CHAPTER 1 - DESCRIPTION

CONTENTS

Page

GENERAL .. .. .. ..
W G INE CONTROL .. .. . V

Controls .. .. ..
On the ground .. ..
In flight .. .. ..
Water/methanol injection

PROPELLER .. .. .. ..
Fine pitch stops .. ..
Control .. .. ..
Feathering and unfeathering
Propeller synchro system
Safety devices: .. ..
1. Electro-hydraul ic stop
2. Automatic feathering

ICING .. .. .. ..
Power unit ice protection
Fuel filter de-icing ..

Contents
Nov. 23/66 Chapter 1
 CHAPTER 1 - DESCRIPTION
GENERAL

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 two-stage centrifugal
compressor, seven combustion chambers, and a two-stage axial flow turbine. The
compressor is directly coupled through a shaft to the turbine and the propeller
is driven from the compressor through a compound reduction gear.

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

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 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.

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 flow meters 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.

1
Dec.14/61 Chapter 1
 ENGINE CONTROL

Controls

Engine speed i s c o n t r o l l e d by t h e v a r i a b l e p i t c h p r o p e l l e r through its engine

driven controller u n i t . The p i t c h changes a u t o m a t i c a l l y t o a b s o r b a l l s u r p l u s
t u r b i n e power above t h a t r e q u i r e d t o d r i v e t h e compressor and a c c e s s o r i e s a t any
given s p e e d . Engine speed i s dependent e n t i r e l y on t h e p r o p e l l e r system i n
normal f l i g h t , w h i l s t power may be v a r i e d from t h e b a s i c i n t e r c o n n e c t i o n u s i n g
t h e f u e l datum c o n t r o l . T h i s i s provided by a 3 p o s i t i o n f u e l datum switch
o p e r a t i n g an a c t u a t o r i n t h e engine c o n t r o l l i n k a g e . As the operating
temperature of t h e engine i s d i r e c t l y r e l a t e d t o t h e p r e v a i l i n g ambient a i r
t e m p e r a t u r e , i t is necessary t o use t h i s c o n t r o l t o vary t h e r e l a t i o n between
t h e engine speed and f u e l flow t o e n s u r e t h e o p e r a t i n g temperatures a r e
acceptable .

I The high p r e s s u r e f u e l cock l e v e r s i t u a t e d i n t h e crew compartment is a

f u r t h e r engine c o n t r o l having t h e d u a l f u n c t i o n of a high p r e s s u r e f u e l cock
i n t h e engine f u e l system and p r o p e l l e r f e a t h e r i n g s e l e c t o r . In t h e closed
p o s i t i o n t h e high p r e s s u r e cock o p e r a t e s a micro switch which c u t s o f f t h e supply
of water/methanol, and i n t h e ' f e a t h e r ' p o s i t i o n it o p e r a t e s a n o t h e r micro
s w i t c h which i s o l a t e s t h e a u t o f e a t h e r i n g c i r c u i t of t h e o t h e r e n g i n e .

Low p r e s s u r e f u e l cocks a r e provided i n t h e a i r c r a f t f u e l system and a r e

I electrically o p e r a t e d by s w i t c h e s i n t h e crew compartment.

On t h e ground
When t h e p i l o t ' s t h r o t t l e i s opened from t h e c l o s e d p o s i t i o n , t h e p r o p e l l e r
b l a d e s i n i t i a l l y remain on t h e ground f i n e p i t c h s t o p . A s t h e f u e l flow
i n c r e a s e s , t h e engine speed p r o g r e s s i v e l y r i s e s u n t i l t h e power i s s u f f i c i e n t t o
o b t a i n t h e minimum c o n s t a n t speed r . p . m . of 1 0 , 4 0 0 . From t h i s p o i n t , a
s i g n i f i c a n t range of t h e p i l o t ' s t h r o t t l e w i l l produce more power without
i n c r e a s e i n engine speed u n t i l t h e p r o p e l l e r c o n t r o l l e r s e l e c t s a h i g h e r speed
t h a n 10,400 r . p . m . F u r t h e r movement of t h e p i l o t ' s t h r o t t l e w i l l g i v e
p r o g r e s s i v e i n c r e a s e s i n speed and f u e l flow, a s s e t by t h e ground e n g i n e e r ,
t o e n s u r e t h a t power and j . p . t . response a r e w i t h i n t h e a c c e p t a b l e l i m i t s .

Oct. 31/68 Chapter 1

 Moving t h e f u e l datum trimmer towards ' d e c r e a s e ' reduces t h e f u e l flow, and
hence power, f o r any given p o s i t i o n of t h e p i l o t ' s t h r o t t l e l e v e r ; a t low
engine r.p.m., when t h e p r o p e l l e r b l a d e s a r e on t h e i r ground f i n e p i t c h s t o p ,
engine speed w i l l a l s o be reduced. Therefore, when advancing t h e p i l o t ' s
t h r o t t l e l e v e r from ' c l o s e d * under t h e s e c o n d i t i o n s , i t must be moved n e a r e r t o
'open' b e f o r e minimum c o n s t a n t speed i s achieved; t h e l e v e r t r a v e l then
r e q u i r e d b e f o r e a h i g h e r r.p.m. i s s e l e c t e d i s thereby reduced

In f l i g h t

A t take-off, i n i t i a l engine c o n t r o l i s i d e n t i c a l t o t h a t on t h e ground.

With i n c r e a s e s of forward speed, t h e p r o p e l l e r p i t c h p r o g r e s s i v e l y coarsens
and a p i t c h above t h e f l i g h t f i n e p i t c h s t o p w i l l be achieved a t a l l ambient
conditions.

During climb and c r u i s e , t h e p i l o t ' s t h r o t t l e w i l l be s e t t o g i v e an engine

speed w i t h i n t h e c o n s t a n t speeding range of t h e p r o p e l l e r c o n t r o l u n i t , and
t h e f u e l datum set t o g i v e a j . p . t . and f u e l flow w i t h i n a c c e p t a b l e l i m i t s .
The f u e l datum, when used, reduces t h e j . p . t . and f u e l flow a t any s e l e c t e d
engine speed, t h u s allowing, w i t h i n t h e range of t h e f u e l datum, i n d i v i d u a l
c o n t r o l of j . p . t . and power.

During normal descent, t h e p r o p e l l e r p i t c h i s 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 maintain minimum
c o n s t a n t speed (10,400 r.p.m.). The t h r o t t l e w i l l normally be used t o make
adjustment of power a t minimum c o n s t a n t speed, u n t i l t h e speed 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 reaches a p o s i t i o n where engine speeds above 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
adjustments @f power a t minimum oonstant speed.

A t low a i r c r a f t speeds d u r i n g landing, 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 flow, 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
f l i g h t f i n e p i t c h stop. The engine speed and r e s u l t a n t windmilling 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 speed, and engine
speeds below t h e minimum c o n s t a n t speed r.p.m. must be expected.

3
D e c . 14/61 Chapter 1
 20 40 60 80
-
THROTTLE OPWIUC % &mar.
Fig.2 Variation of shaft horsepower
Fig.1 Variation of shaft horsepower
(static) (in flight)

FULLY 20 40 60 FfflAY
CLOSE0
-
TIIROTTLL W I N G k, & ~ U X .
OPEN
80s~

Fig.3 Variation of r.p.m. (static) Fig.4 Variation of r.p.m. (in flight)

4
Chapter 1
 Water/methanol i n j e c t i o n

A water/methanol i n j e c t i o n system is f i t t e d t o t h e engine t o boost t h e power

of t h e engine f o r take-off. The use of water/methanol is r e s t r i c t e d t o ambient
a i r temperature 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
I Flight Manual) and I . S . A . p l u s 35 deg.C. and up t o an a l t i t u d e of 10,000 f e e t .
Water/methanol pumped from a i r c r a f t tanks is i n j e c t e d i n t o t h e compressor and
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. This
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 wet r a t e d power
of t h e engine 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 tank
pumps and open e l e c t r i c a l l y operated c x k s i n t h e l i n e s t o t h e engine;
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 is i n d i c a t e d by l i g h t s .
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 14,200 r.p.m. position
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 engine. When a t h r o t t l e
l e v e r is closed below 14,200 r.p.m. (approximately), t h e water/methanol flow
f o r t h e a s s o c i a t e d engine w i l l be c u t o f f by t h e c o n t r o l u n i t . When an H.P.
cock is c l o s e d , o r when an auto-feathering c i r c u i t is e n e r g i z e d , water/methanol
i n j e c t i o n a u t o m a t i c a l l y ceases f o r t h e a s s o c i a t e d engine.

A f o u r bladed v a r i a b l e p i t c h p r o p e l l e r is f i t t e d t o t h e art 514 engine.

The p r o p e l l e r has a p i t c h range from z e r o t o f u l l y f e a t h e r e d (82 degrees)
and i n c o r p o r a t e s automatic c o n t r o l s and i n d i c a t o r and warning l i g h t s .
The p r o p e l l e r has two f i n e p i t c h s t o p s .

Fine p i t c h s t o p s
1. Ground f i n e p i t c h s t o p
This is a f i x e d s t o p s e t a t z e r o degrees and is provided f o r use on t h e ground
when s t a r t i n g and d u r i n g i n i t i a l a c c e l e r a t i o n , and t o provide maximum d r a g
and thereby a s s i s t r e t a r d a t i o n of t h e a i r c r a f t a f t e r touch down.

2. Flight fine pitch stop

This is a removable mechanical s t o p ( a t a p o s i t i o n corresponding t o 1 8 . 5
degrees blade angle) t o prevent t h e p r o p e l l e r achieving ground f i n e p i t c h
when i n t h e a i r . The s t o p must always be engaged i n f l i g h t t o ensure t h a t
windmilling d r a g does not become excessive under any c o n d i t i o n s .

5
Oct. 31;/68 Chapter 1
 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

I pressure controlled electrically. A flight fine pitch stop warning light

indicates that the electrical circuits to withdraw the flight fine pitch
stops for both propellers are energized when the flight fine pitch stop
lever is selected withdrawn.

If the flight fine pitch stops are not selec'ted lwithdrawnl on touchdown,
C
4
m , a warning horn sounds. This reminds the pilot that engine overheating
G

I
r(
k
will occur unless the stops are withdrawn immediately. Two warning lights
a
U operated by blade angle switches also come on when the blades are in the
G
e pitch range below the flight fine pitch stop.
d
a
a Control
f
d
Ll
PI
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
pilotls throttle.

Control of the flight fine pitch stops of both propellers is through a lever
I situated in the crew compartment. This lever automatically moves to the engaged
position when both throttle levers are opened through the taxying r.p.m.
position. Manual selection is necessary to return the lever to the withdrawn
> position immediately on touch down to obtain the maximum windmilling drag, and
f:
m to prevent the engine from overheating. The flying control locks, when
?
k
engaged, will hold the flight fine pitch stop lever in the withdrawn position

E
during all ground running and taxying. A throttle stop unit restricts
0
I combined movement of both throttles to the taxying r.p.m. position, but allows
N
\
00 either throttle to be opened to a higher power. This will ensure that under
pc these conditions the propeller returns to the ground fine pitch stop when the
d throttle is closed.

6
Sept. 9/69 Chapter 1
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. When manually feathering the propeller this is achieved by
moving the H.P. cock to the 'feather' position, thus mechanically lifting this
governor valve. The feathering pump must be operated by holding a spring
loaded switch in the 'on' position 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.

Unfeathering is effected by moving the H.P. cock from the 'feather' to the
'closed' or 'open' positions. This allows the governor valve to assume a
position which directs oil to the fine side of the main operating piston in
the propeller; the feathering pump must be operated until unfeathering is
complete.

Propeller synchro system

On aircraft featuring synchronizers, both engines have an alternator and

the slave engine also has a corrector mdtor connected to the pilot 'S throttle
linkage. A difference in speed between the slave alternator and the master
alternator gives a signal to the corrector motor. This adjusts the r.p.m.
until the propellers are synchronized.

A friction damper is fitted in the nacelle so that the corrector motor

does, in fact, move the engine controls and not the associated pilot's
throttle lever.

Care in throttle handling is necessary, as rapid throttle movements can

disturb the synchronizer motor datum setting.

Safety devices

1. Electro-hydraulic stop

In the event of any failure in flight which allows the blades of either
propeller to move below the flight fine pitch stop, a signal from the
blade switch set at 16.5 degrees will automatically coarsen the propeller

7
Dec.14/61 Chapter 1
 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 small 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 is
s u f f i c i e n t t o maintain a p r o p e l l e r p i t c h above 1 6 . 5 d e g r e e s . Whenever
automatic 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 BELOW F.F.P. STOP i n d i c a t o r
l i g h t w i l l come on.

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 e v e n t 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 , automatic f e a t h e r i n g f a c i l i t y i s provided; t h i s i s achieved
by l i f t i n g t h e governor v a l v e o f t h e P.C.U. and s w i t c h i n g on t h e f e a t h e r i n g
pump a u t o m a t i c a l l y . A s o l e n o i d v a l v e , which allows 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 , i s e n e r g i z e d through a
p r e s s u r e s e n s i t i v e s w i t c h set t o 50 p . s . i . torque p r e s s u r e i n s e r i e s with
s w i t c h e s on t h e H.P. cock and t h r o t t l e . These switches o p e r a t e only when
t h e H.P. cock is open and t h e t h r o t t l e i s set t o an r.p.m. i n e x c e s s of 1 1 , 5 0 0 ,
o r 12,800 i f H.S.A. Mod.3741 i s embodied,

I f t h e p r o p e l l e r of one engine 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 e n s u r e s

t h a t t h e p r o p e l l e r of t h e o t h e r engine 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 t h a n 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 f a i l e d
engine.

ICING
- t

The e n g i n e i s sadeguarded from t h e e f f e c t s of i c e by two systems a s f o l l o w s :

1. Power u n i t i c e p r o t e c t i o n system.
2 . De-icing system f o r e l i m i n a t i n g i c e i n t h e engine f u e l f i l t e r , and i n d i c a t o r
light for detection.

Power u n i t i c e p r o t e c t i o n

P r o t e c t i o n a g a i n s t i c i n g is obtained by e l e c t r i c a l s u r f a c e h e a t i n g on t h e nose
cowl and p r o p e l l e r and s p i n n e r .

The system i s normally s e l f - c o n t a i n e d i n each power u n i t w i t h i t s own

a l t e r n a t i n g c u r r e n t supply system, b u t , i n t h e e v e n t of a n a l t e r n a t o r supply
f a i l u r e , p r o v i s i o n i s made i n t h e c i r c u i t s t o permit t h e remaining s e r v i c e a b l e
a l t e r n a t o r t o m a i n t a i n power t o t h e power u n i t i c e p r o t e c t i o n systems of both
engines.

Dec. l O / ' l l 8
Chapter 1
 A switch is provided t o s e l e c t t h e sequencing times of t h e c y c l i n g u n i t ; SLOW
a t i n d i c a t e d O.A.T. below minus 6 deg.C., and FAST a t i n d i c a t e d O.A.T. between
minus 6 deg.C. and p l u s 1 0 deg.C.

, T h u s , with t h e a l t e r n a t o r switch i n t h e RUN p o s i t i o n and t h e ENGINE DE-ICE

switch i n t h e SLOW o r FAST p o s i t i o n , h e a t i n g i s obtained continuously i n a p o r t i o n
of t h e nose cowl and through a n automatic c y c l i c switch t o t h e r e s t of t h e nose
cowl, p r o p e l l e r and s p i n n e r . A green ENGINE DE-ICE i n d i c a t o r l i g h t f o r t h e engine
C
.rl s e l e c t e d w i l l show t h e sequence of o p e r a t i o n of t h e c y c l i c c i r c u i t s , i . e . f l a s h i n g
cd
C,
-4 when e i t h e r of t h e c y c l i c l o a d s a r e on, and s t e a d y when only t h e nose cowl
k
m continuous load i s on. The f l a s h frequency is between 150 and 250 p e r minute
C,
with FAST s e l e c t e d and between 50 and 100 with SLOW s e l e c t e d . An ENGINE DE-ICE
TEST ammeter i s provided, having both engine and PHASE s e l e c t o r s w i t c h e s , t o check
'El
P, t h e c u r r e n t i n each phase from e i t h e r of t h e de-icing a l t e r n a t o r s , and a 200 VOLTS
, ,C,
C
d
k
A.C. SUPPLIES v o l t m e t e r and ALTERNATOR VOLTS engine s e l e c t o r switch i s provided
P4
t o check t h e l i n e v o l t a g e of e i t h e r a l t e r n a t o r .

I n a d d i t i o n each A l t e r n a t o r has a LOW VOLTAGE & EARTH LEAK, and ALTernator

FAILURE and, on some a i r c r a f t , OVERHEAT warning l i g h t s .

Oleo l e g operated switches prevent f u l l v o l t a g e being obtained on t h e ground,

but allow t h e system t o be operated f o r check purposes.

Fuel f i l t e r de-icing

P r o t e c t i o n a g a i n s t i c e formation w i t h i n t h e f u e l system i s provided by a hot

a i r f u e l h e a t e r j u s t upstream of t h e L.P. f u e l f i l t e r .
n
U
- ;C The hot a i r supply t o t h e f u e l h e a t e r is c o n t r o l l e d by e i t h e r a two p o s i t i o n
(0
' a o r a t h r e e p o s i t i o n valve which may be operated manually o r , should t h e r e be an
.'9
E e x c e s s i v e p r e s s u r e drop a c r o s s t h e L.P. f u e l f i l t e r , by an automatic system

*
EX energized by a d i f f e r e n t i a l p r e s s u r e s w i t c h .

Each e n g i n e ' s f u e l h e a t e r is c o n t r o l l e d by a t h r e e ( o r a f o u r ) p o s i t i o n FUEL

! a HEATERS switch i n t h e crew compartment. The t h r e e p o s i t i o n switch may be s e t

t o AUTO -
OFF -
ON while t h e f o u r p o s i t i o n switch may be s e t t o AUTO OFF - -
1 HALF heat - FULL h e a t .

A FUEL HEATERS l i g h t i s f i t t e d near each switch and comes on t o i n d i c a t e

when t h e hot a i r valve s o l e n o i d i s energized t o t h e f u l l y open p o s i t i o n by e i t h e r
t h e manual o r t h e automatic system.

Chapter 1
l The f u e l te'mperature should be k e p t above p l u s 5 deg.C.
t h e FUEL TEMP. warning l i g h t s which come on a t , o r below, t h i s temperature and
e i t h e r by monitoring

u s i n g f u e l h e a t a s r e q u i r e d o r , on a i r c r a f t n o t s o f i t t e d , by using f u e l h e a t
con$inuously a t o r below minus 1 5 deg.C. O.A.T.

10

Dec. 19/68 Chapter 1