Норми за летателна годност

(а) За газотурбинни двигатели (ГТД), системата за управление на двигателя, включваща и управление на реверсивно устройство, ако има такова, трябва да е проектирана:

(a) Provision shall be made for the fitment of

instrumentation necessary to ensure operation in

compliance with Engine’s limitations. For Turbine

Engines, where in presenting the Failure Analysis,

or in complying with any other requirement,

dependence is placed on instrumentation which is

not otherwise mandatory in the assumed aircraft

installation, then Engine approval is dependent

upon the provision of such instrumentation.

(b) Additional provision for the instruments

necessary in all tests will have to be made on the

Engines submitted for such tests.

(c) A statement shall be submitted to the

Authority by the Engine constructor listing the

instruments necessary for satisfactory control of

the Engine. The overall limits of accuracy

required of such instruments for the purposes of

enabling the flight crew to control satisfactorily

the operation of the Engine shall also be stated so

that the suitability of the instruments as installed

may be assessed. Due regard shall be given to

possible inaccuracies in reading the instruments.

In determining the Engine performance and

operating limitations, account will be taken of the

declared overall limits of accuracy.

(d) Provision shall be made near each oil and

fuel pressure connection so as to limit the loss of

fluid in the event of a pipe failure.

(e) (1) (i) The pick-up point on the Engine

for the oil pressure gauge and low oil

pressure warning device, where

applicable, shall be suitably chosen with

due regard to all critical components to

ensure a satisfactory indication of the oil

pressure to the main Engine bearings.

(ii) Unless otherwise agreed, there

shall be no relief valve or other

component liable to failure between the

oil pressure gauge and warning device

connection and the main Engine bearings.

Filters necessary to protect oil jets or

metering orifices shall be suitably chosen

to reduce the possibility of blockage to a

minimum and shall be accessible for

periodic inspection.

(2) Where an auxiliary lubrication

system is independent of the main lubrication

system, provision shall be made for the

connection of an additional oil pressure gauge

at the nearest practicable point to the parts

being supplied with oil.

(f) For Turbine Engines –

Provision for instrumentation shall be made to

enable the flight crew to monitor the functioning

of the turbine cooling system unless it can be

shown that other existing instrumentation

provides adequate warning of failure or

impending failure or that failure of the cooling

system would not endanger the Engine before

detection or that the possibility of failure of

the cooling system is Extremely Remote.

(g) For Piston Engines –

(1) Provision shall be made for the

fitting of an induction thermometer or ice

indicator, as appropriate for the control of the

particular system.

(2) The boost gauge connection shall

be connected at the same point on the induction

system as the automatic boost control, if one is

fitted, unless otherwise agreed by the

Authority.

(3) The fuel pressure gauge connection

shall be arranged so that the gauge will

measure the pressure of the fuel at or adjacent

to the entry of the fuel-metering device.

[Ch. 10, 15.8.99]

(ii) Освен ако не е уговорено друго, не трябва да има изпускателен клапан или друг податлив на отказ компонент между свързванията към съответните линии на манометъра за измерване на налягането на маслото и устройството за предупреждение за минимално налягане на маслото и маслените форсунки за подаване на маслото към основните лагери на двигателя. Филтрите необходими да предпазват маслените форсунки или ограничителните диафрагми (отверстия) трябва да са подходящо избрани, за да намалят възможността от блокиране и трябва да са достъпни за периодични инспекции.

(2) Там където има независима спомагателна система за смазване, която е независима от основната система за смазване, трябва да се осигури свързване на допълнителен маслен манометър в най-близката конструктивно достъпна точка към частта, към която се подава масло за смазване.
(f) За газотурбинните двигатели -

Контролно-измерителното оборудване трябва да се направи така, че да даде възможност на екипажа да следи работата на системата за охлаждане на турбината, освен ако може да се покаже, че други съществуващи контролно измерителни оборудвания осигуряват адекватно предупреждение за възникване на отказ или за предпоставка за възникване на отказ или че този отказ в системата за охлаждане на турбината не би застрашил двигателя преди откриването му, или че вероятността за възникване на отказ в системата за охлаждане на турбината е изключително малка.

(2) Свързването на манометричния датчик трябва да е в същата точка от всмукателната система, както и съединяването на автоматичния датчик от управлението, при монтиран единия от тях, освен ако не е установено друго от Въздухоплавателната администрация.

(3) Свързването на датчика за измерване на налягането на горивото, трябва да се разположи така, че датчика да измерва налягането на горивото в самото място или в съседство на мястото където горивото влиза в гориво измерващото устройство.

(See ACJ E 70)

(a) The suitability and durability of materials

used in the Engine shall be established on the

basis of experience or tests. The assumed design

values of properties of materials shall be suitably

related to the minimum properties stated in the

material specification.

(b) Manufacturing methods and processes

shall be such as to produce sound structure and

mechanisms which retain the original mechanical

properties under reasonable service conditions.

(c) Material specifications, manufacturing

methods and processes should be approved by the

Authority and be prepared by an Organisation

which the Authority accepts has the necessary

capabilities.

(d) Changes to material sources,

manufacturing methods and processes shall be

controlled in a manner acceptable to the

Authority.

[Ch. 8, 4.5.90]

(See ACJ E 80)

(a) Equipment Drives and Mountings

(1) Mountings and drives for all

equipment installed on the Engine shall be

designed:

(i) to permit safe operation of the

Engine with the equipment fitted, and

(ii) so that failure of equipment

will not result in further damage likely to

hazard the aircraft.

(2) Mountings and drives for equipment

identified under JAR–E 20(c) shall be designed

and located so as to minimise the possiblity of

defective equipment necessitating Engine shut-down

as a result of:

(i) contamination or major loss of

the Engine oil supply, or

(ii) Engine malfunctioning

through the application of excessive

torque, loose parts falling into the

Engine, flailing of the drives, etc.

(b) The equipment identified under JAR–

E20(a) shall be approved as an integral part of the

Engine and must meet the relevant requirements

of JAR–E. Unless the requirements prescribed in

sub-section C or E, as appropriate, will subject

these equipment to such cycles of operation as to

adequately represent all the critical conditions

affecting its airworthiness to which it may be

expected to be exposed during service, the

equipment specification shall state those

additional airworthiness requirements for which

evidence of compliance will be needed.

(c) The equipment identified under E20(c)

will be accepted for use on an Engine subject to:

(1) the equipment meeting the interface

requirements identified under E20(d);

(2) evidence of satisfactory compliance

with E80(a);

(3) being approved under the relevant

aircraft Type Certificate.

(d) Equipment with high energy rotors shall

be such as to meet one of the following:

(1) failures will not result in significant

non containment of high energy debris, or

(2) an acceptable level of integrity of

the design, including the high energy parts, has

been established, or

(3) an appropriate combination of (1)

and (2).

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

(1) Монтажните възлите и задвижващите механизми за цялото оборудване, инсталирано на двигателя трябва да се проектира така, че:

(i) да позволи безопасна работа на двигателя с монтираното на него оборудване и

(ii) отказите на оборудването да не водят до последващи повреди, създаващи опасност за ВС.

(i) замърсяване или голяма загуба на подавано на двигателно масло или

(ii) неизправност на двигателя поради прилагане на прекомерен въртящ момент, разхлабване и попадане в двигателя на части от оборудването, отказ в задвижващите механизми и други.
(b) Оборудването определено в JAR-E 20(a) трябва да е одобрено, като интегрирана част от двигателя и трябва да отговаря на съответните изисквания на JAR-E. Освен изискванията описани съответно в глави “С” или “Е”, както е подходящо, това оборудване ще предполага подобни цикли на експлоатация, за да представи адекватно всички критични условия, въздействащи на неговата летателна годност, които може да се очакват да се появят по време на експлоатацията им, спецификацията на оборудването трябва да излага тези допълнителни изисквания към летателната годност, за които ще са необходими доказателства за съответствие.
(с) Оборудването определено в JAR-E 20(с) ще бъде прието за използване на двигателя, при условие, че:

(1) оборудването отговаря на външните изисквания определени в JAR-E 20 (d);

(2) показва задоволително съответствие с JAR-E 80(a).
(3) е одобрено под съответния Типов сертификат на ВС
(d) Оборудването с високо-енергийни ротационни части трябва да е такова, че да отговаря на някое от следните условия:
(1) отказите не трябва да водят до значителни свободно разпръскващи се високо-енергийни отломки или
(2) да е установено приемливо ниво на цялост на конструкциите, включваща високо-енергийни части или
(3) подходяща комбинация от (1) и (2).

(a) Each Engine component and each item of

equipment shall be protected from corrosion and

deterioration in an Approved manner.

(b) Materials which will render the Engine

inherently self-protecting against corrosion,

without the use of internal and external corrosion

inhibitors, shall be used wherever possible.

(a) The maximum stresses developed in the

Engine shall not exceed values conforming to

those established by satisfactory practice for the

material involved, due account being taken of the

particular form of construction and the most

severe operating conditions. Where a new type of

material is involved, evidence shall be available

to substantiate the assumed material

characteristics. For Turbine Engines, due

consideration shall be given to the effects of any

residual stresses in Critical Parts. (See ACJ E 70

(B) paragraph 4.)

(b) The Engine components which form part

of the Engine mounting and any other parts of the

Engine liable to be critically affected shall, when

the Engine is properly supported by a suitable

Engine-mounting structure, have sufficient

strength to withstand the flight and ground loads

for the aircraft as a whole in combination with the

local loads arising from the operation of the

Engine.

constructed to function throughout its declared

flight envelope and operating range of rotational

speeds and power/thrust, without inducing

excessive stress in any Engine part because of

vibration and without imparting excessive

vibration forces to the aircraft structure.

[Ch. 10, 15.8.99]

– Assembly Of Parts

(a) The drawings for each Engine component

and each item of equipment shall give full

particulars of the design and shall indicate the

materials used in terms of their specifications.

The protective finish and, where applicable, the

surface finish, shall be indicated. Any tests

necessary to establish the manufacturing quality

of components or equipment shall be quoted on

the relevant drawings either directly or by

reference to other suitable documents.

(b) Except where otherwise agreed each part

shall be marked so that it can be identified with

the drawing to which it was made. The position of

the markings shall be indicated on the drawing.

(c) Certain parts (including Critical Parts,

see JAR–E 515) as may be required by the

Authority shall be marked and the constructor

shall maintain records related to this marking such

that it is possible to establish the relevant

manufacturing history of the parts.

(d) Assembly of parts of Turbine Engines.

Parts, the incorrect assembly of which could result

in Hazardous Effects (see ACJ E 510), shall be

designed so as to minimise the risk of incorrect

assembly or, where this is not practical,

permanently marked so as to indicate their correct

position when assembled.

[Ch. 9, 21.10.94]

(a) A Fireproof Engine identification plate

shall be attached to the Engine at an accessible

location and shall include the following

information:

(1) Constructor’s name.

(2) Engine type/variant identification.

(3) Engine serial number.

(b) The means of Engine identification shall

be attached such that it is unlikely to be removed

or defaced during normal service or lost or

destroyed in an accident.

(c) Major Engine Modules that can be

changed independently in service shall be suitably

identified so as to ensure traceability of parts and

to enable proper control over the

interchangeability of such Modules with different

Engine variants.

[Ch. 7, 24.1.86]

(a) Test Bed Equipment. All test bed

equipment pertinent to the certification test to be

run shall be of a type approved by the Authority.

All measuring equipment used for the tests shall

be calibrated periodically to the satisfaction of the

Authority.

(b) Propeller Tests. Where applicable, the

Engine and Propeller tests may be conducted

conjointly, subject to the agreement of the Authority.

(c) Engine Failure during Rotorcraft

Prototype Tests. Should an Engine failure occur

during Rotorcraft prototype tests the cause of the

failure shall be established and the action required

negotiated with the Authority.

(d) Tests – general

(1) The tests prescribed in the Sub-Section

appropriate to the Engine type shall be

run in accordance with the general

requirements of JAR–E 130 to JAR–E 160. For

tests of Piston Engines which are to be

installed in rotorcraft, the requirements should

be decided in consultation with the Authority.

(2) The development history of the

Engine shall be described. When considering

Type Approval, the Authority will take this

history into account, as well as the results of

the type substantiation prescribed in the Sub-Sections

A, and C or E (as appropriate) and

any equipment substantiation required by JAR–

E 80.

as a result of any of the tests, all relevant tests

already completed will need to be repeated

with the modifications embodied in the Engine

unless otherwise agreed by the Authority.

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

(1) Изпитанията описани в разделите, отнасящи се за типа двигател трябва да се изпълнят в съответствие с основните изисквания, описани в JAR-E 130 до JAR-E 160. За изпитание на бутални двигатели, които ще бъдат инсталирани на ротационни ВС, изискванията трябва да бъдат определени след консултиране с Въздухоплавателната администрация

(See ACJ E 140)

(a) A Test Observations Code shall be

prepared by the constructor, either in accordance

with ACJ E 140 or for agreement by the Authority

if variations are introduced.

(b) Throughout the tests of Sub-Section C

and E (for Piston Engines and Turbine Engines

respectively), observations of all significant

Engine parameters shall be recorded at

appropriate times during the test. For event tests

(e.g. water spray tests, bird ingestion) significant

Engine parameters shall be recorded immediately

before the event and to the best possible extent

thereafter. For other tests, the Engine parameters

shall be recorded at each significant change of

speed or manifold pressure, for Piston Engines,

change of speed or temperature for Turbine

Engines. Where possible Engine conditions shall

be allowed to stabilise before observations are

taken. In particular, observations taken less than

3 minutes after a change of Engine conditions

shall not be included in assessment of

performance, unless the rating cannot be used for

more than 3 minutes.

[Ch. 7, 24.1.86; Ch. 8, 4.5.90]

(a) Artificial Humidity. Except where

declared by the Applicant, no artificial means of

increasing the humidity of the ambient air shall be

employed.

(b) Fuel and Oil. The fuel and oil used for all

tests shall normally be chosen from those

specified in the constructor’s declaration, but

where it may have relevance to the results of any

particular test, the actual fuel and oil to be used

(including any additives) shall be agreed with the

Authority.

(c) Controls and Adjustments

(1) All automatic controls and

protection shall be in operation unless agreed

by the Authority. For electronic systems, the

software standard in use must be identified and

must be representative of the design standard

to be type certificated.

(2) Adjustments (i.e. variable devices

not intended to be varied in flight or ground

handling) shall be set prior to each test in

accordance with the manufacturer’s

instructions, and shall not be altered except as

permitted by (4).

(3) Controls (i.e. variable devices

which are intended for use during flight or

ground handling) shall be operated in

accordance with the manufacturer's

instructions.

(4) Adjustments shall be checked and

unintended variations from the original settings

recorded –

(i) At each strip examination,

(ii) When adjustments are re-set

where the nature of a test clearly

demands it,

(iii) As required by paragraphs

relating to specific tests.

(5) The manufacturer’s instructions

referred to in (2) and (3) shall be those which it

is proposed to incorporate (with such minor

alterations as the Authority may permit) in the

Maintenance, Overhaul and Repair Manuals.

(d) Engine Adjustments and Parts

Replacement during Tests. During all tests, only

servicing and minor repairs shall be permitted,

except that, where considered acceptable, major

repairs or replacement of parts may be resorted to,

provided that the parts in question are subjected

to additional penalty tests. These penalty tests will

be prescribed by the Authority and will be

dependent upon the nature and extent of the

repairs or replacements involved.

(e) Equipment Drives. All equipment drives

not essential to the satisfactory functioning of the

Engine shall be disconnected during the

Calibration Tests. Throughout all other tests they

shall be suitably loaded, either with the equipment

listed in the constructor’s declaration or with

slave units of a suitable type.

[Ch. 8, 4.5.90; Ch. 9, 21.10.94]

(ii) Когато настройките са променени, там където естеството на изпитание предполага;

(iii) Съгласно изисквания на параграфи отнасящи се до специфични изпитания.
(5) Инструкциите на производителя споменати в (2) и (3) трябва да са тези, които са предвидени да се включат (такива минимални промени, които Въздухоплавателната администрация може да разреши) в ръководствата за техническо обслужване, основен ремонт и ремонт в експлоатационни условия
(d) Настройки на двигателя и замяна на части по време на изпитания. По време на всички изпитания са разрешени само техническо обслужване и минимален ремонт с изключение там където може да се прибегне до извършване на обсъдени големи ремонти или замени на части при условие, че разглежданите части са обект на допълнителни санкционирани изпитания. Тези изпитания ще се предписват от Въздухоплавателната администрация и ще се определят в зависимост от естеството и степента на последващите ремонти или замени.
(е) Задвижващи механизми на оборудването. Всички задвижващи механизми на оборудването, нямащи съществено влияние за задоволителната работа на двигателя трябва да се разкачат при изпълнението на изпитанията за тариране. През всички останали изпитания те трябва да са подходящо натоварени или с описаното в декларацията на конструктора оборудване или със задвижваните от тях агрегати за съответния тип двигател.

Each stage of the Endurance Test shall be run

non-stop. In the event of a stop occurring during

any stage, the stage shall be repeated unless the

Authority considers this to be unnecessary. The

Authority reserves the right to require the

complete test to be repeated if an excessive

number of stops occur.

(a) Preliminary Inspection. The Engine shall

be subjected to a pre-assembly inspection, and a

record shall be made of the dimensions liable to

change by reason of wear, distortion and creep. A

record shall also be made of the calibrations and

settings of separately functioning Engine

components and equipment (e.g. the control

system, pumps, actuators, valves). The extent of

these inspections and records shall be agreed by

the Authority.

(b) Engine Calibration Tests. Calibration

curves shall be established for the test Engine in

accordance with JAR-E 350 for Piston Engines

and JAR-E 730 for Turbine Engines.

(c) Final Strip Inspection. The Engine shall

be subject to a full strip inspection and the

dimensions measured in accordance with (a), shall

be remeasured and recorded. The condition of the

Engine shall be satisfactory for safe continued

operation. Separately functioning Engine

components and equipment (e.g. the control

system, pumps, actuators, valves) shall be

functionally checked prior to strip to ensure that

any changes in function or settings are satisfactory

for normal operation.

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

(See ACJ E 180)

(a) If approval of the Engine for use with a

Variable Pitch Propeller is required, sufficient of

the tests prescribed in JAR-P, shall be made either

during or on the completion of the Endurance Test

to demonstrate that the Propeller-Engine

combination will function satisfactorily. The

minimum number of tests which will be

acceptable for Engine approval is given below.

(b) The following tests shall be carried out:

(1) Pitch changes cycles –

(i) Turbine Engines –

(A) Fifty forward pitch

change cycles, by operation of

Propeller control. (Only applicable

when a separate Propeller control is

provided). Each cycle shall include

the maximum range of pitch likely

to be experienced in normal use.

(B) 100 operations with-drawing

the flight fine pitch lock.

These may be combined with the

Engine decelerations prescribed in

JAR–E 740 for the Endurance Test.

(ii) Piston Engines –

100 forward pitch change cycles

made as follows:

(A) 50 pitch changes

operating the throttle, following the

sequence –

(a) Set the controls so

that the Engine is running at

Maximum Continuous Power

at sea-level.

(b) Open the throttle until the maximum take-off

manifold pressure is reached.

(c) Throttle back until the rotational speed begins to fall below the Maximum Continuous rotational speed.

(d) Open the throttle until the Maximum

Continuous manifold pressure is reached.

(e) Repeat this sequence 49 times.

(B) 50 pitch changes operating the rotational speed

control following the sequence –

(a) Set the controls so

that the Engine is running at Maximum Continuous power at sea-level.

(b) Move the rotational speed control to the

maximum rotational speed position.

(c) Move the rotational speed control until

the Engine speed has fallen to the minimum controlling rotational speed.

(d) Move the rotational speed control to the

Maximum Continuous rotational speed position.

(e) Repeat the sequence 49 times.

(2) 10 feathering cycles. In addition,

for Turbine Engines, where the oil tank is to be

approved as part of the Engine, the ability to

complete one cycle (i.e. one feather and

unfeather) when the supply of oil has been

reduced to the feathering reserve oil (see JAR–

E 570(b)(6)) shall be demonstrated.

(3) 200 reverse pitch change cycles

(braking or manoeuvring, whichever is

greater), and sustaining the appropriate

maximum declared Engine conditions for

1 minute during each cycle. In this case, the

periods of the Endurance Test covering the

range of cruising conditions may be reduced by

a total of 3 hours by arrangement with the

Authority.

(4) 1 reverse (manoeuvring) pitch

change cycle, sustaining the appropriate

maximum declared Engine conditions for

5 minutes.

(c) Additional tests with Reversible Pitch

Propellers on Piston Engines –

(1) Where approval of an Engine for

use with Reversible Pitch Propellers is sought,

the appropriate tests of JAR-P, shall be run on

Engines essentially identical with the Type

Engine.

(2) After completion of these tests,

affected by the reversed thrust or air flow, shall

be removed and examined and shall be shown

to have suffered no adverse effects.

(d) Any other tests considered necessary to

demonstrate that the Propeller-Engine

combination will function satisfactorily.

(i) За газотурбинни двигатели

(А) Петдесет промени на стъпката напред, чрез използване на системата за управление на витлото (отнася се само, когато е предвидена отделна система за управление на витлото). Всеки цикъл трябва да включва максималната степен на отклонение на стъпката, възможна да бъде реализирана при нормално използване.

(В) 100 премествания с изтегляне на фиксатора за фина полетната настройка (коректора на стъпката). Тези премествания могат да се комбинират с дроселиране на двигателя, описано в JAR-E 740 за изпитание на издръжливост.

100 циклични промени на стъпката напред, изпълнени както следва:

(А) 50 промени на стъпката с използване на ръчката за управление на регулатора, като се спазва следната последователност

(а) управленията се поставят така, че двигателя да работи на режим “Максимална продължителна мощност” при морското равнище.

(b) Отваряне на регулатора докато се достигне максималното излетно налягане в колектора.

(с) Връщане на регулатора обратно докато честотата на въртене започне да намалява под максималната продължителна честота на въртене.

(d) Отваряне на регулатора до достигане до достигане на максимално продължителното налягане в колектора.

(е) повтаря се гореизложената последователност още 49 пъти.

(b) Премества се управлението на честата на въртене в положение, съответстващо на максимална честата на въртене

(с) отклонява се управлението на честата на въртене, докато честата на въртене на ротора на двигателя се намали до минимално управляемата

(d) премества управлението на честата на въртене до положението съответстващо на максималната продължителна честата на въртене

(е) повтаря се гореизложената последователност още 49 пъти.

(2) 10 цикъла за флюгиране. В допълнение за газотурбинни двигатели, където масления резервоар се FOF/,SLD, като част от двигателя, трябва да се демонстрира възможността за изпълнение на един цикъл (т.е. едно флюгиране и сваляне от флюгерно положение), когато подаваното масло се намалява с предназначеното за флюгиране масло (Виж JAR-E 570(b)(6)).

(3) 200 цикъла на реверс (при спиране или маневриране на ВС, където е по-голямо отклонението) и потвърждаване на съответните максимални декларирани състояния на двигателя в течение на 1 минута по време на всеки цикъл. В този случай периодите на изпитание на издръжливост, включващи диапазона на крейсерските режими на работа на двигателя могат да се намалят общо до 3 часа при договаряне с Въздухоплавателната администрация.
(4) 1 цикъл на реверс, при който се поддържат съответните максимални декларирани състояния на двигателя в продължение на 5 минути.
(с) Допълнителни изпитания на витла с реверс, монтирани на бутални двигатели.
(1) Там където се одобрява двигател с използването на витло реверс, подходящите изпитания от JAR-P трябва да се изпълнят на двигатели основно идентични с типа двигател.
(2) След изпълнението на тези изпитания, тези части от двигателя, на които реверсираната теглителна сила или въздушния поток са въздействали, трябва да се демонтират и инспектират и трябва да покажат, че не са били подложени на неблагоприятни въздействия.
(с) Всички други изпитания разглеждат необходимостта, да се демонстрира, че комбинацията двигател-витло ще работи задоволително.

Where approval is sought for an Engine

intended for use in an aeroplane for which the

Flight Manual will approve aerobatic or semi-aerobatic

flight, the Engine constructor shall

provide the Authority with evidence of the ability

of the Engine to continue to function safely in

conditions of inverted flight or for intentional

negative g conditions for specified periods. Where

the Authority considers the evidence to be

acceptable, and such tests as are necessary have

been completed satisfactorily, the Engine

Approval Letter and the Engine Type Certificate

Data Sheet will be endorsed appropriately, e.g.

‘the Engine may be used under sustained negative

g or inverted flight conditions for continuous

periods not exceeding..... seconds’.

Там където се изисква одобрение на двигател предназначен за използване на ВС, за което Ръководството за провеждане на полетите ще се одобрява изпълнение на акробатични и полу-акробатични полети, конструктора на двигателя трябва да осигури пред ГВА доказателства за възможностите на двигателя да продължи да функционира безопасно в условията на гръбен полет или при принудително въвеждане в условията на отрицателно претоварване за определени периоди от време. Където ГВА сметне доказателствата за приемливи и необходимите изпитания завършат задоволително, писмото за одобрение на двигателя и спецификационният лист към типовия сертификат ще потвърждават следното, например, “двигателят може да се използва при поддържане на отрицателно претоварване” или “условия на гръбен полет за продължителен период от време не превишаващ … секунди”.

(See ACJ E 210)

(a) A failure analysis of the Engine,

including the control system for a typical

installation shall be made to establish that no

single fault, or double fault if one of the faults

may be present and undetected during pre-flight

checks, could lead to unsafe Engine conditions

beyond the normal control of the flight crew.

(b) In certain cases the failure analysis will

depend on assumed installed conditions. Such

assumptions shall be stated in the analysis.

(a) The design of the Engine shall be such as

[to minimise the risk of fire. ]

(b) The design of the Engine shall be such

that minor failures, in themselves insufficient to

cause complete loss of power, do not create an

undue risk of fire, in flight and on the ground, in

normal and emergency conditions.

The design of the Engine induction system

shall be such as to minimise the risk of ice

formation adversely affecting the functioning of

[the Engine and, if necessary, shall include

provision for the use of a means for ice

prevention. ]

Конструкцията на всмукателната система на двигателя трябва да е такава, че да намали риска от образуване на лед, влияещо неблагоприятно на работата на двигателя и ако е необходимо трябва да включва осигуряването използването на средства за предпазване от образуване на лед.

(a) All spark-ignition Engines shall be

equipped either with a dual ignition system having

all the magnetic and electrical circuits entirely

independent, or with an ignition system which will

function with equal reliability in flight.

(b) The Engine shall be capable of continued

functioning without detonation on each ignition

circuit acting singly.

(c) Ignition by other than a magneto ignition

system shall be such as to ensure equal reliability.

The Authority shall be consulted regarding the

safeguards necessary to ensure this in relation to

the particular system used.

Except in the case of fuel injection pumps

which form an integral part of the Engine fuel

metering system, all positive displacement fuel

pumps shall incorporate an integral by-pass.

Освен в случаите на горивни помпи за впръскване на горивото, които са неразделна част от двигателната гориво-подаваща система, всички нагнетателни горивни помпи трябва да включват в конструкцията си вграден бай-пас клапан.

be provided with a filter of adequate capacity and

sufficiently fine mesh to preclude damage to the

Engine and Engine equipment or the need for such

filtration shall be specified in the instructions for

installation. ]

(b) A suitable filter shall be provided to

prevent the ingress of foreign matter into the

constant speed unit.

[ (c) All parts of the fuel system that are not

inherently capable of accepting such foreign

matter as is likely to be present in the fuel shall be

protected by suitable filter(s) or other equivalent

means or the need for such means in the aircraft

fuel system shall be specified. These shall provide

a degree of filtration sufficient to preclude

malfunctioning of the system and be of adequate

capacity (in relation to recommended servicing

intervals) to accommodate any likely quantity of

contaminants in the fuel, including water. ]

(a) It shall not be possible for oil to drain

into the Engine when it is not running, in such

quantities as to introduce a risk of ‘hydraulicing’

or in any way adversely to affect the mechanical

reliability of the Engine.

(b) Power from Engine lubrication system.

The power available from the Engine lubrication

system for operating Propeller and other

mechanisms closely associated with the

powerplant, shall be limited to a value consistent

with a safe margin of oil pressure being

maintained under the most adverse conditions

likely to arise, allowance being made for

deterioration of the Engine when nearing the

completion of the overhaul period.

Where provision for any device or equipment

requiring oil or air drainage is made, the total

drainage of the Engine shall not be adversely

affected by the maximum drainage permitted for

such an equipment or device.

Където е осигурено дренирането на масло или въздух за всяко устройство или оборудване, общото дрениране на двигателя не трябва да се влияе неблагоприятно от максимално разрешеното дрениране за това оборудване или устройство.

It shall be possible to rotate the crankshaft in

controlled slow motion. Where this is effected by

hand-turning gear as distinct from the Propeller, a

means of safe guarding the operator against

injury, if the Engine starts or kicks back, shall be

provided. It shall not be possible to damage the

Engine by use of the hand-turning gear.

Трябва да е възможно да се завърти коляновия вал с контролирано бавно движение. Където това става чрез ръчно задвижване, за различен от витлото, трябва да се предвиди начин за предпазване на оператора от нараняване, ако двигателя се запусне или върне обратно движението. Не трябва да е възможно да се повреди двигателя при използване на ръчния привод за развъртане.

(a) Coolant Flow. (Applicable to liquid-cooled

Engines only). Equipment shall be

provided to permit simultaneous observation of

the coolant flow to each bank of cylinders.

(b) Cylinder Temperatures. (Applicable to

air-cooled Engines only). Cylinder temperature

observations shall be made on all cylinders

throughout the Rating Checks, Detonation,

Endurance and Calibration Tests. The location of

the point(s) at which the temperature of each

cylinder is measured shall be recorded.

(c) Temperatures – General. Except as

prescribed in (d) and (e), the temperatures shall be

held throughout each stage, within the limits given

in Table 1, to the values declared as the maxima

appropriate to the power, where that power is a

limiting condition.

TABLE 1

Temperature Applicable to Limits

Oil inlet All Engines ± 3

Coolant outlet Liquid-cooled Engines ± 3

Cylinder Air-cooled Engines ± 5

Charge Cooler All Engines ± 3

(when fitted)

(d) Temperatures – at High Powers

(1) For the stages in which the Engine

is run at Maximum Continuous Power, the

limits of (c) apply to 50% of the total running

period of each stage; the remaining 50% of the

period shall be run at not less than the

Maximum Best Economy Cruising

temperatures.

(2) For the stages in which the Engine

is run at Take-off Power for not less than

1 hour continuously, the limits of (c) apply to a

continuous period of not less than 15 minutes

in each hour only, during which at least one

full set of observations shall be taken; the

remainder of each hour shall be run at not less

than the Maximum Best Economy Cruising

temperatures.

(3) The limits of (c) are not applicable

to stages in which the Engine is run for less

than 15 minutes continuously at any one power.

(e) Temperatures – Calibration Tests. For

the power performance items of the Calibration

Tests (JAR–E 170 and JAR–E 350), the limits of

(c) shall apply except that the declared temperature

may be obtained and set at the commencement of

each curve and thereafter be left unadjusted,

provided that the temperatures do not vary

appreciably from those declared.