JAR-E 840 Цялост на ротора

Shafts

(a) It shall be shown that any failure of a

shaft system will not lead to a condition

producing a Hazardous Effect at a rate in excess

of that defined as Extremely Remote. Unless it is

agreed by the Authority that the consequences of

shaft failure are readily predictable a test will be

required.

(b) It shall be established that shaft failures

will not occur at a rate in excess of that defined as

Remote.

[Ch. 7, 24.1.86; Ch. 9, 21.10.94]

(a) The most critical temperature conditions

which the turbine rotor(s) can attain in the event

of failures of the cooling air supply shall be

established by analysis and tests, as appropriate.

Failure of individual components of the Engine

that can be classified as Extremely Remote need

not be included in the analysis or tests.

(b) Where it is claimed, in complying with

JAR–E 60(f), that instrumentation is unnecessary,

evidence shall be presented to show either that the

probability of failure of any rotor(s) in service is

Extremely Remote or that appropriate inspections

(e.g. for creep growth) will be promulgated in the

relevant manuals. This evidence may be obtained

from endurance running in an Engine or on rigs,

or where adequate margins can be demonstrated,

by calculation. Where practicable, the duration of

endurance running may be reduced by

compensating increases in the test temperature.

[Ch. 7, 24.1.86; Ch. 10, 15.8.99]

Test

(1) Where the Applicant wishes to

establish a Maximum Exhaust Gas Over-temperature

limit as defined in JAR–1

compliance shall be shown with this paragraph

JAR–E 870.

(2) The test may be run, if desired, as

part of the Endurance Test. Alternatively, test

evidence may be provided from an Engine of

the same type.

(3) On conclusion of the tests, the

stripped condition of the Engine shall be

satisfactory for continued running.

(b) Test Conditions

(1) A 15-minute period at Maximum

Exhaust Gas Over-temperature shall be run

with each spool of the Engine which could be

significant to the test, at the maximum speed to

be approved (excluding the Maximum Engine

Overspeed (20 Second)).

(2) Where desired, the test may be

made up of separate runs giving a total time of

15 minutes, the time of each individual run

being no less than 2½-minutes.

[Ch. 7, 24.1.86]

for Take-Off and/or 2½-Minute

OEI Power

(a) Engines for Rotorcraft. The variation of

the tests prescribed in this Sub-Section E when

using refrigerant injection shall be agreed in

consultation with the Authority.

(b) Engines for Aeroplanes. Refrigerant

Injection Used to Increase ISA Take-off and/or

2½-Minute OEI Performance. The following

variations to the tests prescribed in this Sub-Section

E shall be made:

(1) Calibration Tests. (See JAR–E 170

and JAR–E 730). Add a calibration with

refrigerant injection to demonstrate that the

predicted power/thrust output will be achieved

at the conditions demanding maximum

refrigerant flow for each rating. This

additional calibration may be made on a

separate Engine if desired.

(2) Endurance Test (See JAR–E 740

(c)). Run all normal Take-off periods (and/or

2½-Minute OEI if applicable) of Part 1 of each

of the stages with refrigerant injection to

achieve a mean refrigerant flow rate of at least

50% of the maximum, whilst maintaining at

least the minimum declared power/thrust output

and maximum declared turbine entry

temperature.

(3) Accelerations (See JAR–E 740 (c)

and (d)). All the appropriate accelerations of

Part 1 of each of the stages shall be made with

refrigerant injection selected.

(4) Idle conditions used for power or

thrust response (See JAR–E 745). The idle

conditions appropriate to the use of maximum

refrigerant injection flow, as well as without,

shall be established.

(5) Overspeed Test (See JAR–E 830).

Two overspeeds will need to be declared if the

Take-off maximum rotational speed with

refrigerant injection differs from the Take-off

maximum rotational speed without refrigerant

injection. Only an overspeed test with

refrigerant injection need be run if all the

critical conditions are more severe with

refrigerant injection, than without. The 15-minute

overspeed test with refrigerant injection

need not be run non-stop, but the duration of

the individual periods of running at this

condition shall be not less than 3 minutes.

(c) Engines for Aeroplanes. Refrigerant

Injection Used to Restore ISA Take-off and/or

2½-Minute OEI Performance at Higher Ambient

Temperature. The following variations to the tests

prescribed in this Sub-Section E shall be made:

(1) Calibration Tests. (See JAR–E 170

and JAR–E 730). Add a calibration with

refrigerant injection to demonstrate that the

predicted power/thrust will be achieved at the

maximum declared air intake temperature

whilst running within the appropriate operating

limitations. This additional calibration may be

made on a separate Engine if desired.

(2) Endurance Test (See JAR–E 740

(c)). Run all the Take-off periods of Part 1 of

any 10 of the stages with refrigerant injection

to achieve a mean refrigerant flow rate of at

least 50% of the maximum, whilst maintaining

at least minimum declared power/thrust output

and maximum declared turbine entry

temperature. If a 2½-Minute OEI Rating is

also sought then all the Take-off and 2½-

Minute OEI periods of Part 1 in stages 3 to 12

shall be run as above.

(3) Accelerations (See JAR–E 740(c)

and (d)). All the appropriate accelerations of

Part 1 of each of the 10 required stages shall be

made with refrigerant injection selected.

(4) Idle conditions used for power or

thrust response (See JAR–E 745). The idle

conditions appropriate to the use of maximum

refrigerant injection flow, as well as without,

shall be established.

(5) Overspeed (See JAR–E 830). Run

either without refrigerant injection at the

ambient air intake temperature or with

refrigerant injection with the air intake

temperature raised to the highest sea-level

temperature at which refrigerant is to be used,

depending on which involves the more severe

running conditions. If the test is run with

refrigerant injection, the 15-minute period need

not be run non-stop, but the duration of the

individual periods of running at this condition

shall be not less than 3 minutes. The test may

be run, if desired as part of the Endurance Test.

Alternatively, test evidence from an engine of

similar design may be provided.

[Ch. 7, 24.1.86; Ch. 9, 21.10.94; Ch. 10, 15.8.99]

(a) Calibration Tests. In complying with the

requirements of JAR–E 170 and JAR–E 730,

performance curves shall be included with the

reverse thrust selected over the range of

conditions for which approval is sought.

(b) Endurance Test

(1) General

(i) The thrust reverser shall be

fitted to the Engine for the whole of the

Endurance Test of JAR–E 740 and a

representative control system shall be used.

(ii) The tests of the thrust reverser

shall be completed during the Endurance

Test of JAR–E 740, either by suitable re-arrangement

of the 6-hour stages or by

additional running before or after

individual stages or at the end of the

Endurance Test. The time to complete

each scheduled reverse thrust operation

shall be recorded.

(iii) The periods of the Endurance

Test of JAR–E 740 for which forward thrust

is prescribed may be reduced by the total

time run at equivalent conditions with

reverse thrust, except that the periods at

Take-off Thrust in Parts 1 and 5 shall not be

reduced.

reversers during the landing manoeuvre

(includes that part of the final approach from a

height of approximatively 30 m (100 ft), the

landing ground roll and, in addition, the ground

roll in an abandoned take-off) is desired, the

following tests shall be made:

(i) 25 operations from Take-off

maximum rotational speed to the declared

maximum reverse thrust conditions.

(ii) One operation to the declared

maximum reverse thrust conditions, from

each of ten speeds in the forward thrust

range (but omitting Take-off maximum

rotational speed and forward idling),

these speeds being such that the forward

thrust range is divided into

approximatively equal increments.

(iii) One operation to Take-off

maximum rotational speed from each of

15 speeds in the declared reverse thrust

range, these speeds being such that the

reverse thrust range is divided into

approximatively equal increments.

(iv) 150 cycles from a rotational

speed in the forward thrust range not

greater than that which will be achieved

in a representative aeroplane under

typical landing conditions (as declared by

the constructor), to the declared

maximum reverse thrust conditions,

sustaining the maximum reverse thrust

conditions during each cycle for the

period for which approval at these

conditions is sought. (See ACJ E

890(b)(2)(iv).)

(3) Where approval is sought also for

the use of thrust reversers en-route (includes

any stage of flight which is not part of landing

manoeuvre as defined in (2)) at Engine

conditions which at sea-level would not

produce more than 50% of the reverse thrust

cleared for use during the landing manoeuvre,

the requirements of (i) and (ii) below are

applicable. Where approval of a higher

percentage or for use of thrust reversers only

for en-route is sought, the requirements will

have to be decided in consultation with the

Authority.

(i) A test comprising a total of at

least 5 hours running at the normal

maximum reverse thrust conditions

declared for use en-route divided into

equal periods, each not less than the

maximum permitted for use en-route and

including at least 30 operations into

reverse thrust. (See ACJ E 890(b)(3)(i).)

(ii) The Engine constructor shall

declare an altitude/aeroplane speed range

envelope for the declared maximum

reverse thrust conditions for use en-route,

such that within the envelope –

(A) Safe operation of the

thrust reverser, both into and out of

reverse thrust, is possible, and

(B) The capability of the

Engine and thrust reverser to

withstand the most critical

associated Engine operating

conditions (eg. pressure

differentials) has been adequately

demonstrated.

(4) Accelerations and decelerations.

(i) The power control lever

movement into reverse thrust shall be

initiated from the conditions indicated in

the schedule, reverse thrust being

selected in accordance with the

recommended procedure. Immediately the

thrust reverser is indicated as being in the

reverse thrust position, the power control

lever shall be moved from the minimum

idling position with reverse thrust to the

position appropriate to the declared

maximum with reverse thrust in a time

not greater than 1 second. The time for

the Engine to accelerate from stabilised

minimum idling conditions with reverse

thrust to 95% of the declared maximum

with reverse thrust shall not exceed the

declared minimum time. During

decelerations the power control lever

shall be moved from the position

appropriate to the declared maximum

with reverse thrust to the minimum idling

position with reverse thrust in a time not

greater than 1 second.

(ii) Observations.

(A) As prescribed in JAR–E

740(d)(5)(i).

(B) Following accelerations

in reverse thrust, the over-run of

speed and temperature above the

declared maxima with reverse thrust

shall be noted.

[Ch. 7, 24.1.86; Ch. 9, 21.10.94; Ch. 10, 15.8.99]