TYPE II PROPELLER SYNCHROPHASER

(BB-935 THRU BB-990, BB-992 AND AFTER; BT-23 AND AFTER; BL-42 AND
AFTER;
BN-2 AND AFTER; BY-1 AND AFTER; BZ-1 AND AFTER)
The first indication that a fault may exist in the synchrophaser system will most likely be squawks
from the flight crew; however, performing a functional check of the operation of the synchrophaser
system before troubleshooting may yield information essential to differentiating faults within the
system. The functional check which follows should be performed as the first phase of
troubleshooting.
The second phase of troubleshooting will include performing continuity checks on the
synchrophaser system wiring and peripheral components. A breakout box (Ref. Figure 105) can be
fabricated in the shop and will provide convenient access to the various circuits of the
synchrophaser system. The breakout box can also be used to check the operation of the propeller
governors. Should continuity checks fail to reveal the nature of the fault, it will be necessary to begin
the third phase of troubleshooting which will be to evaluate the operation of the propeller governors.
For Jones plug type control boxes only, Woodward test instrument P/N 213618 may be purchased
in lieu of fabricating the breakout box shown in Figure 104.
Note: For Test Box P/N 2136 to work on round plug type connector an adaptor harness
needs to be fabricated.
The fourth phase of troubleshooting, if no faults became apparent during previous troubleshooting
attempts, is to evaluate the character of the outputs from the magnetic pickups.
In the event none of the previous checks or procedures reveals the exact nature of the fault, the
fault may be assumed to be in the control box, and a control box, known to be operational, should
be installed.
Troubleshooting Chart 106, proposes a logical sequence of checks and activities to be performed
during the troubleshooting process and may aid the technician in eliminating confusion and
maintaining logical order. All manners of faults have been investigated, but only the most probable
causes of faults in the system are detailed in this chart.
FUNCTIONAL CHECK
The proper operation of the synchrophaser system may be ground checked as follows:
a. Start the engines and increase power until the speed on both propellers is at 1,800 rpm with the
propeller levers in high rpm.
b. Using the propeller levers, reduce propeller rpm on both engines to as near 1,700 rpm as
possible.
Caution: Do not exceed torque redline.
c. Turn the synchrophaser switch to the ON position.
d. Using the propeller lever, increase the rpm of the left propeller slightly and check that the
synchrophaser increased the rpm on the right propeller to match.
1. Should the previous check yield negative results, turn the synchrophaser off and repeat the
above procedure.
e. If the previous check indicated that the synchrophaser is operating, continue increasing the
propeller rpm with the propeller lever until synchronization is lost and record this rpm.
f. Using the propeller lever, slowly decrease the propeller rpm on the left engine below the rpm of
the right engine until synchronization is again lost and record this rpm.
g. The difference between the two propeller speeds at which synchronization was lost is the holding
range and should be at least 23 rpm to 27 rpm. This check evaluates the ability of the right
propeller governor to respond to correction commands from the control box's ability to issue
commands properly.
1. Failure of this check will necessitate performing the synchrophaser continuity check.
h. Repeat the functional check procedure by varying the propeller rpm of the right engine while
letting the left propeller governor respond.
i. During this functional check, determine that the communications and navigation equipment is not
adversely affected by the synchrophaser operation and that synchrophaser operation is not
adversely affected by the operation of other electrical equipment.
CONTINUITY CHECK
This check will help locate the source of the fault should the synchrophaser system fail the
functional check. A sensitive volt/ohmmeter will be required to perform these continuity checks.
a. Check that the battery master switch is off, and open the synchrophaser circuit breaker.
b. Remove the connector from the control box.
c. Check the synchrophaser system wiring for conformity to the schematic in Figure 101, Figure 102
or Figure 103, depending on connector plug configuration.
d. Perform the continuity checks (Ref. Chart 103) for Jones plug control boxes or continuity checks
for round plug control boxes (Ref. Chart 104 and Chart 105).
Note: Resistance reading noted Chart 103, Chart 104 or Chart 105 may be as much as 20%
higher during heat soak following engine shutdown.
e. After performing the continuity checks, close the synchrophaser circuit breaker, turn the battery
master switch on and check for battery voltage between pins 1 and 2 of the Jones plug on
airplanes that have not installed Kit No. 101-9029-1 or between pins A and B on airplanes with
Kit No. 101-9029-1 installed.
f. Correct any wiring faults that may have been revealed during these continuity checks. Replace
any component which failed to meet the proper resistance specified for that component. Restore
the system to operational status and perform the functional check again.
Caution: Do not connect the plug to the control box before turning the battery master switch
off and opening the synchrophaser circuit breaker.
g. If no faults were found by the continuity checks, perform the propeller GOVERNOR
OPERATIONAL CHECK.

Chart 104
Type II Propeller Synchrophaser Continuity Checks
(BB-1207 Thru BB-1284; BL-124 Thru BL-129; BT-31 and earlier airplanes that have Kit No.
101-9209-1
installed but have not complied with Service Bulletin No. 2239)
Round Plug Control Box
Test Between Receptacle Pins Ohmmeter Indication Component
A and Ground Continuity (0 - 1 ohm)  
A and B Infinity (Control SW Off)  
C and G 52 - 68 ohms Right Pickup
D and E 52 - 68 ohms Left Pickup
J and R 115 - 205 ohms* Right Governor
K and L 115 - 205 ohms* Left Governor
M and S Continuity (0 ohms) Jumper
R, J, C, G    
L, K, E, D and Ground Infinity  
NOTE
* Resistances may be as much as 20% higher during heat soak after engine shutdown.
 Chart 105
Type II Propeller Synchrophaser Continuity Checks
(BB-1285 and After; BN-5 and After; BL-130 and After; BT-32 and After; BY-1 and After; BZ-
1 and After and earlier airplanes that have accomplished Service Bulletin No. 2239)
Round Plug Control Box
Test Between Receptacle Pins Ohmmeter Indication Component
A and Ground Continuity (0 - 1 ohm)  
A and B Infinity (Control SW Off)  
C and G 52 - 68 ohms Right Pickup
D and E 52 - 68 ohms Left Pickup
K and R 115 - 205 ohms* Right Governor
J and L 115 - 205 ohms* Left Governor
M and S Continuity (0 ohms) Jumper
K, R, C, G    
L, J, E, D and Ground Infinity  
NOTE
* Resistances may be as much as 20% higher during heat soak after engine shutdown.

GOVERNOR OPERATIONAL CHECK

The following checks assess the operation of the governors and should be performed before
evaluating the outputs of the magnetic pickups:
a. Connect the breakout box between the airplane harness and the control box.
b. Start the engines and increase the propellers to 1800 rpm with the propeller levers in high rpm.
c. Using the propeller levers, reduce the rpm to 1700 to make sure that the propellers are being
controlled by the governors.
Caution: Do not exceed torque redline.
d. Airplanes with a Jones control box; Install a Jumper between Jacks 4 (RH) and 1 (GND) of the
Breakout Box (Ref. Figure 105). The speed of the right propeller should noticeably increase.
Install a Jumper between jacks 6 (LH) and 1 GND) of the Breakout box (Ref. Figure 105), the
speed of the left propeller should noticeably increase.
e. Airplanes with a Round Plug Control Box; Install a Jumper box between Jacks R (RH) and A
(GND) of the Breakout box (Ref. Figure 105), the speed of the right propeller should noticeably
increase. Install a Jumper between Jacks L (LH) and A (GND) of the Breakout box (Ref. Figure
105), the speed of the left propeller should noticeably increase.
f. A failure of either propeller governor to increase propeller speed indicates a possible problem with
either the control box or the Governors. The following checks should determine the status of
each.
1. For Jones Plug type; check for voltage on Test Box Jacks 2 to 1 (28VDC) and Jacks 8 to 1
(28VDC).
2. For Round Plug Type; check for voltage on Test Box Jacks b to A (28VDC); Jacks K to A and
Jacks J to A (28VDC) Voltage at Jacks K and J to A confirm that the 3.90 ohm resistor is
good in the control box.
Note: If no voltage is present as stated in (1) and (2), particular attention needs to be paid
to possible shorts to ground from pin 8 for Jones plug and pins K and J for Round
plug.
g. If no faults were revealed by the Operational Checks, evaluate the character of the outputs from
the pickups before condemning the Control Box (Ref. Figure 104).
 Chart 106
Troubleshooting - Propeller
Probable Cause Corrective Action
Synchrophaser
Trouble
a. Circuit breaker open. a. Close circuit breaker.
b. Turn system off, manually
b. Propellers out of captive
synchronize engines and turn
range.
system on.
c. Correct wiring or replace
c. Circuits faulty.
faulty governor pickup.
d. Perform synchrophaser
d. Pickup outputs incorrect.
PICKUP OUTPUT CHECK.
1. Propellers will not
e. Governor cannot be manually
synchronize. e. Replace governor.
operated.
f. Peak-to-peak not within
f. Adjust or replace pickups.
tolerance.
g. Face of target not parallel to g. Correct target alignment or
face of pickup. replace pickups.
h. AC waveforms not identical
h. Adjust or replace targets.
in appearance.
i. Control box malfunctioning. i. Replace control box.

PICKUP OUTPUT CHECK

This procedure makes it possible to evaluate the character of the pickup outputs and to make
adjustments as required. An oscilloscope is required to display the output waveform and measure
the peak-to-peak voltages.
a. Be sure the battery master switch is turned off and the synchrophaser circuit breaker is open.
b. Connect the oscilloscope between test box jacks 3 and 1 of the Jones plug for the right pickup
and jacks 5 and 1 for the left pickup. If the control box is the round plug type, connect the
oscilloscope between jacks C and G for the right pickup and D and E for the left pickup (Ref.
Figure 105).
c. Start the engines and adjust the propeller speeds to 1,700 rpm as nearly as possible.
Caution: Do not exceed torque redline.
d. The waveform generated by the pickups should depart smoothly from the baseline, rise smoothly
to the positive peak, drop off to the negative peak and return to the baseline (Ref. Figure 104).
There should be no secondary peaks at either the positive or negative peaks of the waveform.
The ascending and descending sides of the peaks should be symmetrical:
1. A ragged waveform may indicate an intermittent fault in the pickup.
2. An asymmetrical waveform may indicate that the target is not parallel to the tip of the pickup.
3. A secondary peak in the waveform may indicate that the target has been damaged.
e. Record the peak-to-peak voltage of the waveforms from each pickup. Ideally, the peak-to-peak
voltage should be 4 volts, within 0.5 volt; this will keep the variation of voltage from side-to-side
within the acceptable 1 volt limit.
1. Should the peak-to-peak voltage of the pickups not be within tolerance, perform the
MAGNETIC PICKUP INSTALLATION AND ADJUSTMENT procedure.