070 Box Assembly - Control 1 ABCFGHIJLMN OPQTUVWXY, AC,AF,AG 8900-082 Box Assembly - Control 1 BEKRSZ,AA, AB,AD,AE -3 5458-007 Plug Assembly 1 -4 233032 Socket Assembly - 8 Pin 1 -5 213144 Cable - 8 Wire Control 1 -6 233159 Switch - Micro 1 ABCFGHIJLMN OPQUWXY,AC, AF,AG 233182 Switch - Control Box 1 DEKRSTZ,AA, AB,AD,AE 1711-518 Switch - 3 P.D.T. Min Toggle 1 V -7 5458-007 Plug Assembly 1 -8 5440-028 Switch Assembly - Synchronizer 1 ABCFGHIJLMN OPQUWXY,AC, I AF,AG 5440-030 Switch Assembly - Synchronizer 1 DEKRSTZ,AA, AB,AD,AE 5440-032 Switch Assembly - Synchronizer 1 V 7 / (B 9 I I \ L, $1 12 d Accessories 10 Actuator an Figure • 8 ------------------------------------------------------VVOODWARQ Parts List for Actuator and Accessories Figure & Part Usable Index No. Number Description Qty. On Code 10-1 213100 Actuator Assembly - Synchronizer. 1 ABCDEFGHIJKLMNORST 5485-016 UVWXZ,AA,AC,AD,AE,AG Actuator Assembly - Synchronizer. 1 PQ 5485-020 Actuator Assembly - Synchronizer. 1 Y,AF 5485-040 Actuator Assembly - Synchronizer. 1 AB -2 213376 Tube Assembly - Flex Shaft Guide 1 A 213281 Tube Assembly - Flex Shaft Guide 1 B 213348 Tube Assembly - Flex Shaft Guide 1 CY 213177 Tube Assembly 1 F 3916-030 Tube - Flex Shaft Guide. 1 H 213394 Tube Assembly 1 I 213064 Tube - Flex Shaft GUide 1 J 213178 Tube - Guide 1 K 213355 Tube Assembly - Flex Shaft 1 RS 213062 Tube Assembly 1 U 4354-050 Tube Assembly - Flex Shaft Guide 1 V,AC 213361 Tube Assembly 1 W 213316 Tube Assembly 1 X 4354-046 Tube Assembly - Flex Shaft Guide 1 AD 4354-054 Tube Assembly - Flex Shaft Guide 1 AE 213299 Tube - Guide 1 G -3 213156 Shaft - Flex 1 AGJ,AG 213158 Shaft - Flex 1 BFKWXZ,AA 213192 Shaft Assembly 1 CP 213460 Shaft - Flex 1 DET 1551-001 Shaft - Gov. to Actuator Flex. 1 H 213359 Shaft - Flex 1 IMNORS 213130 Shaft - Flex 1 L 213031 Shaft - Flex 1 U 1551-005 Shaft - Gov. to Actuator - Flex. 1 QVY,AC,AF 1551-008 Shaft Assembly - Flex 1 AD 1551-006 Shaft Assembly - Flex 1 AB -4 1551-028 Shaft - Flex 1 AGJ,AG 1551-024 Shaft - Flex 1 BFKWXZ,AA 1551-022 Shaft - Flex 1 IMNORS 1551-020 Shaft - Flex 1 H 1551-018 Shaft - Flex 1 QVY,AC,AF 213191 Shaft - Flex 1 CP 1551-030 Shaft - Flex 1 L 1551-026 Shaft - Flex 1 U 1551-016 Shaft - Flex 1 AB -5 1551-050 Nut 1 ABCFGIJKLMNOPQRSUV WXYZ,AA,AB,AC ,AD,AF, AG -6 1355-041 Packing - Preformed 1 ABC FGIJKLMNO PQRSUV WXYZ,AA,AB,AC,AD,AF, AG -7 011661 Ring - Retaining 1 ABCFGIJKLMNOPQRSUV WYZ,AA,AB,AC,AD,AF, AG -8 233062 Socket - Four Pin Electrical 1 ABCDEFGHIJKLMNORSTU VWXYZ,AA,AC,AD,AE,AF, AG -9 203233 Clamp 1 ABCDEFGHIJKLRSUVWXY AC,AD,AE,AG -10 233032 Socket - 8 Contact Jones 1 ABCDEFGHIJKLMNOPRST UVWXYZ,AA,AB,AC,AD, AE,AF,AG -11 213009 Cover - Actuator 1 ABCDEFGHIJKLMNORSTU VWXZ,AA,AB,AC ,AD,AE, AG 4232-050 Cover - Actuator 1 PQ 4232-032 Cover - Actuator 1 Y,AF -12 213298 Motor Base 1 ABCDEFGHIJKLMNORSTU VWXZ ,AA,AB,AC ,AD,AE, AG 4019-008 Motor Base 1 PQ 4019-006 Motor Base 1 Y,AF -13 188736 Screw 1 -14 218345 Washer - #8 Shakeproof 1 -15 1028-872 Screw - 8-32 x .25 Self Tapping 2 ABCDEFGHIJKLMNORSTU VWXZ,AA,AB,AC,AD,AE, AG 1028-872 Screw - 8-32 x .25 Self Tapping 4 PQY,AF -16 057761 Wire - Lock 1 -17 189906 Screw - 8-32 .250 Dr. Fillister 2 ABCDEFGHIJKLMNORSTU VWXZ,AA,AB,AC,AD,AE, AG 9 ADJUSTABLE ROD END AND PULLEY TRIMMER: Two different types of rod end trimming assemblies are in use. Their exploded views are shown in figure 11. The pulley head trimmer shown in figure 12 is overhauled and serviced with governor. At the time of governor overhaul, remove, clean, service and re- install the trimmer as follows: 1. Disconnect the flexible rotary shaft and the gov- ernor push-pull control (or pulley cable) from the adjustable rod end trimmer assembly (or pulley trimmer). 2. Rod end trimmers are either lubricated with Molykote "G" or a baked-on dry lubricant. If lu- bricated with Molykote "G" the rod end trimmer should be exchanged to update the assembly. If the rod end trimmer is lubricated with the baked-on dry lubricant, and is in need of servicing, it should be exchanged. Lubricating this rod end trimmer assembly with liquid lubricant may be harmful when exposed to heat. 3. Refer to Woodward Bulletin 33002 (revision A or later) for details regarding overhaul of pulley head trimmer (figure 12). 4. Rotate the splined shaft in the rod end trimming assembly (or pulley trimmer) by hand and count the total number of turns available (attach the flexible shaft and turn the free end). Return it to the center of its range. NOTE Trimming assemblies are designed to have more travel than the actuator with which they are used. If both the trimmer assembly and the actuator are centered before attaching the flexible shaft, the actuator will provide the stops. (3-1/4 and 5-3/4 turn rod end trimming assemblies may be used with the actuator having 3 turns. 5-3/4 turn rod end trimming assemblies must be used with the 5-1/4 turn actuator. The 5-1/3 turn pulley trimmer is used only with 3 turn actuator.) 5. With the rod end trimming assembly (or pulley trimmer) centered, rig the governor push-pull control (or pulley cable) just as you would with standard rigging. 6. Again manually rotate the trimmer to one end of its travel. Move the cockpit prop control through its entire range and observe the governor speed adjusting lever (or pulley) to be certain it hits both maximum and minimum rpm stops. Manually rotate the trimmer to the opposite end of its travel and again move the cockpit control through its entire range. This assures that the aircraft rigging allows stop to stop travel with any pOSSi- ble trimmer setting. 7. Count the total turns available in the speed setting actuator motor and turn to the center of its range (turn clockwise or counterclockwise by inserting a screwdriver in the actuator drive and turning by hand). Recenter the trimmer and connect the flexible shaft to the actuator and trimmer. 47 ~ @!JW WGP-035 Parts List for Rod End Trimmer Assembly Figure 11. Rod End Trimmer Assembly Figure & Part Usable Index No. Number Description Qty. On Code 11-31 180265 Bearing - Self Aligning . .. 1 ACDEFGHlKL MNOPQRSTUV XYZ,AA,AB, AC,AF,AG 1417-508 Bearing - Self Aligning . 1 AD,AE -47 213446 Rod End Assembly - Speed Trimming 1 CFHQUVXY, AC,AF,AG 213448 Rod End Assembly - Speed Trimming 1 PRS -49 213447 Rod End Assembly - Speed Trimming 1 ADEGIKLNZ, AA 5333-006 Rod End Assembly - Speed Trimming 1 AD,AE 5333-008 Rod End Assembly - Speed Trimming 1 MOT 5333-014 Rod End Assembly - Speed Trimming 1 AB 10 yVOODWARD----------------------------------------------------------- ELECTRICAL TESTING: A functional check of the synchronizer system may be made by using Woodward test instrument WT- 45960 (figure 15), which allows manual pulsing of the actuator to test the synchronizer. (NOTE: Pickup voltage output cannot be read on WT-45960 until the control box is plugged in). Woodward test instrument 213600 (figure 16) checks the main circuitry of the synchronizer control box. This test equipment must be used as outlined in instructions available from the Woodward Governor Company. WT-45960 will not test newer control boxes. See Service Bulletin No. 33547 for applicable engineering change letters. SYNCHRONIZERWIRING TEST: Before starting this test, be sure the control box is unplugged, the master switch is off, and the syn- chronizer circuit breaker is pulled. Then connect the actuator assembly and the magnetic pickups to the cables. Either pickup wire may be connected to pin receptacle No. 8 of the Jones cinch socket. Connect the other wire to pin receptacle No. 6 for slave engine, and No.7 for the master engine. Before tying down pickup wires, complete tests 7 and 8 in the following test chart. DO NOT PLUG IN CONTROL BOX UNTIL THIS TEST HAS BEEN SATISFACTORILY COMPLETED. EVEN WITH SWITCH "OFF" THE BOX COULD BE SERIOUSLYDAMAGED. 1. Make the following tests, using an ohm meter to the pin receptacles in the Jones plug socket. Zero the ohm meter and read on the Xl or X10 scale. Do not use a probe that exceeds .045 in thick- ness. Insert and remove probe carefully. Fail- ure to do so will result in loose pin connec- tions and faulty synchronizer operation. TABLE 1 Step Numbers 1-6 - Test for Defective Actuator Obtain With Actuator Uncentered 1800 Test Between Turn Clockwise Turn Counterclockwise Action Step Receptacle With Actuator (Facing Drive End) (Facing Drive End) No. Numbers Centered To Uncenter To Uncenter (If Out of Limits) ----------.- 1 5 & 1 open circuit 6.5 to 8.5 ohms 6.5 to 8.5 ohms (high resistance) 2 5 & 3 open circuit closed circuit* 13 to 17 ohms** (high resistance) (0 to 1.0 ohms) 3 5 & 4 open circuit ** * Bench Check the (high resrstance) 13 to 17 ohms closed circuit Actuator as shown (0 to 1.0 ohms) I on Page 15. 4 4 & 1 6.5 to 8.5 ohms 6.5 to 8.5 ohms 6.5 to 8.5 ohms 5 4 & 3 13 to 17 ohms 13 to 17 ohms 13 to 17 ohms _~__ J 3 & 1 6.5 to 8.5 ohms 6.5 to 8.5 ohms 6.5 to 8.5 ohms * 13 to 17 ohms on Aero Commander systems. ** 0 to 1.0 ohms on Aero Commander systems. 12 -----------------------------------------------------------¥VOODWARD TABLE 2 Step Numbers 7-9 - Test for Defective Pickup Step Numbers 10-11 - Test Aircraft Wiring (New Type Magnetic Pickup) Step Action No. Test Between Receptacle Numbers Obtain (If Out of Limits) 7 8 & 7 (with 6 disconnected at pickup) 52-68 ohms 8 8 & 6 (with 7 disconnected at pickup) 52-68 ohms Repair wiring if at fault. Replace governor if pickup is at fault; re- 9 8 & aircraft ground open circuit place pickup (Approved Governor (very high resistance) Shop) 10 1 & aircraft ground short circuit zero ohms Trace wiring to determine poor ground. 11 2 & aircraft ground * open circuit Trace wiring to remove fault. (very high resistance) * "2 & aircraft ground" will read some low resistance value if you cannot open the circuit breaker. If the syn- chronizer shares a circuit breaker with another circuit, you may read a resistance value of the other circuit. TABLE 3 Step Numbers 7-9 - Test for Defective Pickup Step Numbers 10-11 - Test Aircraft Wiring (Old Type Magnetic Pickup) Step Action No. Test Between Receptacle Numbers Obtain (If Out of Limits) 7 8 & 7 (with 6 disconnected at pickup) 90-110 ohms Repair wiring if at fault. Replace 8 8 & 6 (with 7 disconnected at pickup) 90-110 ohms governor if pickup is at fault; re- place pickup (Approved Governor 9 8 & aircraft ground open circuit Shop) (very high resistance) 10 1 & aircraft ground short circuit zero ohms Trace wiring to determine poor ground. 11 2 & aircraft ground * open circuit Trace wiring to remove fault. (very high resistance) * "2 & aircraft ground" will read some low resistance value if you cannot open the circuit breaker. If the syn- chronizer shares a circuit breaker with another circuit, you may read a resistance value of the other circuit. 2. When the system meets all of the above test values, turn the master switch on and reset the synchronizer circuit breaker (CONTROL BOX must still be unplugged) and make the following voltage check: TABLE 4 Step Test Between Action No. Receptacle Numbers Meter Reading (If Out of Limits) 12 2 & 1 Same as supply voltage. Polarity of Trace wiring to determine pin No.2 must be positive and pin fault or reversed polarity. No. 1 must be negative. 13 Figure 12. Exploded V·iew of Pulley Head Trim mer Parts List for Pulley Head T . rrmmer Desert t Bush. lp ion Gear l~gp~;f:readed. . . . Elbow P y Adapter Pi . .. G - ulley T'ri inion •.•... ear , . ,mming' . . . . . • • , R· • . . .•• mg - .971 O·ri . . . . .. . . Gear.. .. Retaining •• .. .. •• • •. . BtoCk •.•.•.•..•••.••••••.•••. Pull,y' Co" . .. .. .. .. .. ....Bear i - ontrol ••••••••. • • . • .• • .• mg- Ball •••••• •. •. •. ••. Wash" - . . . . . . . . . . . .... , P' Bearing S ••••• • •••.. m •. pacing" •. •. •• •. Gear A .•.. . • • • .••.. H . ssembly -' R' . • . . . • . . • • • . . • . . • . .• ousmg As educing . . . . . . . W h sembly P • . • • as er _ .500 0 - ulley Tri~' ..... Nut _ Self .. D. .. mer Screw Locking •• •••• ••. - Set . . . . . . . Spacer - T .' . . . . . • . __ .L..- ~r~lm=m~i~ngg- HHlead: : : : : : : :: .. • . . • . • .... 11 WGP-035 Usable On Code yvooowARD----------------------------------------------------------- 3. Check magnetic pickup output with the engines running at any cruise rpm. Check potential between pin receptacles 6 and 8. Also check potential be- tween pin receptacles 7 and 8. Voltage must be a minimum of .85 volt at minimum cruise rpm, and a maximum of 4 volts at maximum cruise rpm. Voltages are RMS voltages as read on a 5000/volt a-c voltmeter. (Woodward Test Instrument WT- 45960 or 213600 may also be used for this test. For procedure, see Test Instrument operating in- structions.) If you do not obtain this voltage, re- place governor or have an approved governor repair shop adjust or replace the pickup. 4. When the system complies with the specifications above, the control box may be connected. 5. If the Synchronizer malfunctions now, the cause of the malfunction can probably be traced to the con- trol box, or the mechanical function of the flexible shaft or governor speed trimmer. Check for ahigh friction level in the trimming mechanism. Be sure to center the actuator and trimming device before mating the flexible shaft. Check rounded edges on the squared end of the flexible shaft. Governors shipped in March 1969 and later are equipped with an improved type of magnetic synchro- nizer pickup assembly as illustrated in figure 13. The new type pickup assembly is readily identifiable from the old type. Note that the new type assembly has a solid steel pickup end while the older type has the ceramic core visible. Also, the new assembly carries the identifying part number "XXXXXXWG 213181" on its outer diameter immediately below the knurled diameter. To aid identification of the new assembly when installed in the governor, the first length of sheathing out from the pickup has been colored white. NOTE To check magnetic pickup resistance at the governor, disconnect both connections and measure resistance with an ohm meter. Use the Xl or X10 scale. Replace pickup if reading is other than 90-110 ohms. Refer to page 5. If new type pickup, replace if reading is other than 52-68 ohms. TROUBLESHOOTING: When troubleshooting the synchronizer system, de- termine which type of pickup is installed. The new pickup assembly has a lower resistance value when measured with an ohm meter. Therefore, when troubleshooting a system equipped with the new type pickup, use Table 2. If it is an old type magnetic pickup use Table 3. NOTE Any combination of magnetic pickups (old and new hi-temp or hi-temp and low-temp) be- tween engines is acceptable. HIS SHEATHING MAY BE WHITE OR BLACK NEW T PE OLD WGP-180 Figure 13. Magnetic Synchronizer Pickup Assemblies 14 -----------------------------------------------------------yVooowARD BENCH TESTING OF THE ACTUATOR: 1. Make the tests in Table 5 using an ohmmeter on the pins of the disconnect. Zero the ohmmeter and read on the Xl scale. 2. Replace the actuator if it does not meet these values. If it does meet these values on the bench check but did not meet values of Page 14, the air- craft wiring must be at fault. Check for continuity of the four actuator leads. See page 19. TABLE 5 Obtain With Actuator Uncentered 1800 Test Between Turn Clockwise Counterclockwise Receptacle With Actuator (Facing Drive End) (Facing Drive End) Numbers Centered To Uncenter To Uncenter D&C open circuit 6.5 to 8.5 ohms 6.5 to 8.5 ohms (high resistance) D&B open circuit closed circuit 13 - 17 ohms (high resistance) (0 ohms) D&A open circuit 13 - 17 ohms closed circuit (high resistance) (0 ohms) A&C 6.5 to 8.5 ohms 6.5 to 8.5 ohms 6.5 to 8.5 ohms A&B 13 - 17 ohms 13 - 17 ohms 13 - 17 ohms B&C 6.5 to 8.5 ohms 6.5 to 8.5 ohms 6.5 to 8.5 ohms TEST EQUIPMENT: by no action, one, or possibly two, pulses in the op- posite direction. The following Woodward test equipment may be used to test the synchronizer system: 1. WT-46192 (figures 14 and 17) is the least elaborate test instrument available. It has pulse indicating lights and jacks for checking voltages and re- sistance values only. (These readings are given on the wiring test above.) It can be built in the field from the diagram and parts list shown in figure 17. 2. WT-45960 (figure 15) has pulse indicating lights, a built-in meter for voltage readings and manual actuator pulsing buttons. 3. 213600 (figure 16) is the most versatile piece of test equipment available. It has pulse indicating lights, jacks for checking voltages and resistance values, and an OSCillator system with which mag- netic pickup output may be simulated. This allows partially checking the control box without running the engines. This unit does not have a built-in voltmeter. 213600 may be purchased from the Woodward Governor Company. If any of the test boxes are plugged into the system during flight (or ground testing), the pulsing and di- rection of pulsing of the actuator will be indicated by the flashing lights of the instrument. Normal syn- chronizing action is such that the lights will flash alternately. A pulse in one direction may be followed Figure 14. Woodward Test Instrument WT-46192 15 -- -------~---- --- VVOOOWAR[)-------------------------------------------------------------- WGP-038 Figure 15. Woodward T'est Instrument WT-45960 Figure 16. Woodward Test Instrument 213600 In most installations, the synchronizer will respond to an angular phase shift of approximately 12° between propellers. For this reason it is seldom inactive for very long periods of time, and then only under ideal flight conditions with basically well governed power plants. See V-42 (page 34) for a description of con- trol box malfunction or system defects that can be detected by observing actuator pulse light activity. By observing actuator pulse light activity On WT- 46192, WT-45960, or 213600 the control box or system defects listed in Table 6 can be detected. TABLE 6 Malfunction Cause Correction 1. Double pulsing (both lights 1. a. Excessive voltage spikes on 1. a. Repair the offending acces- flashing simultaneously). bus caused by generator or sory. other electrical accessory. b. Malfunctioning control box. b. Return to Woodward Governor Company for repair. c. Magnetic pickup voltage in- c. Reset to specified voltage. correct. (See page 5.) 2. Either or both lights on con- 2. Malfunctioning control box, 2. Determine the malfunction tinuously. actuator, or wiring. with wiring check sheet. 3. No pulsing activity. 3. Malfunctioning control box. 3. Determine the malfunction with the wiring check sheet or 213600 test instrument. 4. Excessive pulsmg in one di- 4. Excessive torque required to 4. Check for high friction level rection. trim the governor in one di- or misalignment in the flex rection (this assumes the shaft or trimmer. governor and propeller are equally responsive in each direction. 16 ----------------------yVOOOWAR[) TO CHECK AIRCRAFT WIRING WITH ACTUATOR REMOVED Jones Pin #1 to aircraft ground Jones Pin #3 to aircraft ground Jones Pin #4 to aircraft ground Jones Pin #5 to aircraft ground o Ohms Open Circuit (Very High Resistance) Open Circuit (Very High Resistance) Open Circuit (Very High Resistance) PARTS LIST FOR WT-46192 SYNCHRONIZER TEST INSTRUMENT BOX: (1) Hammertone gray aluminum GROMMET: 3-1/4" x 2-1/8" x 1-5/8" Bud Box Co. PiN CU-2101-A PLUG: BANANAJACK: (8) H.H. Smith Co., type 1509 (black) LAMP: CABLE: (1) 5/8" O.D. x 3/8" I.D. black rubber grommet (1) Cinch Jones 8 connector plug PIN P-308 CCT (2) Dialco midget flange type white lens pilot lamp series no. 177- 8430, type no. 0975-503 or Drake midget flange type white lens pilot lamp no. 5131-038- 303 SOCKET: (1) Cinch Jones 8 connector socket PiN S-308 CCT BULB: (2) Bayonet type bulb Chicago Miniature PIN 327 (6 ft.) Vinyl covered plastic insulated cable, Belden type 8448 (8 #22 stranded wires) WARNING: USE INDIVIDUAL INSULATED (BANANA TYPE) TERMINAL TO AVOID SHORTING. 2-8+ 4- MOTOR DECREASE 6- SLAVE PICKUP 8- (8+ ENERGIZED WHEN SYNCHRONIZER PLUGGED IN) PLUG GROMMET SOCKET BANANA JACK (8) CINCH- JONES INTERIOR CONNECTIONS ~ODD I-B- 3- MOTOR INCREASE 5-CENTERING 7-MASTER 3 5 7 WGP-039 Figure 17. Diagram of Woodward Test Instrument WT-46192 17 VVOODWARO--------------------------------------------------------- CIRCUIT BREAKER MASTER ENGINE PROPELLER GOVERNOR WITH MAGNETIC PICKUP SYNCH. SYNCH. SWITCH ACTUATOR SLAVE ENGINE PROPELLER GOVERNOR WITH MAGNETIC PICKUP CONTROL BOX SLAVE PICK-UP MASTER PICK-UP SYNCHRONIZER SWITCH (SLAVE PICKUP) I PIN NO. PIN NO.4 (MOTOR) PIN NO. PIN NO 2(+) PIN NO.7 PIN NO. 11-) (MASTER PICKUP) 3 (MOTOR) PIN NO.5 (CENTERING) PIN NO. VIEW A-A JONES PLUG WGP-040 TO INDICATING LIGHT 28 VOL T D.C. Figure 18. Typical Wiring Diagram of All Synchronizer Installations (Except Aero Commander) 18 ---------------------------------------------------------yVOOOWARD CIRCUIT BREAKER SYNCH CONTROL SYNCH. SWITCH --_ ..••.. MASTER ENGINE PROPELLER GOVERNOR WITH MAGNETIC PICKUP ACTUATOR SLAVE ENGINE PROPELLER GOVERNOR WITH MAGNETIC PICKUP I~ I I I :~::: I :" 6 I I CONTROL IIOX ••.•• STEI! PICK.UP' (SLAVE PICKUP) I'----- PIN NO. .----- PIN NO.7 ----- ... A-A PIN NO 4 !MOTOR) PIN NO 21+\ PIN NO. 1(-) PIN NO 3 (MOTOR) JONES PLUG WGP-041 \------ PIN NO. TO INDIC .••TING LIGHT :II VOL T D.C. PICKUP) PIN NO 5 ICENTERING) VIEW Figure 19. Typical Wiring Diagram of Synchronizer Installation (Aero Commander Only) 19 VVOODWAR[)------------------------------------------------------------- 3. 5.125 .: "\ 0 0 I @ @ ( ~ I PROPELLER SYNCHRONIZER TYPEI I 125 NUMBERI I I FAA-PMA SWITCH MUST BE OFF FOR TAKEOFF AND LANDING. 5.6 WOODWARD GOVERNOR COMPANY ROCKFORD, ILL FT. COLliNS, COLO. -Gl o -, C ~ '-- CONTROL BOX N0.1 I "- SERIAL NO.L J UJ I 4.687 Figure 20. Outline Drawing of Control Box 5.80 4. 00 DO NOT USE FOR CONSTRUCTION Figure 21. Outline Drawing of Actuator 20 DO NOT USE FOR CONSTRUCTION 41 ( '--1.14-- u 5.680 ------ 2.750 ----- WGP-194 WGP-114 --------------------------------------------------------------yvOODWAR[) Page TEST GUIDE FIELD TROUBLESHOOTING WITH MINIMUM EQUIPMENT GROUND CHECKS ................•. HINTS FOR SYNCHRONIZER TROUBLESHOOTING . 22 22 23 TROUBLESHOOTING "AIRWAYS" CHART ..... 24 SYNCHRONIZER TROUBLESHOOTING GUIDE . . . SYNCHRONIZER COMPLAINT (PILOT REPORT) . . . . . . . V-I (SYNCHRONIZER OPERATING BUT MALFUNCTIONING) . V-2 (SYNCHRONIZER INOPERATIVE) . V -3 (TEST CONTROL BOX) . V-ll (SYNCHRONIZER HUNTING) . V-12 (SYNCHRONIZER RUNS OUT OF SYNCHRONIZATION WHEN TURNED ON) . V -13 (SYNCHRONIZER WILL NOT CENTER) . . . . . . . . . . .. V -14 (LACK OF RANGE) .. V-15 (SYNCHRONIZER CORRECTS IN ONLY ONE DIRECTION - INCREASE OR DECREASE RPM) . . . . . . . . . . . . . .. V-16 (SLOW TO SYNCHRONIZE; WON'T HOLD SYNCHRONIZATION) . V -17 (SYNCHRONIZER OPERATES INTERMITTENTLY) V-20 (ELECTRICAL MALFUNCTION) .......•..... V-2I (GOVERNOR PICKUP-OR PICKUPS-MALFUNCTIONING) V-22 (AIRCRAFT WIRING DEFECTIVE) . V-23 (ACTUATOR ELECTRICAL MALFUNCTION) . V -30 (MECHANICAL MALFUNCTION) .... ... V-3I (ACTUATOR MECHANICAL MALFUNCTION) . V -32 (TRIMMER MALFUNCTION) . . . . •••.. V -33 (FLEXIBLE SHAFT MALFUNCTION) .... V -34 (GOVERNOR COMPONENT MALFUNCTION) V-42 (CONTROL BOX INOPERATIVE) •..... 26 26 26 26 26 27 27 27 28 28 29 30 30 30 31 32 32 33 33 33 34 34 21 ¥VoODwARD------------------------------------------------------------- TEST GUIDE FIELD TROUBLESHOOTINGWITH MINIMUMEQUIP- MENT: In the event of a synchronizer malfunction the following guides will help locate the trouble. We are assuming that only the usual mechanics' tools and an ohm meter and volt meter are available. Because of the diffi- culty in trouble shooting the transistorized control box in the field, it is easier to determine if the other units are satisfactory and determine that the box is at fault by elimination. GROUNDCHECKS: 1. Check to see that the master switch is on, the cir- cuit breaker is not tripped or the fuse is not blown. Also make sure that the Jones plug receptacle is properly mated with the Jones plug in the aircraft wiring system. The two halves of the Jones plug should be safety wired or locked together. This eliminates the more obvious causes of malfunction. 2. Separate the Jones plug (3, figure 9 and 10, figure 10) and complete the tests listed on the synchro- nizer wiring test (page 12). Complete each step regardless of how recently the installation was made. Pin numbers are detailed on the installation drawing. (Note: the drawing shows the female re- ceptacle .) Do not probe Jones plugs with anything thicker than .045" diameter. Larger probes will dam- age the receptacle and cause intermittent operation. 3. Visually observe the governor-mounted speed pick- ups for oil leaks or evidence of loosening. This could indicate a change in pickup clearance. 4. Remove the flexible rotary shaft at the actuator. Insert a screwdriver in the actuator and rotate it through its range. It should rotate freely except for the ratcheting effect of the detent wheel. Nor- mal output torque is 1.5 lb.-ins. The actuator should have a range of 52-54 pulses (3.0 turns), and stop positively at each end. The 5-1/4 turn ---------- actuator should have a range of 93-94 pulses. Leave the actuator in the center of its range. 5. Adjust the trimmer by rotating the flexible shaft to check the amount of torque required. An ex- cellent torque level is one that allows you to adjust the trimmer by turning the squared end of the flexible cable with your fingers. It is more diffi- cult to turn the shaft in the decrease rpm direction. But in no case should you need a turning fixture of over 1/4" diameter on the end of the cable to ro- tate the trimmer freely throughout its full range. Check for rounded edges on the squared end of the flexible shaft, Recenter the trimmer and attach it to the actuator. This has verified an acceptable friction level of the rotating parts. 6. With the Jones plug separated and the engines running, voltage must be a minimum of .85 volt at minimum cruise rpm, and a maximum of 4 volts at maximum cruise rpm. Probe pins 6 and 8 for the slave engine pickup voltage. Probe pins 7 and 8 for the master engine pickup voltage. These are RMS voltages as read on a 5000 Ohm/volt a-c volt- meter. If all of the above tests are O.K., the aircraft can be flown. In flight turn the synchronizer "on" and com- plete the functional test (see page 4). If it will not pass this test, try the following: 1. With the synchronizer on, see if the synchronizer action is affected by rpm and/or power setting, particularly at lower cruise rpm and power settings. This will indicate a possibly unacceptably rough governor drive. If operation at lower rprn results in improved synchronization, the drives to the gov- ernors should be investigated. 2. Reduce the electrical load. Turn off all electrical units including the generators. Leave only the master switch, magnetos, and synchronizer on. If synchronizing is improved, there is a possibility that abnormal voltage spikes on the bus from some other electrical accessory have been upsetting the synchronizer. Isolate the offending electrical ac- cessory and repair it. If the trouble has been traced to the control box, exchange it for another unit. 22 ------------'----------------------------- WOODWARD NOTES: 1. A steady voltage applied to the actuator will cause it to fail, usually through shorted wiring. 2. Be thorough. Complete each test as listed. 3. Most wiring problems have involved the small wires leading to the governor pickups. 4. Wiring technique should be of the highest calibre to eliminate any intermittent conditions that are time consuming to trouble shoot and which can damage the electrical units despite circuit breaker protection. 5. If an actuator is replaced because of shorted or open windings, the control box must also be re- placed, unless you determine that the control box has not failed in a turned-on condition (see "V42"). If it has failed in a turned-on condition, the new actuator will be damaged. 6. If a Jones plug will not hold a .045" feeler in each pin receptacle, it should be replaced. HINTS FOR SYNCHRONIZER TROUBLESHOOTING: Think of the synchronizer as an electronic speed trimmer able to recognize and correct speed errors before they produce an audible beat. 1. Think of the governor speed pickup as a small a-c alternator that is sending an alternating current to the control box in the cabin. The control box is going to compare the frequency of the a-c gen- erated by each side. The voltage peaks must be within certain values to be "seen" by the control box. 2. Think of the control box as an electronic device that will accomplish two functions. First, it will "see" and "compare" the phase of the a-c being generated by each governor mounted speed pickup. If the phase (because of the frequency) does not change identically a speed error is indicated. Second, it will generate a 24 volt d-e pulse to step the actuator in such a direction as to reduce the speed error. 3. Think of the actuator as two back to back solenoids with a means of changing their pulsing motion to a rotary motion in small steps. It will receive its direction of rotation depending on which side of the control box generates the direct current pulse. 4. Think of the trimmer as a vernier device to lengthen or shorten the governor control linkage without your moving the governor control. It will complete the "knuckle rolling" function of syn- chronization for you. It will lengthen or shorten depending on the rotation of the actuator and flex shaft. 23 V¥oODwARD-------------------------------------------------------- *= DESTINATION REACHED- TROUBLE CORRECTED V-10 AURAL & VISUAL OBSERVATIONS DURING FUNCTIONAL TEST SYNCHRONIZER COMPLAINT (PILOT REPORT) COMPLETE FUNCTIONAL TEST PAGE 4 COMPLETE ELECTRICAL TEST SECTION - PAGE 12 SPECIAL CONTROL BOX TEST EQUIPMENT Figure 22. Troubleshooting "Airways" Chart 24 REMOVE FLEX SHAFT ATOR T URN A CTUATOI OVER 1.2 LB:-INS. (SE TURN TRIMMER WITH SHAFT IF TORQUE IS ( IN. REMOVE FLEX SHA MER TORQUE EXCEEDS IF FLEX SHAFT TURN IFALL THE ABOVE A FACTORY. REMOVE T' FROM GOVERNOR LE PULLEY TRIMMER FR SHAFT . VVOOOWARD------------------------------------------------------------ REPAIR PER V-17 SYNCHRONIZER HUNTING REPAIR PER V-II FUNCTIONAL~----------------------~ CHECK OK * REPAIR PER V-13 * * ~", ~_\"- SYNCHRONIZER ~:=:=;=:=~=:=:=T=R=:=:=:=:=ER=~ V-IS RUNS OUT OF SYNCH. WHEN TURNED ON REPAIR PER V-12 REPAIR PER V-t4 *SYNCH. CORRECTS -------1 IN ONLY ONE WAY REPAIR PER V-15 FUNCTIONAL CHECK O.K. * ___ V-16 ____ SLOW TO SYNCH. --.... WOWT HOLD SYNCH. ~-'7~==========!~ SYNCH. OPERATING INTERMITTENTL Y REPAIR PER V-16 FUNCTIONAL CHECK O.K FUNCTIONAL CHECK O.K. V-21 GOVERNOR PICKUP FUNCTIONAL DEFECTIVE REPAIR PER V-2t CHECK O.K. *V-22 AIRCRAFT WIRING TROUBLE REPLACE * DEFECTIVE REPAIR PER V-22 STILL EXISTS CONTROL BOX ACTUATOR FUNCTIONAL *V-23 ELECTRICAL CHECK O.K. REPLACE PER V-23 MALFUNCTION V-3t ACTUATOR AT ACTU- MECHANICAL REPAIR PER V-31 FUNCTIONAL ~.IF REQ. *MALFUNCTION CHECK O.K. E V-30) FLEX )VER I LB. TRIMMER TROUBLE REPLACE *,FT IF TRIM- MALFUNCTION REPAIR PER V-32 STILL EXISTS CONTROL BOX ILB.-IN. IS HARD .... FLEX SHAFT FUNCTIONAL *DEFECTIVE REPAIR PER V-33 CHECK O. K. RE SATIS- RIMMER VER OR V-34 GOVERNOR TROUBLE REPLACE *OM COMPONENT REPAIR PER V-34 STILL EXISTS CONTROL BOX ................... DEFECTIVE FUNCTIONAL *CHECK O.K. REPLACE PER V-42 FUNCTIONAL I- ~ CHECK O.K. * WGP-013C 25 VVOOOWAR[)-------------------------------------------------------------- SYNCHRONIZER TROUBLESHOOTING GUIDE SYNCHRONIZER COMPLAINT (Pilot Report): Determine all you can from the pilot's report or from your own observation by means of the functional check. Does a report of "inoperative" mean that the system is completely non-responsive to a speed error or is it working but not synchronizing properly? Re- fer to figure 22: Troubleshooting "Airways" Chart. A thorough discussion may lend clues to start you off on the right airway. If possible, operate the sys- tem yourself to determine the characteristics of the malfunction. The engines must be under governor control for the synchronizer to act as a synchronizer. This often means rather high power settings for ground operation on reciprocating engines; however, it can be accom- plished by placing the governor controls just above the feather setting with enough power to bring r.p.m. under governor control. When you increase power without increasing r.p.m. you are under governor control. An in-flight check is best. On the ground, actual synchronization may not be too good because of power variations, gust effect, etc. For a functional check manually synchronize within a few r.p.m. and allow the synchronizer to trim the rest. A functional check of the total range available is called for later. Check the system circuit breaker and see that it is not tripped. In some cases it has been combined with another system. The synchronizer control box is "on the line" anytime the master switch is "on"--only its output is off if the synchronizer switch is "oH"-- therefore, if there is any malfunction involved, the control box should be unplugged. For best actuator protection the system circuit breaker should have a 2 ampere rating. If your system has one in excess of that it would be well to reduce it to 2 amp. A discus- sion of the reason why appears under "Actuator Electrical Malfunction" (V-23, page 32). After completion of the functional check and con- Sideration of the above instructions, you now know which airway you should follow for the system is either "completely inoperative" or it is "operating but malfunctioning." Go back to the Airway map (fig- ure 22), start at one of the two above check points and call the page number shown for further "clearance." Follow instructions listed following each malfunction until arriving at "trouble corrected" point. V-I (SYNCHRONIZER OPERATING BUT MALFUNC- TIONING): You are now "holding" over the checkpoint "operating but malfunctioning." The aural and visual indications received while completing the functional check on page 4 should "clear" you directly down one of the 7 airways that best describes your trouble. The only equipment used to arrive down one of these 7 airways is your ears, a tachometer, and a tach mounted syn- chroscope (if the aircraft is so equipped). Use of any of the Woodward test equipment provides you with actuator pulse indicating lights which will help you in your decisions. The simple actuator pulse indicator WT-46192 can be built from the drawing shown on figure 17. V- 2 (SYNCHRONIZER INOPERATIVE): If the functional check determined that the synchro- nizer was inoperative, you have two main routes to follow. The electrical check list shown on page 12 and an ohmmeter will help you chart your course. If you have special Woodward test equipment you have an alternate course through to the control box check; however, if you do not have this special equipment, you will follow the two main routes of electrical or mechanical malfunction and, arrive at the control box by elimination, if it is at fault. Complete the electrical check list on pages 12 and 13. H your system fails the check list follow "V - 20." If your system passes the electrical check list follow route "V-30." If you have control box test equipment, follow "V _3" after you have completed the electrical check list. Completing the electrical check list at this point is important. It will establish whether the pickups, actuator, and bus leads are contributing to the prob- lem. V-3 (TEST CONTROL BOX): If you have special Woodward test unit no. 213600, you can explore the control box via the fair weather air- way "V-3." As you may have guessed by now, explor- ing control box troubles without the special test equipment is a "finger on the map" all the way and entails trouble shooting by "elimination." This is why most all other routes have the control boxas an alter- nate in the event correcting all known troubles still leaves the system inoperative. Test unit no. 213600 replaces the aircraft speed Signal with the output of two oscillators, one of which is variable. Insert the Jones plug connectors in the sys- tem, select "oscillator output" on the test instrument, and turn the synchronizer on. By varying the output of the one oscillator you can. underspeed or overspeed the "Simulated" slave engine. The pulse lights will reflect the output of the control box, and the move- ment of the trimmer can be observed as it acts to match speed. As this speed control "loop" is not closed, the rod end trimming will have no effect on stopping the "simulated" speed error. You will do this manually by means of the variable resistor. Ex- cept the light actions shown on page 16. If the control box checks o.k. (the system has already passed the electrical check sheet) then you are cleared along "V -41" back to a mechanical malfunction as being your trouble. If the control box fails the test you have an electronic malfunction which places you on "V -42" to a malfunctioning control box. Proceed to "V-42" "Control Box Defective." 26 -----------------------------------------------------------¥VQOOWARD v-ri (SYNCHRONIZERHUNTING): If the speed of the slave engine is hunting, check the following possibilities: 1. Mechanical binding in the governor control arm, pulley trimmer or speed setting shaft. The high breakway torque required causes an overcorrection for the speed error in alternate directions. 2. If the master speed is varying the slave will follow. This would indicate a problem in the basic govern- ing of the master engine, item 1 above would be a likely cause. 3. Mechanical binding of the rod end trimmer where it is attached to the governor control arm. The Uniball must be free to swivel throughout the governing range. In some cases two Uniballs are involved, one at either end of the governor actua- ting rod. Only one need be free to swivel in this case. Test equipment will show excessive pulsing, alter- nating in direction as the synchronizer chases the speed error. Remember: the synchronizer has no anticipating capability, it corrects for an existing speed error. On basically poor governed systems it can prevent an audible beat, but cannot prevent the nervousness observed in a synchroscope under these conditions. It is unlikely that the synchronizer is causing the hunting as the rprn change per actuator pulse is small and reduced to approximately 1/2 its normal gain during the pulse that reverses direction. The nor- mally high friction level of the rod end trimmer thread is not conductive to overrunning the speed setting being sought. Abnormally poor governor re- sponse could contribute to speed hunting. Also check to see if you are trying to synchronize in a speed regime in which the synchronizer is not expected to operate. REMEDY: 1. & 3. Correct any mechanical binding in areas listed above. 2. Overhaul governors. If trouble still exists, refer back to Airways Chart. V-12 (SYNCHRONIZER RUNS OUT OF SYNCHRO- NIZATION WHEN TURNED ON): If the synchronizer runs the slave engine out of syn- chronization when it is turned on, one of the following may be involved: 1. The leads from the speed pickups may be reversed. In this condition the control box "sees" the wrong engine as being slow or fast. Pin 8 of the Jones plug is common to both speed pickups. Pin 7 must go to the master engine. Pin 6 must lead to the slave engine, the engine with speed changing capa- bility. If leads 6 and 7 are reversed, the pulse generated is in a direction such as to increase the speed error. 2. The motor leads to the actuator may be connected to the wrong pin of the Jones plug. Leads 3 and 4 deliver the 40 millisecond pulse determining the direction of actuator rotation. If these leads are reversed the actuator will step in a direction such as to increase the speed error. The above problems would be most likely to occur on initial installation or following wiring repairs or mod- ifications. Leads 3 and 4 are reversed between pulley head or lever head governors because of the nature and direction of the speed changing mechanism. All actuators are wired the same, the necessary change takes place in the aircraft wiring. 3. Intermittent shorts or opens in the speed pickup or its wiring can cause the synchronizer to run out of synchronization when turned on. In this case the frequency generated by the defective pickup is not representative of its true speed and in most all cases will be less. The control box "sees" this engine as being slow and makes the seemingly ap- propriate correction which pulses the slave out of synchronization. In most cases, if the slave pickup is involved, the slave will increase its speed out of synchronization. If the master pickup is involved, the slave will decrease its speed out of synchro- nization. 4. Low voltage from one pickup along with runout on the toothed wheel could also cause running out of sync as the amplitude of part of the a.c, generated would not be recognized by the control box. This is more likely the case if this trouble occurs in a system that has been working in the past. In all three cases the synchronizer will pulse in the opposite direction back to center when turned off. REMEDY: 1. Connect a voltmeter to leads 6 and 8 to see that a voltage is generated when the slave engine is started and at 7 and 8 when the master is started. 2. Check motor leads against the installation drawing. 3. Monitor the pickup voltage produced in flight. If it is wavering, an intermittent short or open should be suspected. Nos. 213600, WT-45960orWT-46192 test instruments will make this easier. If trouble still exists, refer back to Airways Chart. V-13 (SYNCHRONIZERWILL NOT CENTER): Whenever the control box is turned off, the actuator should return to the center of its range before shutting off. This insures an equal synchronizing range the next time it is turned on. With the synchronizer switch in the "off" position, a centering mode is estab- lished which will pulse the actuator back to center if it is not already at center. The actuator determines the proper direction by means of the centering switches operated by the spiral groove on the end of the actuator shaft. 27 -------------------------------------------------------------VVOODWAR[) 2. One side of the control box in inoperative. If the side used for centering was inoperative, the sys- tem could synchronize only toward the "decrease rprn" direction. It would not return to center when turned off so the trimmer would probably work to one end of its travel and stay there. If the side used for centering was alright and the other side was inoperative, the system would only synchronize toward the "increase rprn" direction. Each time the synchronizer was turned qff, it would return to center. In the centering mode, only one transistor is used, the direction of actuator rotation being determined by the centering switches. 3. Mechanical binding in one direction. The force re- quired is usually higher in one direction than the other, due to the control lever spring or speeder spring forces. In general, the force required is greater in the "decrease rpm" direction on pro- peller governors. This may mean that the syn- chronizer can trim in one direction but not in the other. There is also a slight difference in the force available to extend or withdraw the rod end trimmer depending on the manner in which the trimmer is loaded. 4. Improper rigging could cause this condition, but in a special way. If the system were rigged with the trimmer at one end of its travel when the actuator was centered, it would always start from a posi- tion (when turned on) in which it could only trim in one direction; however, once led away a few pulses by a speed error in the proper direction, it could then synchronize around that position. Each time the system was turned off, it would again return to a position from which it could trim only one way. Any of the test instruments incorporating pulse lights would help determine the above conditions: 1. In condition 1 above, pulse lights are activated in one direction only during the functional check (page 4) in either the synchronizing or centering (switch off) mode. 2. Same as (1) above if the centering side is in- operative. If the opposite side in inoperative, pulse lights in the other direction would be seen when the control box was turned off. 3. Condition no. 3 would show normal pulse activity in one direction. Possibility of continuous pulsing when the control box is turned off it is trying to center in the high force direction. 4. Move the master lever slightly in a direction from which it will correct. From then on, the light action and synchronization should be normal. REMEDY: 1. Replace actuator. 2. Replace control box. 3. Correct binding. 4. Rerig. If trouble still exists, refer back to Airways Chart. V-16 (SLOWTO SYNCHRONIZE:WON'T HOLD SYN- CHRONIZATION): This condition could be caused by any of the following: 1. Excessive double pulsing of the control box caused by a control box malfunction. During double pulsing, both sides of the actuator motor are energized at the same time, the actuator is prevented from ro- tating either way, and proper corrective pulses are lost. Excesurve double pulsing makes the sys- tem slow to syncnronize and the synchroscope (if installed) will exhibit a nervousness that reflects the difficulty with which corrective pulses reach the actuator. Double pulaing will be hard to de- termine without a test instrument. It often can be improved with a change in power and/or rprn setting. With a test instrument the actuator pulse lights will flash simultaneously. 2. Excessive double pulsing caused by voltage spikes from some electrical accessory. 3. Excessive mechanical friction will retard synchro- nization. Torque required to manually rotate the actuator through the detent steps should not exceed a torque of 2.0 lb.-ins. The cover can be removed to de- termine the cause of excessive rotational drag. The detent wheel and balls of exposed detent type can be lubricated with Molykote G or equivalent. The centering switch arm pin should not bottom in the groove. (NOTE: keep Molykote G away from switch terminals.) The flexible shaft should not need lubrication. If it does it will be necessary to use a lubricant that will flow along the cable, as the inner cable cannot be re- moved on later assemblies without a swedging tool for reinstallation of the end washer. If the inner cable is frayed, or the outer housing broken, the cable must be replaced. The rod end trimmer should be turned with a mild load (2-3 lb.) applied to the end to see if the threads are ragged, parts galled, or in need of lubricant. A 1.5 lb.-ins. applied torque should produce a rod end force of 9 lb. minimum. Rod end trimmers can be serviced as described on page 10. The governor speed setting shaft or governor control arm must be free to prevent slow operation one or both directions. The above problems can be observed with any of the test instruments. The double pulsing is explained above. The other conditions would be indicated by the following light action: If the speed setting mechanism is mechanically bound in both directions, there would be an ab- normal amount of light activity for the observed speed correction. In general, the actuator should cross its 53 step range in 10 to 12 seconds. 29 ¥VoODwARD----------------------------------------------------------- Failure to return to center could be caused by any of the following: 1. Malfunctioning slave governor pickup. a. Shorted to ground. b. Leads shorted together. c. Open circuited. d. Pickup to gear (wheel) clearance too great. 2. Defective centering circuit in the control box. 3. Mechanically misrigged. The actuator depends on proper rigging to insure that it can travel the re- quired distance to center. If the rod end trimmer bottoms before the actuator reaches center it will prevent the centering switches from opening. In this case the synchronizer would have less than 1/2 of its normal range. 4. Centering mechanism defective, switch arm bent. 5. Centering switches defective. 6. Rod end trimmer, flexible shaft, or actuator bound up mechanically preventing rotation to the center position. An aural indication of the centering function will be provided if you make the practice of manually adjust- ing slightly out of synchronization before turning on the synchronizer. When you turn the synchronizer off on final approach, you will hear the non-synchronized condition develop as the actuator returns to center. After the synchronizer is turned off, it should go to center in a maximum of 5 seconds. If it cannot cen- ter, the pulse lights of the test instruments will flash continuously in one direction until the engine speed decreases, during taxiing, to a point at which pickup output is insufficient to activate the control box. REMEDY: 1. Replace pickup, adjust clearance, or repair leads. 2. Replace control box. 3. Rerig by turning the actuator and the trimmer each to the center of its range before mating the flex shaft. 4. Replace actuator. 5. Replace actuator. 6. Reduce friction to an acceptable level. If trouble still exists, refer back to Airways Chart. V-14 (LACK OF RANGE): 1. The first requirement for a full synchronizing range is proper rigging. All systems are rigged by turning both the actuator and the trimmer to the center of their ranges before mating the flexible shaft. You will find 3 turn (54 step) and 5-1/4 turn (93 step) actuators. Rod end trimmers will have 3-1/4 or 5-3/4 turns. Pulley trimmers have 5-1/3 turns. With proper rigging the actuator always provides the stops to limit the travel. The range varies with the installation, but is usually a mini- mum of plus or minus 1-1/2% of the cruise rpm. The synchronizing range can be checked by completing the functional check on page 4. 2. Be sure you are not trying to synchronize too close to a mechanical stop on the governor. The trimmer must be free to move through its entire range without hitting a mechanical governor stop. 3. The control box may be malfunctioning and will not recognize speed errors of any appreciable mag- nitude. With this condition you will find you can lead the slave through the entire range if you move the master slowly, but it will not "pull in" if you set up a 1%off-speed before turning the synchro- nizer on. This condition might not interfere with normal synchronizing as the off speeds are usually small; however, it does indicate a partial mal- function of the control box. 4. Mechanical binding of the trimmer or actuator at one or both ends of their ranges would also reduce the total range. Test instruments nos. 213600,WT- 45960, or WT-46192 will show continuous pulsing without speed change as you reach the end of the range. If the control box is malfunctioning as noted above, it will probably be associated with double pulsing of the actuator. REMEDY: 1. Rerig properly. 2. Adjust cockpit prop control lever to move speed control lever farther away from stop. 3. Replace control box. 4. See that trimmer and actuator work smoothly from stop to stop. If trouble still exists, refer back to Airways Chart. V-15 (SYNCHRONIZER CORRECTS IN ONLY ONE DIRECTION - INCREASE OR DECREASE RPM): A condition where the synchronizer will correct in only one direction could be caused by one of the fol- lowing: 1. One side of the actuator motor is malfunctioning, with either a shorted or open winding. In this case, the synchronizer could operate in one direction only, either in the synchronizing or centering mode; therefore the trimmer could be in almost any position. If it was turned on very long, it would probably work its way to one end and stay there. The electrical check list (page 12) would detect this condition. 28 VVOODWAR[)--------------------------------------------------------------- If the speed setting mechanism is mechanically bound in one direction, it is easily seen by the light activity. Establish a given out of synch. con- dition (10 to 15 rpm). Turn on the synchronizer and count the pulses until synchronized. Turn off the synchronizer and count the pulses to center. Do this 2 or 3 times; the pulses necessary in each direction should be approximately equal. While synchronizing, count the total pulses toward de- crease and increase over a 3 minute period. The totals should be equal within 2 or 3 pulses. REMEDY: 1. Replace the control box if there is excessive double pulsing (double pulsing in excess of 10%of total pulses). 2. Repair the offending electrical accessory. 3. Correct the mechanical binding that is causing the slow synchronization in either or both directions. If trouble still exists, refer back to Airways Chart. V-17 (SYNCHRONIZER OPERATES INTERMIT- TENTLY): This usually indicates an electrical malfunction. The best route to finding the trouble would be to complete the electrical test section (page 12), while the system is inoperative. The trouble area would be more clearly indicated if you have a test instrument which in- corporates actuator pulse lights. Check for the fol- lowing: 1. A marginally high mechanical friction level that is permitting the synchronizer to work one time and not another. With a test instrument you would notice a high pulse rate without effective speed change. When the system was working it would probably be slow to synchronize. 2. An intermittent short in the speed pickup or wiring. The control box incorporates a protective feature that essentially turns off when a short exists in the pickup lead. (This feature is incorporated in all except for earlier control box assemblies.) Change letters shown in Service Bulletin 33547 can be used to determine old and new type boxes. 3. An intermittent fault in the control box. This would probably be indicated by an absence of any pulse light activity or by periods of complete double pulsing which prevents effective speed correction. 4. An intermittent open in the actuator or motor leads. The electrical check sheet should locate this. If it was an intermittent short the control box would be permanently damaged or the circuit breaker would be tripped, and the synchronizer action would no longer be intermittent. 5. A damaged Jones plug or actuator Amphenol con- nector. The Jones plug can be damaged by probing the pin receptacle with objects that are too large. The probe should not be thicker than .045" dia. Check each of the 8 receptacles with a .045" dia. feeler. Each should grip the feeler well enough to hold the weight of the Jones plug. 6. The synchronizer switch could cause this; however, it has only occurred on the older switches on the 213433 control box "C" series and earlier. 7. Abnormally large voltage spikes on the bus from some other malfunctioning electrical accessory. This can cause continuous double pulsing. REMEDY: 1. Decrease torque required to drive the trimmer. 2. Repair pickup lead or replace pickup. 3. Replace control box. 4. Replace actuator or repair lead. 5. Replace Jones plug. 6. Replace control box. 7. Repair offending electrical accessory. If trouble still exists, refer back to Airways Chart. v-20 (ELECTRICAL MALFUNCTION): If the electrical check list shown on pages 12 and 13 indicates an electrical problem you have 3 main courses: V-21, V-22, V-23. If the system failed steps nos. 1-6 (page 12) of the check list follow V- 23 to an actuator electrical malfunction. If the system fails step nos. 7, 8, or 9 (page 13), the governor speed pickup or pickups are malfunctioning and you should disconnect the wires at the pickup. Follow route V- 21 to "Governor Pickup Defective." If the system fails the remainder of the check list, if the pickup proves to be alright, and if the actuator bench-checks alright, then proceed to check point "Aircraft Wiring Defective" V - 22. If trouble still exists, refer back to Airways Chart. V-21 (GOVERNORPICKUP - OR PICKUPS - MAL- FUNCTIONING): The governor speed pickup incorporates a coil of fine wire. The resistance value of this coil should be 100 plus or minus 10. * (If trouble is suspected, check the resistance value when the pickups are hot. The re- sistance may be found to be varying and increasing out of tolerance with temperature. An additional 10 ohms increase is allowed at temperatures of 1500 F.): 30 ------------------------------------------------------------VVOOOWARD *NOTE: The ohm value of this coil should be 52-68 with new type magnetic pickup. ~ OHMS .: Check between 7 and 8. Check between 6 and 8. 100 ± 10 60 ± 8 for new type pickups (page 14) With engines operating at cruise rpm, the pickup should produce about 1.1 volts (a-c). This is the R.M.S. value as read on a 5000 ohm/volt voltmeter. The voltage at minimum cruise rpm must be at least .85 and the maximum voltage at maximum cruise must not exceed 4 volts: ~ VOLTS .: Check between 7 and 8. Check between 6 and 8. 1.1 ± .15 optimum Be sure that leads 7 and 8 go to the master engine and that leads 6 and 8 go to the slave engine. A re- sistance check of lead 8 to ground (on the XIO scale) will determine if either lead or the coil is grounded. This check must show "open circuit:" ~ OHMS .: Check between 8 and Alc ground. Threaded pickups can be replaced (only by an FAA approved governor overhaul station or the Woodward Governor Company) in accordance with the instructions of page 5. Extreme care must be taken not to screw the pickup into the toothed wheel. Normal clearance between the pickup and the wheel is only .005" - .010". This pickup has 24 threads per inch so the pickup will be backed up 1/8 to 1/4 turn after con- tacting the toothed wheel. Do not attempt this without removing the governor. Exercise extreme care. Lock- nuts on the pickup should not be tightened in excess of 25 lb.-ins. Unthreaded type pickups can be replaced in the field. The correct gap is preset and assured by parts tolerances. An intermittently open or grounded pickup mayor may not show up on a voltmeter depending on the fre- quency of the intermittent. However, either condition will have the effect of running the synchronizer out of synchronization. A wavering voltmeter reading would indicate trouble. If viewed on an oscilloscope, the optimum peak-to-peak voltage would be 4 volts. In all but the latest systems lead 8 shorted to ground will trip the circuit breaker anytime that the master switch is turned on, even though the synchronizer is turned off. Lead 6 or 7 shorted to ground will damage older type control boxes. Later control boxes essen- tially turn themselves off until the short is removed. Change letters shown in Service Bulletin 33547 can be used to determine old and new type boxes. Maximum support should be provided for the pickup wires as the leads, of necessity, are fine wire. There are two pickups in use, a ceramic cored "high tem- perature" type and a phenolic cored "low temperature" type. Be sure that wiring techniques are of the highest quality. Leaks around the pickup would indicate a loose lock- nut, defective "0" ring, or cracked pickup barrel. Replace any malfunctioning pickup or exchange the governor. REMEDY: Replace the malfunctioning pickup. Use high tem- perature pickup only. If trouble still exists, refer back to Airways Chart. V-22 (AIRCRAFT WIRING DEFECTIVE): 1. If the speed pickups check out OK after being separated from the aircraft wiring, and the actuator successfully completes a bench check, the aircraft wiring should be checked in accordance with stand- ard practice for continuity of the wires (Jones plug to component connections and bus). The wires should also be checked for possible short circuits to ground. With the actuator and the speed pickups disconnected and the circuit breaker pulled, only pin 1 should show continuity to ground. 2. Check the pin receptacles of the Jones plug for loose pins. Loose Jones pin receptacles are usually caused by test probes having overstressed the clips. All receptacles should hold well on a .045" 31 VVOODWAR[)--------------------------------------------------------------- feeler. One loose pin will not be noticed when mating the two halves but can cause annoying intermittent conditions. The two halves of the Jones plug should be safety wired together. 3. Power lead polarity must be observed. With the master switch on and the circuit breaker closed, pin 2 must be positive with respect to pin l. REMEDY: l. Repair short or open in wiring. 2. Replace Jones plug if pin receptacles are loose. 3. Correct reverse polarity if found. If trouble still exists, refer back to Airways Chart. V-23 (ACUTATOR ELECTRICAL MALFUNCTION): The actuator must meet the resistance value specified on page 15 of the electrical check sheet. This checks each 7.5 ohm motor winding and the centering switches. If the resistance values are not met, remove and bench check the actuator to determine if the actuator or aircraft wiring is at fault. If the motor windings are open or shorted the actuator should be replaced. A winding shorted to aircraft ground will permanently damage the control box. WHEN THE ACTUATOR IS RE- PLACED FOR A SHORTED OR OPEN WINDING, THE CONTROL BOX MUST BE REPLACED ALSO UNLESS YOU HAVE WOODWARD TEST EQUIPMENT, NOS. WT-45960 or 213600 TO INSURE THAT THE CON- TROL BOX IS FUNCTIONAL. If both the actuator and the control box are damaged, replacing only one unit may result in subsequent dam- age to that unit. The control box can fail in a "turned on" condition. This will fail the actuator as it is de- signed to use a pulsing voltage. A 2 amp. circuit breaker will provide protection for the actuator. The 2 amp. circuit breaker will trip if the control box turns on steady as the ampere draw will be 3.5. It will not trip in normal operation because the voltage applied is of only 40 millisecond duration with a max- imum of 5 pulses per second. We recommend that older systems protected by higher rating circuit breakers be changed to 2 amperes for this reason. For the purpose of a bench check, 24 volts may be applied across pins A & C and B & C to check the actuator pulsrng but this must be of only momentary duration. The centering switches establish a centering mode when the control box is turned off. This centering mode drives the actuator to the center of its range (unless it was already there). There is a 4 to 8 step deadband when both centering switches are open. This electrical center is 2 to 4 steps away from true mechanical center. If the switches are loose, and the deadband lost. the actuator would not meet the check sheet values. When the system was shut off it would double pulse or oscillate depending on the overlap of the centering switches. With WT-45960 or 213600 you can safely pulse the actuator either in the aircraft or on the bench with a suitable harness. If the motor winding is grounded due to defective wiring, the pulse light in the test in- strument will come on and stay on. If it is being supplied by a 2 amp. breaker, the circuit breaker will trip. If the winding is open, there will be no pulse light indication. The test instrument will have to be in the manual pulse position for this check. You can test for a "turned on" control box with WT- 45960 or 213600 in the following manner: l. Connect the test instrument to the aircraft wiring; leave the control box disconnected. 2. Turn the aircraft master switch "on." 3. Have the test instrument selector switch in the automatic synchronize position. 4. Turn the control box on (still disconnected). 5. As you connect the control box observe the light action. If one or both lights turn on steady, dis- connect and replace the control box. This test is for the purpose of determining that the control box will not damage the actuator. 6. For additional pulse light action, see page 17. REMEDY: Replace actuator. Be sure to check control box (per above in- structions) to avoid damage to new actuator. If trouble still exists, refer back to Airways Chart. V -30 (MECHANICAL MALFUNCTION): If the electrical check list did not indicate any elec- trical malfunction, it may be that the synchronizer is recognizing the speed error, generating the corrective pulse, but the system cannot mechanically correct. Use of test equipment that includes pulse lights would clearly indicate this as you would see constant pulsing in one direction with no change in speed error or a hesitant change in speed error. This mechanical mal- function would fall in the categories shown by the routes away from the "mechanical malfunction" check point. Remove the flexible shaft at the actuator. Turn the actuator by means of a square drive in the drive end. The torque required should not exceed 1.2 Ib.Ins, for the type shown in figure 7 or 2 lb.-ins. for the type shown in figure 8. This includes the rotational torque and the torque required to raise the detent balls against their springs. If there is undue drag, or the torque received is in excess of that specified, follow course marked V-31. 32 -----------------------------------------------------------------V~OODWAR[) If the actuator torque required is within limits, turn the trimmer by means of the flexible shaft at the squared end. Check the squared end for engagement in the actuator. The torque required should not exceed .6 lb.-ins. In most cases you should be able to turn it with your fingers on the squared end. If you can't disconnect the cable at the trimmer and follow course V-32. If the trimmer is free, check the flexible shaft. Fol- low course V -33. If the flexible shaft is free, remove the trimmer from the governor and exercise the governor control lever or the pulley. Follow course V -34. If trouble still exists, refer back to Airways Chart. V-31 (ACTUATOR MECHANICAL MALFUNCTION): The force required to manually turn the actuator should not exceed 1.2 lb.-ins. for the type shown in figure 7 or 2 lb.-ins. for the type shown in figure 8. The detents that provide the 18 steps per revolution give a ratcheting effect as you turn the shaft. An ab- normally high friction level in the actuator would be caused by: Bent motor actuator shaft. Excessively worn motor bushings or shaft. Dry or corroded detent balls on the drive end. Centering switch follower arm dragging in the spiral disc groove. Centering switch follower arm frozen at the pivoting end. Bent centering switch follower arm. Flexible shaft driver rubbing against the flexible shaft attaching frame. Flexible shaft driver slipping on the drive shaft (early series actuators using set screws to lock driver on shaft). While this would not result in a high torque required, it would result in pulsing of the actuator making no effective speed correction. NOTE Actuators develop 1.5 lb.-ins. torque minimum. REMEDY: Lubricate affected area. If actuator is damaged, re- place the actuator. If trouble still exists, refer back to Airways Chart. V-32 (TRIMMER MALFUNCTION): The 1.5 lb.-ins. torque will develop 6 to 11 pounds force at the rod end, depending on the length of the -- --- --~~---~------------- flexible shaft and the friction level of the rod end trimmer. A high friction level can be caused by lack of lubrication, contamination, misalignment, and bind- ing at the attaching point with the governor arm. Rod end trimmers are now lubricated with a baked on dry lubricant that will not require any maintenance unless it becomes contaminated. Rod end trimmers should be protected from engine cleaning solvents. The rod end trimmer should trim freely with any suitable turning device. If rod end trimmer was lubricated with Molykote lTG," the rod end trimmer should be exchanged to update the assembly. If the rod end trimmer was lubricated with the baked-on dry lubr icant, and is in need of servicing, it should be exchanged. Lubricating this rod end trimmer assembly with liquid lubricant may be harmful when exposed to heat. If the rod end trimmer is side loaded due to governor flexible shaft misalignment, re-route the flexible shaft to relieve this condition. Older type rod end trimmers with' the exposed gearing are particularly sensitive to any side loading caused by improper routing of the flexible shaft. The flexible shaft should be parallel to and in line with the governor actuating rod. The rod end Uniball should be spaced such that the Uniba Il is free to swivel. The rod end trimmer should trim with a maximum torque of 1 lb.-in. applied to the actuator end of the flexible shaft. Pulley trimmers must rotate freely. The trimmer should be able to be rotated with the fingers on the squared end of the flexible shaft. It will normally be harder to trim a governor toward decrease r.p.m. than toward increase. Pulley trimmers can be dis- assembled for lubrication or can be exchanged for another trimmer. REMEDY: Lubricate or replace as necessary, If trouble still exists, refer back to Airways Chart. V-33 (FLEXIBLE SHAFT MALFUNCTION): The square end of the flexible shaft should slip freely into the squared drive of the actuator. There should be no frayed strands on the rotary flexi- ble shaft. Older flexible shafts without the swedged washer on the actuator end must be checked to be sure they are not shrinking out of engagement with the actuator. The inner shaft should extend 1/2" to 5/8" beyond the outer housing with a 5 lb. pull applied to the outer housing. Check that the squared edges have not rounded. Check that the snap ring seats squarely on the trim- mer. Check that the driving end of the cable does not rub on the trimmer housing and that the tightening action of the flexible shaft housing nut doesn't bind the inner drive. Snap rings should not be loose in the groove. Outer housings pulled apart must be replaced. 33 yVOOOWARD------------------------------------------------------------ V-34 (GOVERNORCOMPONENT MALFUNCTION): Operate the governor control lever or the pulley (in the case of pulley head governors) to see that it ad- justs the speeder spring smoothly and without any high breakaway torque. High friction level can exceed the synchronizer trimming force. A high breakaway torque can cause speed hunting. On pulley head gov- ernors, operate the pulley shaft by turning the pulley. It should be smooth with progressively increasing force required as the speeder spring is compressed. High lever or pulley forces would have to be corrected by lubrication or disassembly of the governor (by an FAA approved governor overhaul stationorWoodward Governor Company). REMEDY: Service governor. If trouble still exists, refer back to Airways Chart. V-42 (CONTROL BOX INOPERATIVE): Partially or totally inoperative control boxes are repaired only by replacement exchange. Proper testing of the control box in the field after repairs is diffi- cult. The plastic cases are sealed for protection to the components. Prompt notification is important in the case of control box malfunctions to give you maxi- mum protection under the warranty. The control box and actuator have the capability of damaging each other as follows: If the control box "turns on" steady by failing shorted, it will subse- quently fail the actuator by burning out one or both actuator motor windings. Conversely, if the actuator leads short to ground, the power transistors of the control box will be permanently damaged. Following this double failure, if you replace only one of the units it will be damaged by the same process. There- fore, if you replace a damaged control bOX,complete the electrical check list on page 12 to insure the actuator is undamaged. If you replace a shorted or open actuator, replace the control box also as a shorted actuator would have permanently damaged the control box. (An actuator with an open winding prob- ably shorted sometime during the failure process.) Test equipment could keep the control box replace- ment from being mandatory if the pulse lights are monitored continuously when the control box is plugged in. See "Actuator Electrical Malfunction" (V23) for instructions of this. The control box can be damaged by moisture. If rain water enters the box via the wire bundle, or condensation takes place in the box, internal corrosion will cause an elec- trical failure. See page 16 for actuator pulse light activity to be expected. 34 WOOOWARD t') SERVICE LETTERFAA APPROVED BY DESIGNATED ENGINEERING REPRESENTATIVE February, 1975 1.11):11&;1 Connecting the Woodward 213600 Synchronizer Test Instrument to the aircraft electrical system when troubleshooting or checking the synchronizer system. Several 213600 test instruments recently returned for repair prompts us to emphasize that it is possible to plug in the tester incorrectly, thereby damaging its circuitry, and to explain the proper use of the test equipment. Correct test methods are shown in Figures 1 and 2 on the reverse of this letter. Figure 1 shows the "Wire" and "Manual Pulse" test configuration. Figure 2 shows the "Internal Oscillator" and "Pickup" test configuration. Make certain that the synchronizer OF F ION switch IS NOT connected to the 213600 test instrument. Figure 3 shows the 213600 tester incorrectly plugged into the synchronizer OFF/ON switch. A test unit connected in this manner receives a "dead short" to aircraft ground, resulting in damage to the tester with no evaluation of any phase of the synchronizer system. WOODWARD GOVERNOR COMPANY AIRCRAFT CONTROLS DIVISION ROCKFORD, ILLINOIS, U.S.A. System and test instrument connections for - WIRE and MANUAL PULSE TESTS ACTUATOR SYNC CONTROL BOX GOVERNOR SPEED ,_ PICKUP INTERNAL OSCILLATOR and PICKUP TESTS ACTUATOR ACTUATOR / GOVERNOR = SPEED = PICKUP Figure 1 213600 TEST (AI RCRAFT POWER) INSTRUMENT GOVERNOR ••. SPEED "' PICKUP ~ __ SWITCH SYNC. CONTROL BOX Figure 2 213600 TEST INSTRUMENT (AIRCRAFT POWER) WRONG CONNECTION SWITCH SYNC. CONTROL BOX GOVERNOR SPEED , PICKUP / GOVERNOR _ SPEED PICKUP 213600 TEST INSTRUMENT (AIRCRAFT POWER) Figure 3 WOODpARD SERVICE BULLETINFAA APPROVED BY DESIGNATED ENGINEERING REPRESENTATIVE April, 1975 1. Manufacturers and operators of Twin Engine Airplanes that use the Woodward Electronic Synchronizer or Synchrophaser. 2. Aircraft service facilities and certificated governor repair stations. L1"=IJiil Replacement of a blown fuse (shown below) with a 20 gauge insulated wire jumper. REMOVE FUSE. REPLACE WITH No. 20 INSULATED Q) WIRE. 9/16" MIN. PIN 1176-124 PLUG INSTRUCTION PLATE WOODWARD GOVERNOR COMPANY AI RCRAFT CONTROLS DIVISION ROCKFORD, ILLINOIS, U.S.A. To prevent further nuisance fuse failures that sometimes occur. EQUIPMENT AFFECTED All Synchronizer & Svnchrophaser Control Box assemblies manufactured or repaired after March 10, 1975. COMPLIANCE· No field compliance required until a fuse failure occurs. During an interim period, all control boxes are being manufactured and repaired without a fuse until a new fuse configuration becomes available. The synchronizer system will again be dependent upon the airplane circuit breaker for overload protection. Units that have not been reworked should still have the instruction plate on the male connector. 2 FUSE CONTINUITY CHECK -- -- PIN 1 (METER -) TO I I PIN 2 (METER +) • I I IK-20Kn. OK "OPEN" REPLACE FUSE Instruction plate for 8 pi n Jones Plug CORRECTIVE ACTION • - FUSE CONTINUITY CHECK: PIN 1 (METER -: TO PIN 2 (METER +) IK-20Kn. "OPEN" OK REPLACE FUSE I 11 • Instruction plate for 10 pin Jones Plug If a synchronizer or synchrophaser malfunction occurs, check first for an open fuse as indicated on the instruction plate using the following information. 1. The ohmmeter polarity must match the polarity of pins 1(-) and 2(+). If the meter polarity is unknown, simply test one way then reverse the test leads. 2. Fuse continuity will be indicated by a reading of 1,000 to 20,000 ohms. The X 1 scale of most meters is unsuitable for this check. 3. If the continuity check is made at the fuse rather than the pins, the polarity or meter scale is not critical. If the fuse is open, simply replace it with an appropriate length of 20 gauge insulated wire. Use caution during the replacement to insure that no excess solder runs through and beneath the circuit board where damage may result. Regardless of the fuse condition, continue with a complete wiring check to insure the integrity of the aircraft wiring and components. (See list following for aircraft and bulletin number containing appropriate wiring check.) Remove the instruction plate on the male connector to show compliance with this bulletin. Warranty will not be affected. AIRCRAFT WOODWARD BULLETIN Beech Baron Duke/56TC Queen Air/Twin Bonanza King Air (Synchronizer) King Air (Synchrophaser) 33049 33049 33049 33049 33083 Cessna 310,320,337,340,401,402,414,421 33049 Cessna 500 33113 Dassault Falcon C, D, E, F 33128 DeHavilland DHC-6 33049 Embraer EMB-11O (Synchronizer) 33049 Embraer EMB-11 0 (Synchrophaser) 33083 Gates "Learjet " 23, 24, 25 33062 & 33125 IAI Westwind 33125 Mitsubishi MU2 (Synchronizer) MU2 (Synchrophaser) 33049 33083 Piper PA31 P PA31T 33049 33049 Rockwell 500, 560, 680, 685 680T, V, W 681 690 40, 60, 70 Sabre 75A Sabre 33049 33063 33115 33125 33128 Swearingen Merlin/Metro 33049 PUBLICA TlONS AFFECTED Operation and service manuals will be updated at next issue. -------~~-~~~~- WOOOPARD SERVICE BULLETINFAA APPROVED BY DESIGNATED ENGINEERING REPRESENTATIVE MAY 1975 1. Manufacturers and operators of Twin Engine Airplanes that use the Woodward Electronic Synchronizer or Synchrophaser. 2. Aircraft service facilities and certificated governor repair stations. f1'J:!'0' 1. Introduction of a "Slo-Blo " type fuse configuration to all new and overhauled synchronizer and synchrophaser control boxes. 2. Identifying and checking the fuse. WOODWM,I) ® PROPELLER SYNCHRONIZER TYPE L-- --1 FAA-PMA SWITCH MUST BE OFF FOR TAKEOFF AND LANDING. WOODWARD GOVERNOR COMPANY ROCKF'ORD, ILL. - fT. COLLINS, COLO. 'ROTfCHO UNDER OH~ OR MORE Of THE FOllOW1NIj c 5 PAlEN,S 3.20U40 1,206.6.1 INSTRUCTION PLATE WOODWARD GOVERNOR COMPANY AIRCRAFT CONTROLS DIVISION ROCKFORD, ILLINOIS, U.S.A. 33551 1411;)4'131 To supersede the earlier resistor type fuse configuration. EQU IPMENT· AFFECTED All Synchronizer & Synchrophaser Control Box assemblies manufactured or repaired after June 1, 1975. COMPLIANCE None required. Conversion will be made at overhaul by the Woodward Governor Company. 1·]itJI~1 The earlier resistor type fuse proved marginal in certain aircraft whose actuator current draw was higher than normal because of high system activity or high ambient and operating temperatures. - FUSE CONTINUITY CHECK: -2 FUSE CONTINUITY CHECK I PIN 1 (METER -) TO -- PIN 2 (METER +) -- PIN 1 (METER·) TO - IK·20Kn. OK I I PIN 2 (METER +) "OPEN" REPLACE FUSE • I • • I I IK·?OK() nK 21 11"OPEN" REPLACE FUSE Instruction plate for 8 pin Instruction plate for 10 pin Jones Plug Jones Plug If a synchronizer or synchrophaser malfunction occurs, check first for an open fuse as indicated on the instruction plate using the following information. 1. The ohmmeter polarity must match the polarity of pins 1(.) and 2(+). If the meter polarity is unknown, simply test one way then reverse the test leads. 2. Fuse continuity will be indicated by a reading of 1,000 to 20,000 ohms. The Xl scale of most meters is unsuitable for this check. 3. If the continuity check is made at the fuse rather than the pins, the polarity or meter scale is not critical. If the fuse is open, simply replace it with another 1.5 ampere "Slo-Blo " fuse. Woodward PIN 1641·270 Little Fuse PIN 31301.5 Regardless of the fuse condition, continue with a complete wiring check to insure the integrity of the aircraft wiring and components. (See list following for aircraft and bulletin number containing appropriate wiring check.) AIRCRAFT WOODWARD BULLETIN Beech: Baron Duke/56TC Queen Air/Twin Bonanza King Air (Synchronizer) King Air (Synchrophaser) 33049 33049 33049 33049 33083 Cessna310, 320, 337, 340, 401, 402, 414, 421 33049 Cessna500 33113 Dassault Falcon C, 0, E, F 33128 DeHaviliand DHC-6 33049 Embraer EMB-11 0 (Synchronizer) 33049 Embraer EMB-11 0 (Synchrophaser) 33083 Gates "Learjet" 23, 24, 25 33062 & 33125 IAI Westwind 33125 Mitsubishi MU2 (Synchronizer) MU2 (Synchrophaser) 33049 33083 Piper PA31P PA31T 33049 33049 Rockwell 500, 560, 680, 685 680T, V, W, 681 690 40, 60, 70 Sabre 75A Sabre 33049 33063 33115 33125 33128 Swearingen Merlin/Metro 33049 PUBLICATIONS AFFECTED- Operation and service manuals will be updated at next issue. USING WOODWARD BULLETIN #33049E AS A GUIDE, ANSWER THE FOLLOWING QUESTIONS 1. During takeoff and landing, turn the synchronizer control switch to the A. Standby position B. "ON" position C. "OFF" position D. Makes no difference 2. To functional test the synchronizer in flight, first A. Synchronize the propellers manually B. Turn synchronizer switch "ON" C. Turn synchronizer switch "OFF" D. Open system circuit breaker 3. A high percentage of governor troubles may be traced to A. Poor workmanship B. Dirty engine oil C. Bad propeller cables D. Too much propeller wash 4. Rod end trimming assemblies being used may have a travel of A. 3 & 5 1/2 turns B. 2 & 5 turns C. 3 1/4 & 5 3/4 turns D. 4 & 5 turns 5. The part number for the rod end bearing is A. 33049-21 B. 33049-28 C. 33049-29 D. 33049-31 6. When probing the should use is A. .032 inches B. .040 inches C. .045 inches D. .052 inches female Jones plug, the largest diameter probe you 7. When reading pickup output, the minimum resistance per volt ac voltmeter you should use is A. SOOO/volt ac voltmeter B. 2S00/volt ac voltmeter C. 10,QOO/volt ac voltmeter D. Makes no difference 8. When bench testing a centered actuator, after zeroing ohmmeter, a test on pins D & B should give A. 6.5 to 8.5 ohms B. Open circuit C. 13 to