-

CHAPTER 1

DESCRIPI'ION

CONTENTS
Printed
in
O""land

.. .. ." .. ..
". .. . ..
.. .. .. .. .. .. .. .. .. ..
ENGINE CONTROL
Controls
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..
.
.
.
.
.
.
.. ..
On the ground
In flight
.. .... .... .... .... . .... .... .... .... ....
Water/methanol injection
.. .. .. .. .. ..
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PROPELLER
. ..
. . .. ." .. .. .. .
Ground fine pitch stop . . ' . . . . . . . . .. .. .. ..
.. . .. .. ..
Flight fine pitch stop (Low pitch stop)
Control . . . . . . . . ..
.
.
.
..
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Feathering and unfeathering .. ..
. . .. .. .. .. ..
Safety devices:
Electro hydraulic stop
.. . ... . . .. ..
Automatic feathering
..
.. .. . ..
ICING .. .. .. .. ..
.. .. .. .. .. .. .. ..
Power unit ice protection
. . .... .... .... .... .. .. .. .. .. ..
Fuel filter de-icing
..
INTRODUCTION

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CHAPTER 1

DESCRIPTION

INTRODUCTION
The Dart is a gas turbine engine designed to drive a propeller and to give
a small amount of jet thrust.

The main components are a 2-stage centrifugal

compressor, seven combustion chambers, and a 2-stage axial flow turbine.

The compressor is directly coupled through a shaft to the turbine and the
Printed

propeller is driven from the compressor through a compound reduction gear.

~ni:and
.

t-

The operating cycle is a continuous process of compressing air in the

2-stage compressor, adding fuel to produce heat in the combustion chambers,
and then allowing hot gases to expand through the turbine to produce power.
Most of the energy in the expanding gases is absorbed by the turbine to
drive the compressor and propeller.

However, some useful energy remains

in the exhaust gases and produces the jet thrust.

Engine power is dependent

on the mass flow and average temperature of the gas passing through the turbine;
the mass flow is controlled by varying the engine speed through a variable
pitch propeller and the temperature by control of fuel flow,
Changes in shaft horse power, occasioned by increasing or decreasing fuel
flow, must be accompanied by a corresponding change in the air flow to
maintain the correct gas temperature (j.p,t.).

The propeller speed control

is, therefore, interconnected with the throttle to maintain fuel and air flows
in the correct ratio, and to ensure a progressive response of power; this
gives single lever control of the engine power.

The relation between engine

speed and fuel flow is set by the Ground Engineer, based on limits for
individual engines, which are established on engine bench test and are given
on the engine data plates.

May 1/61

Chapter 1

The gas temperature gauge (j.p.t.) calibrated in degrees centigrade, and the
engine speed indicator, are the main instruments used when controlling the
engine.

Fuel flowmeters are used when monitoring the engine during certain

phases of flight and provide a check on engine performance.

A torquemeter

pressure gauge provides supplementary indication of engine shaft horse power,

but it is mainly intended as a power failure indicator.

ENGINE CONTROL
Controls
Engine speed is controlled by the variable pitch propeller through its engine
driven controller unit.

The pitch changes automatically to absorb all surplus

turbine power above that required to drive the compressor and accessories at any
given speed.

Engine speed is dependent entirely on the propeller system in

normal flight, whilst power may be varied from the basic interconnection using
the fuel datum control.

This is provided by a 3-position fuel datum switch

operating an actuator in the engine control linkage.

As the operating

temperature of the engine is directly related to the prevailing ambient air

temperature, it is necessary to use this control to vary the relation between
the engine speed and fuel flow to ensure the operating temperatures are
acceptable.
l

The high pressure fuel cock lever situated in the cockpit is a further engine
control having the dual function of a high pressure fuel cock in the engine fuel

00 4

.l&
?

?'
4

system and propeller feathering selector.

In the FEATHER position, the high

pressure cock operates a micro-switch which cuts off the supply of water/methanol
to the feathered engine, and isolates the auto-feathering circuit of the other engine.
Fuel shut-off valves are provided in the aircraft fuel system and are
electrically operated by a switch in the cockpit.

2
Nov. 20/62

Chapter 1

On the ground
When the pilot's throttle is opened from the closed position the propeller
blades initially remain on the ground fine pitch stop.

As the fuel flow

increases, the engine speed progressively rises until the power is sufficient
to obtain the minimum constant speed r.p,m. of 10,400,

From this point, a

significant range of the pilot's throttle will produce more power without
increasing the engine speed until the propeller controller selects a higher
Printed
n in
land

speed then 10,400 r.p.m.

Further movement of the pilot's throttle will

give progressive increases in speed and fuel flow, as set by the Ground

Engineer, to ensure that power and j.p,t.

response are within the acceptable

limits.
Moving the fuel datum trimmer towards DECREASE reduces the fuel flow and
hence power for any given position of.thepilot's throttle lever; at low
engine r.p.m.,

when the propeller blades are on their ground fine pitch stop,

engine speed will also be reduced.

Therefore, when advancing the pilot's

throttle lever from CLOSED under these conditions, it must be moved nearer to

OPEN before minimum constant speed is achieved; the lever travel then
required before a higher r.p.m.

is selected is thereby reduced.

In flight
At take-off, initial engine control is identical to that on the ground.
With increases of forward speed, the propeller pitch progressively coarsens
and a pitch above the flight fine pitch stop will be achieved at all ambient
conditions.
During climb and cruise, the pilot's throttle will be set to give an engine
speed within the constant speeding range of the propeller control unit, and
the fuel datum set to give a 3.p.t. and fuel flow within acceptable limits,
The fuel datum, when used, reduces the j.p.t.

and fuel flow at any selected

engine speed thus allowing, within the range of the fuel datum, individual
control of j.p.t.

and power,

May 1/61

Chapter 1

80
FULLY
OMN
THROTT1E OPENING % of mrx.
Fig. l Variation of ehaft horeepawer (static)

"FULLY

CLOSI[D

FULLY

20

40

60

40
60
80
FULLY
O W
THROTTLE OPENING % OFm m
Ffg. S Variation of r.p.m. (static)

CLOSED

F-Da6-FaF

20

May 1/61

Fig. 2 Variation of shaft horeepower (hflight)

FULLY

CLOSED

40

$0
THROTTLE OPENING % af mrx.
20

60

FULLY

OPEN

84350

4
Chapter l

During normal d e s c e n t , t h e p r o p e l l e r p i t c h is always above t h e f l i g h t f i n e

p i t c h s t o p , t h u s p e r m i t t i n g t h e p r o p e l l e r c o n t r o l u n i t t o m a i n t a i n minimum
c o n s t a n t speed ( 1 0 , 4 0 0 r . p . m . ) .

The t h r o t t l e w i l l normally be used t o make

a d j u s t m e n t of power a t minimum c o n s t a n t s p e e d , u n t i l t h e s p e e d l e v e r of t h e
p r o p e l l e r c o n t r o l u n i t r e a c h e s a p o s i t i o n where e n g i n e s p e e d s above t h e minimum
are selected.

A d d i t i o n a l l y , t h e f u e l datum c o n t r o l can be used t o make f i n e

a d j u s t m e n t s of power a t minimum c o n s t a n t s p e e d .

A t low a i r c r a f t s p e e d s d u r i n g l a n d i n g , w i t h t h e p i l o t ' s t h r o t t l e c l o s e d

f u l l y t o g i v e i d l i n g f u e l f l o w , t h e p r o p e l l e r p i t c h w i l l be r e s t r i c t e d by t h e
flight fine pitch stop.

The e n g i n e speed and r e s u l t a n t w i n d m i l l i n g d r a g , w i l l ,

t h e r e f o r e , be d i r e c t l y dependent on t h e a i r c r a f t forward s p e e d , and e n g i n e

s p e e d s below t h e minimum c o n s t a n t s p e e d i n g r . p . m . must be e x p e c t e d .

Water/methanol i n j e c t i o n
A t h i g h ambient a i r t e m p e r a t u r e s i t i s n e c e s s a r y t o reduce t h e f u e l flow t o

m a i n t a i n t h e j . p . t . w i t h i n l i m i t s r e s u l t i n g i n a n a p p r e c i a b l e r e d u c t i o n i n power.
A water/methanol

i n j e c t i o n system i s t h e r e f o r e f i t t e d t o t h e e n g i n e t o r e s t o r e

t h i s power l o s s a t take-off

conditions only.

The u s e of water/methanol i s

r e s t r i c t e d t o ambient a i r t e m p e r a t u r e s between minus 30 deg.C. ( s u b j e c t t o any

l i m i t a t i o n s i n t h e F l i g h t Manual) and 1 . S A . p l u s 35 deg.C. and up t o an
a l t i t u d e of 1 0 , 0 0 0 f e e t .

Water/methanol pumped from t h e a i r c r a f t t a n k s i s

i n j e c t e d i n t o t h e compressor and i s c o n t r o l l e d by t h e water/methanol u n i t f i t t e d

t o t h e engine.

T h i s a u t o m a t i c a l l y a d j u s t s t h e water/methanol flow t o o b t a i n

t h e w e t r a t e d power of t h e e n g i n e a t t h e p r e v a i l i n g ambient c o n d i t i o n s .
P i l o t c o n t r o l of t h i s system is r e s t r i c t e d t o t h e water/methanol master s w i t c h e s ,
which s t a r t t h e t a n k pumps and open e l e c t r i c a l l y o p e r a t e d cocks i n t h e l i n e s t o
t h e engine;
lights.

s a t i s f a c t o r y f u n c t i o n i n g of t h e pumps and cocks i s i n d i c a t e d by

Movement of t h e p i l o t ' s t h r o t t l e l e v e r beyond t h e range 1 4 , 1 0 0 t o

1 4 , 4 0 0 r . p . m . i n i t i a t e s c o n t r o l by t h e water/methanol u n i t on t h e e n g i n e .

When

a t h r o t t l e l e v e r i s c l o s e d below t h e range 1 4 , 1 0 0 t o 14,400 r . p . m . a p p r o x . t h e

water/methanol flow f o r t h e a s s o c i a t e d e n g i n e w i l l be c u t o f f by t h e c o n t r o l
unit.

When an H.P. cock i s a t FEATHER, o r when t h e a u t o - f e a t h e r i n g c i r c u i t

is e n e r g i z e d , w a t e r methanol l n j e c t i o n a u t o m a t i c a l l y c e a s e s f o r t h e a s s o c i a t e d

engine.

Oct. 31/68

Chapter 1

PROPELLER

A four bladed variable pitch propeller is fitted, which has a pitch range
from zero to fully feathered (82 degrees) and incorporates automatic controls
and indicator and warning lights.

The propeller has two fine pitch stops.

Ground fine pitch stop

This is a fixed abutment at zero degrees and is provided for use on the
ground when starting and during initial acceleration, and to provide maximum
drag and thereby assist retardation of the aircraft after touchdown.

Flight fine pitch stop (Low pitch stop)

This is a removable mechanical stop (at a position corresponding to 20.8
degrees blade angle) to prevent the propeller achieving ground fine pitch when
in the air.

The stop must always be engaged in flight to ensure that windmilling

drag does not become excessive under any conditions.

The flight fine pitch stop

when engaged does not prevent the blades from coarsening, but it does prevent the
blades once they are past the stop from moving back into ground fine pitch.
This stop is withdrawn by hydraulic pressure controlled electrically.
The flight fine pitch stop withdrawal is electrically selected by moving both
throttles to the IDLING position, lifting and pulling the pilot's right throttle
lever fully rearwards and then releasing when positive indication of withdrawal
is observed.

The stop will remain withdrawn until either one or both throttles

are advanced beyond the 14,000 r.p.m. position, when the flight fine pitch stops
will be engaged.

Control
The propeller speed is controlled by a propeller control unit which is a
variable datum governor driven from the engine.

It maintains the engine speed

constant in the range 10,400 r.p.m. to 14,500 r.p.m. when selected on the pilot's
throttle.

Nov.20/62

Chapter 1

If an engine is to be run on the ground to a higher power than 14,000

r.p.m,,

the flying surface control lock must be engaged; this ensures that

the flight fine pitch stops are removed and the electro-hydraulic stops are
rendered inoperative.

The surface control lock, when in the engaged position,

only allows one engine at a tipe to be opened above 11,000 r.p.m.

A flight fine unlock indicator light glows when the electrical circuit
Printed
0::and

to withdraw the flight stop is energized.

A flight fine lock unsafe warning light is provided, together with a three
position (Positive-Off-Negative) test switch.

Should the light come on

with the switch in either positive or negative position, a fault is indicated

in the appropriate section of the electrical circuit operating the withdrawal
lock, such that the system is no longer double failure proof.
Should any propeller indicator light come on in flight or the test switch
reveal a circuit fault, the flight fine emergency switch should be set to
EMERGENCY.

Feathering and unfeathering

To feather the propeller, the governor valve of the propeller control unit
must be lifted to direct oil to the coarse side of the main operating piston
in the propeller,

Manual feathering of the propeller is effected by moving

the H,P, cock to the 'feather' position, thus mechanically lifting this
governor valve.

The feathering pump must be operated by the feathering

button until feathering is complete.

An amber feathering pump warning

light is fitted in each feathering pump circuit to indicate when current

is being supplied to the feathering pump motor.

May 1/61

Chapter 1

Unfeathering i s e f f e c t e d by moving t h e H.P.

t o t h e CLOSED o r OPEN p o s i t i o n s .

f u e l v a l v e l e v e r from t h e FEATHER

This allows t h e governor v a l v e t o assume a

p o s i t i o n which d i r e c t s o i l t o t h e f i n e s i d e of t h e main o p e r a t i n g p i s t o n i n t h e '

propeller;

t h e f e a t h e r i n g pump must be o p e r a t e d u n t i l u n f e a t h e r i n g i s complete.

Safety devices

1.

Electro-hydraulic

stop

I n t h e e v e n t of any f a i l u r e i n f l i g h t which a l l o w s t h e b l a d e s of e i t h e r
p r o p e l l e r t o move below t h e f l i g h t f i n e p i t c h s t o p , a s i g n a l from t h e blade
s w i t c h set a t 1 8 . 8 degrees w i l l a u t o m a t i c a l l y c o a r s e n t h e p r o p e l l e r u n t i l
t h e b l a d e s w i t c h breaks t h e c i r c u i t .

Hunting of t h e p r o p e l l e r over a s m a l l

a n g u l a r range w i l l t h e r e f o r e occur u n l e s s t h e a i r speed o r power i s

s u f f i c i e n t t o m a i n t a i n a p r o p e l l e r p i t c h above 1 8 . 8 degrees.

Whenever

a u t o m a t i c c o a r s e n i n g of t h e p r o p e l l e r o c c u r s , t h e p r o p e l l e r BELOW FINE LOCK

i n d i c a t o r lamp w i l l come on;

t h i s lamp a l s o g i v e s p o s i t i v e i n d i c a t i o n of

normal l o c k ( s t o p ) o p e r a t i o n , i . e . , t h a t t h e b l a d e s go i n t o ground f i n e
p i t c h on l a n d i n g and t h a t t h e y go i n t o t h e f l i g h t p i t c h range d u r i n g t a k e - o f f .
2.

Automatic f e a t h e r i n g
To avoid e x c e s s i v e d r a g i n t h e event of a n e n g i n e f a i l u r e , p a r t i c u l a r l y
d u r i n g t a k e - o f f , an automatic f e a t h e r i n g f a c i l i t y is provided;
achieved by l i f t i n g t h e P.C.U.
pump a u t o m a t i c a l l y .

t h i s is

governor v a l v e and s w i t c h i n g on t h e f e a t h e r i n g

The f e a t h e r i n g pump and a s o l e n o i d v a l v e which a l l o w s

o i l p r e s s u r e from t h e p r o p e l l e r c o n t r o l u n i t t o l i f t t h e governor v a l v e , a r e
e n e r g i z e d through a r e l a y which i s e n e r g i z e d by a t o r q u e - p r e s s u r e s e n s i t i v e
s w i t c h i n s e r i e s w i t h s w i t c h e s o p e r a t e d by t h e power l e v e r and H.P. f u e l v a l v e
lever.

Thus, t h e a u t o - f e a t h e r i n g c i r c u i t w i l l only o p e r a t e i f , on t h e

' f a i l e d ' e n g i n e , t o r q u e p r e s s u r e drops below 5 0 p . s . i . , t h e H.P. f u e l v a l v e

l e v e r i s a t OPEN and t h e power l e v e r i s set i n advance of t h e 1 3 , 0 0 0 r.p.m.
position.

The H.P. f u e l v a l v e l e v e r on t h e o t h e r e n g i n e m u s t be forward

of t h e FEATHER p o s i t i o n .
I f t h e p r o p e l l e r of one e n g i n e should a u t o - f e a t h e r ,

an i s o l a t i o n r e l a y ensures

t h a t t h e p r o p e l l e r o f t h e o t h e r e n g i n e cannot a u t o - f e a t h e r .
I n t h e e v e n t of a p r o p e l l e r a u t o - f e a t h e r i n g i n f l i g h t , o t h e r than on t a k e - o f f ,
t h e manual f e a t h e r i n g d r i l l must be c a r r i e d o u t immediately on t h e l a i l e d
engine.
8
Nov. 23/66

Chapter 1

ICING
The engine is safeguarded from the effects of ice by two systems as follows:
1. Power unit ice protective system.
2. De-icing system for eliminating ice in the engine fuel filter, and

indicator light for detection.

,.

Printed
Power unit ice protection
Protection against icing is obtained by electrical surface heating,
The system is self-contained in each power unit with its own cycling unit
and selective power supply f r m an alternator.

By operating the power unit

ice protection switch, heating is obtained continuously in a portion of the

air intake and through an automatic cycling unit to the rest of the intake,
propeller and spinner.

An ifzddcator light for the engine selected will

indicate operation of the cycling unit.

A test panel is provided with an

ammeter and selector switches to enable a check to be made of the heater

circuits.

A switch is provided to select the sequencing times of the cycling

unit; SLOW at temperatures below minw 6 degrees C. and FAST at temperatures

between minus 6 degrees C. and plus 10 degrees C. indicated outside air
temperature.
Fuel filter de-icing
Protection against main fuel filtericing is provided by a hot air fuel
heater just upstream of the filter.

The fuel heater is controlled by an

ON-OFT-AUTO switch (one to each engine) in the pilot's cockpit.

light is fitted for each engine.

A warning

The light, operated by a differential

pressure switch, indicates when the fuel pressure at the main filter outlet
falls to a nominal 3 p.s.i.

below the flowmeter inlet pressure.

The AUTO position gives automatic operation simultaneously with warning

light operation.

May 1/61

Chapter 1