used in training, this saves much electric starter and battery wear. High oil pressure from the propeller governor recharges the accumulator just moments after engine rotation begins. 

## Propeller Synchronization 

Many multiengine airplanes have a propeller synchronizer (prop sync) installed to eliminate the annoying “drumming” or “beat” of propellers whose rpm are close, but not precisely the same. To use prop sync, the propeller rpm is coarsely matched by the pilot and the system is engaged. The prop sync adjusts the rpm of the “slave” engine to precisely match the rpm of the “master” engine and then maintains that relationship. 

The prop sync should be disengaged when the pilot selects a new propeller rpm and then re-engaged after the new rpm is set. The prop sync should always be off for takeoff, landing, and single-engine operation. The AFM/POH should be consulted for system description and limitations. 

A variation on the propeller synchronizer is the propeller synchrophaser. Prop synchrophase acts much like a synchronizer to precisely match rpm, but the synchrophaser goes one step further. It not only matches rpm but actually compares and adjusts the positions of the individual blades of the propellers in their arcs. There can be significant propeller noise and vibration reductions with a propeller synchrophaser. From the pilot’s perspective, operation of a propeller synchronizer and a propeller synchrophaser are very similar. A synchrophaser is also commonly referred to as prop sync, although that is not entirely correct nomenclature from a technical standpoint. 

As a pilot aid to manually synchronizing the propellers, some twins have a small gauge mounted in or by the tachometer(s) with a propeller symbol on a disk that spins. The pilot manually fine tunes the engine rpm so as to stop disk rotation, thereby synchronizing the propellers. This is a useful backup to synchronizing engine rpm using the audible propeller beat. This gauge is also found installed with most propeller synchronizer and synchrophase systems. Some synchrophase systems use a knob for the pilot to control the phase angle. 

## Fuel Crossfeed 

Fuel crossfeed systems are also unique to multiengine airplanes. Using crossfeed, an engine can draw fuel from a fuel tank located in the opposite wing. 

On most multiengine airplanes, operation in the crossfeed mode is an emergency procedure used to extend airplane range and endurance in OEI flight. There are a few models that permit crossfeed as a normal, fuel balancing technique in normal operation, but these are not common. The AFM/ 

POH describes crossfeed limitations and procedures that vary significantly among multiengine airplanes. 

Checking crossfeed operation on the ground with a quick repositioning of the fuel selectors does nothing more than ensure freedom of motion of the handle. To actually check crossfeed operation, a complete, functional crossfeed system check should be accomplished. To do this, each engine should be operated from its crossfeed position during the run-up. The engines should be checked individually and allowed to run at moderate power (1,500 rpm minimum) for at least 1 minute to ensure that fuel flow can be established from the crossfeed source. Upon completion of the check, each engine should be operated for at least 1 minute at moderate power from the main (takeoff) fuel tanks to reconfirm fuel flow prior to takeoff. 

This suggested check is not required prior to every flight. Crossfeed lines are ideal places for water and debris to accumulate unless they are used from time to time and drained using their external drains during preflight. Crossfeed is ordinarily not used for completing single-engine flights when an alternate airport is readily at hand, and it is never used during takeoff or landings. 

## Combustion Heater 

Combustion heaters are common on multiengine airplanes. A combustion heater is best described as a small furnace that burns gasoline to produce heated air for occupant comfort and windshield defogging. Most are thermostatically operated and have a separate hour meter to record time in service for maintenance purposes. Automatic over temperature protection is provided by a thermal switch mounted on the unit that cannot be accessed in flight. This requires the pilot or mechanic to actually visually inspect the unit for possible heat damage in order to reset the switch. 

When finished with the combustion heater, a cool-down period is required. Most heaters require that outside air be permitted to circulate through the unit for at least 15 seconds in flight or that the ventilation fan can be operated for at least 2 minutes on the ground. Failure to provide an adequate cool down usually trips the thermal switch and renders the heater inoperative until the switch is reset. 

## Flight Director/Autopilot 

Flight director/autopilot (FD/AP) systems are common on the better-equipped multiengine airplanes. The system integrates pitch, roll, heading, altitude, and radio navigation signals in a computer. The outputs, called computed commands, are displayed on a flight command indicator (FCI). The FCI replaces the conventional attitude indicator on the instrument panel. The FCI is occasionally referred to as a flight director indicator (FDI) or as an attitude director indicator (ADI). 

