JAR-E 750 Изпитания на пускане на двигателя

Failure Indicating Systems Test

(a) Where the conditions of the Endurance

Test do not adequately test the functioning of any

Engine automatic controlling system incorporated

in the Engine (e.g. free turbine overspeed limiter,

top temperature control, torque limiter) additional

tests, as agreed with the Authority, shall be made

to demonstrate that such devices will function

satisfactorily when required.

(b) Unless sufficient evidence is obtained

during the development testing of the Engine,

Engine or rig tests, as necessary, shall be made to

show that any failure indicating system on which

dependence is placed in the Engine fault analysis,

will function satisfactorily when required.

(See ACJ E 770)

(a) The Engine shall be shown to be capable

of satisfactory starting and acceleration from the

appropriate minimum temperatures declared by

the constructor, and demonstrated as indicated in

(b) and (c). Unless otherwise agreed, the

temperature indicated for service use should be

the oil temperature.

(b) Minimum Engine Carcass/Oil

Temperature for Starting. Evidence shall be

provided that Engine starting with the Engine

carcass and oil at the declared minimum

temperature using the minimum and maximum

starting torques declared for service use, is

feasible and will not damage the Engine. If a non-standard

starting procedure is necessary below a

certain temperature, this shall also be established

and the relevant details shall be quoted in the

Engine operating instructions, in addition to the

standard procedure.

(c) Minimum Oil Temperature for

Acceleration. Evidence shall be provided that,

with the Engine oil at the declared minimum

temperature for the selection of Take-off power or

thrust, smooth acceleration of the Engine is

obtained without Engine damage when the power

or thrust control lever is moved from the ground

idle position (minimum test bed idle for rotorcraft

Engines see ACJ E 745) to the position

appropriate to take-off in a time not greater than

one second.

[Ch. 8, 4.5.90; Ch. 10, 15.8.99]

(See ACJ E 780 for Engines for

Aeroplanes)

(a) It shall be established by tests, unless

alternative appropriate evidence is available, that

the Engine will function satisfactorily when

operated in the atmospheric icing conditions of

JAR–1 without unacceptable –

(1) Immediate or ultimate reduction of

Engine performance,

(2) Increase of Engine operating

temperatures,

(3) Deterioration of Engine handling

characteristics, and

(4) Mechanical damage.

(b) (Reserved)

(c) During the tests of (a), all optional

Engine bleeds permitted during icing conditions

shall be in the position assumed to be most

critical. It shall be established, however, that

other likely use of bleed will not lead to Engine

malfunctioning.

(d) Where the Engine is considered to be

vulnerable to operation in ice crystal cloud

conditions, in mixed ice crystals and liquid water

conditions, or in snow, such additional tests as

may be necessary to establish satisfactory

operation in these conditions shall be made.

(e) In showing compliance with the

requirements of this paragraph JAR–E 780, the

conditions associated with a representative

installation shall be taken into account.

(f) If after the tests it is found that

significant damage has occurred, further running

or other evidence may be required to show that

subsequent failures are unlikely to occur.

(g) Where an intake guard is fitted,

compliance with the requirements of this

paragraph JAR–E 780 shall be established with

the guard in position, unless the guard is required

to be retracted during icing conditions, in which

case it shall be established that its retraction is not

affected immediately after a representative delay

period.

(a) All Engines

(1) The ingestion of large hailstones

(0 . 8 to 0 . 9 specific gravity) at the maximum

true air speed, for altitudes up to 15 000 feet

(4 500 metres), associated with a representative

aircraft operating in rough air, with the Engine

at Maximum Continuous power/ thrust, must

not cause unacceptable mechanical damage or

unacceptable power or thrust loss after the

ingestion, or require the Engine to be shut

down. One-half the number of hailstones shall

be aimed randomly over the inlet face area and

the other half aimed at the critical inlet face

area. The hailstones shall be ingested in a rapid

sequence to simulate a hailstone encounter and

the number and size of the hailstones shall be

determined as follows:

(i) One 25-millimetres diameter

hailstone for Engines with inlet areas of

not more than 0 . 0645 m 2 .

(ii) One 25-millimetres diameter

and one 50-millimetres diameter

hailstone for each 0 . 0968 m 2 of inlet area,

or fraction thereof, for Engines with inlet

areas of more than 0 . 0645 m 2 .

(2) In addition to complying with JAR–

E 790(a)(1) and except as provided in JAR–E

790(b), it must be shown that each Engine is

capable of acceptable operation throughout its

specified operating envelope when subjected to

sudden encounters with the certification

standard concentrations of rain and hail as

defined in Appendix A to JAR–E . Acceptable

Engine operation precludes, during any 3-minute

continuous period in rain and during

any 30-second continuous period in hail, the

occurrence of flameout, rundown, continued or

non recoverable surge or stall, or loss of

acceleration and deceleration capability. It

must also be shown after the ingestion that

there is no unacceptable mechanical damage,

unacceptable power or thrust loss, or other

adverse Engine anomalies. (See ACJ

E 790(a)(2)).

(b) Engines for Rotorcraft – As an

alternative to the requirements specified in JAR–E

790(a)(2), but for rotorcraft turbine engines only,

it must be shown that each engine is capable of

acceptable operation during and after the

ingestion of rain with an overall ratio of water

droplet flow to airflow, by weight, with a uniform

distribution at the inlet plane, of at least 4-percent.

Acceptable engine operation precludes

flameout, rundown, continued or non-recoverable

surge or stall, or loss of acceleration and

deceleration capability. It must also be shown

after the ingestion that there is no unacceptable

mechanical damage, unacceptable power loss, or

other adverse Engine anomalies. The rain

ingestion must occur under the following static

ground-level conditions:

(1) A normal stabilisation period at

take-off power without rain ingestion, followed

immediately by the suddenly commencing

ingestion of rain for three minutes at take-off

power; then

(2) Continuation of the rain ingestion

during subsequent rapid deceleration to

minimum idle power; then

(3) Continuation of the rain ingestion

during three minutes at minimum idle power to

be certified for flight operation; then

(4) Continuation of the rain ingestion

during subsequent rapid acceleration to take-off

power.

addition to complying with JAR–E 790 (a)(1) and

(a)(2), a separate test for supersonic aeroplane

engines only shall be conducted with three

hailstones ingested at supersonic cruise velocity,

except as provided otherwise in this JAR–E

790(c). The Engine operating conditions of rotor

speed(s), component loadings and component

temperatures for this test must be representative

of supersonic cruise flight operation. These

hailstones shall be aimed at the Engine's critical

face area and their ingestion must not cause

unacceptable mechanical damage or unacceptable

thrust loss after the ingestion, or require the

Engine to be shut down. The hailstones shall be

ingested in a rapid sequence to simulate a

hailstone encounter and the size of these

hailstones shall be determined from the linear

variation in diameter from 25 millimetres at

35 000 feet (10 500 metres) to 6 millimetres at

60 000 feet (18 000 metres) using the diameter

corresponding to the lowest expected supersonic

cruise altitude. Alternatively, three larger

hailstones may be ingested in a rapid sequence at

subsonic velocities provided it can be shown that

such an ingestion is equivalent to the applicable

supersonic ingestion in respect of Engine

component loadings and strengths, the kinetic

energy of hailstones and their depth of penetration

into the Engine.

(d) For an Engine that incorporates or

requires the use of a protection device,

demonstration of the rain and hail ingestion

capabilities of the Engine, as required in JAR–E

790(a), (b) and (c), may be waived wholly or in

part by the Authority if it is shown that –

(1) The subject rain or hail constituents

are of a size that will not pass through the

protection device;

(2) The protection device will

withstand the impact of the subject rain or hail

constituents; and

(3) The subject rain or hail constituents

stopped by the protection device will not

obstruct the flow of induction air into the

Engine resulting in damage, power or thrust

loss, or other adverse Engine anomalies in

excess of what would be accepted in JAR–E

790(a), (b) and (c).

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

(See ACJ E 800)

(a) Objective. To demonstrate that the

Engine will respond in a safe manner following

specified encounters with birds, as part of the

compliance with JAR–E 540.

The demonstration will address the ingestion of

large, medium and small birds, and also the effect

of the impact of such birds upon the front of the

Engine.

ingestion test shall be carried out using a large

bird as specified below. Alternative evidence may

be acceptable as provided under JAR–

E 800(e)(1).

(1) Test conditions

(i) The engine operating

conditions must be stabilised prior to

ingestion at not less than 100% of the

Take-off power or thrust at the test day

ambient conditions. In addition, the

demonstration of compliance must

account for Engine operation at sea level

take-off conditions on the hottest day that

a minimum Engine can achieve maximum

rated take-off power or thrust.

(ii) The bird to be used must be of

a minimum mass of :-(

A) 1·85 kg for Engine inlet

areas of less than 1·35 m 2 unless a

smaller bird is determined to be a

more severe demonstration.

(B) 2·75 kg for Engine inlet

areas of less than 3·90 m 2 but equal

to or greater than 1·35 m 2 .

(C) 3·65 kg for Engine inlet

areas equal to or greater than

3·90 m 2 .

(iii) The bird must be aimed at the

most critical exposed location on the first

stage rotor blades. (See paragraph

(a)(1)(i) of ACJ E 800)

(iv) A bird speed of 200 knots for

engines to be installed on aeroplanes or

the maximum airspeed for normal flight

operations for engines to be installed on

rotorcraft.

(v) Power lever movement is not

permitted within 15 seconds following

the ingestion.

(2) Acceptance criteria. Ingestion of

this single large bird shall not cause the

hazardous conditions listed in JAR–E 540(a). ].

[ (3) Additional assessment. In addition,

for engines having an inlet area equal to or

greater than 1·35 m 2 , when the first stage rotor

assembly is subjected to the ingestion of a

single bird weighing at least 1·85 kg, under the

other large bird ingestion conditions, the first

stage rotor blade airfoils must retain sufficient

integrity to demonstrate a total imbalance level

less than 12% of the imbalance level

corresponding to the loss of a complete first

stage rotor blade airfoil.

(c) Medium and small birds ingestion tests.

Engine ingestion tests and analysis with medium

and small sized birds shall be carried out as

specified below. Alternative evidence may be

acceptable as provided under JAR–E 800(e)(1).

The small birds test will not be required if the

prescribed number of medium birds pass into the

Engine rotor blades during the medium bird test.

(1) Test Conditions

(i) The Engine operating

conditions must be stabilised prior to

ingestion at not less than 100% of the

Take-off power or thrust at the test day

ambient conditions. In addition, the

demonstration of compliance must

account for Engine operation at sea level

take-off conditions on the hottest day at

which a minimum Engine can achieve

maximum rated take-off power or thrust.

(ii) The critical ingestion

parameters affecting power loss and

damage shall be determined by analysis

or component tests or both. They shall

include, but are not limited to, the effects

of bird speed, critical target location and

first stage rotor speed. The critical bird

ingestion speed shall reflect the most

critical condition within the range of

airspeeds for normal flight operations up

to 1 500 feet above ground level, but not

less than V 1 minimum for engines to be

installed on aeroplanes.

(iii) Except for rotorcraft engines,

the following test schedule shall be used:

- ingestion to simulate a flock

encounter within one second

- 2 min without power lever

movement

conditions of JAR–E 800(c)(1)(i)

- 6 min at 60% of the test

conditions of JAR–E 800(c)(1)(i)

- 6 min at 40% of the test

conditions of JAR–E 800(c)(1)(i)

- 1 min at Approach Idle

- 2 min at 75% of the test

conditions of JAR–E 800(c)(1)(i)

- stabilise at idle and shut

Engine down.

These durations are times at the

defined conditions, the power lever

being moved between each

condition in less than 10 seconds.

(iv) For rotorcraft engines, the

following test schedule shall be used :

- ingestion to simulate a flock

encounter within one second

- 3 min at 75% of the test

conditions of JAR–E 800(c)(1)(i)

- 90 seconds at minimum test

bed idle (see ACJ E 745)

- 30 seconds at 75% of the test

conditions of JAR–E 800(c)(1)(i)

- stabilise at idle and shut

Engine down.

These durations are times at the

defined conditions, the power lever

being moved between each

condition in less than 10 seconds.

(v) (A) Medium birds. Masses

and quantities of birds will be

determined from column 2 of Table

A. When only one bird is specified,

it must be aimed at the Engine core

primary flow path; the other critical

locations on the Engine face area

must be addressed by appropriate

tests or analysis or both.

When two or more birds are

specified, the largest must be aimed

at the Engine core primary flow

path and a second bird must be

aimed at the most critical exposed

location on the first stage rotor

blades. Any remaining birds must

be evenly distributed over the

Engine face area.

(B) Small birds. One 85 g

bird for each 0·032 m 2 of the inlet

area or fraction thereof with a

maximum of 16 birds, distributed to

take account of any critical exposed

locations on the first stage rotor

blades, but otherwise evenly

distributed over the Engine face

area. ]

Medium (flocking) birds

Engine test

(JAR–E 800(c)(1))

Additional integrity

assessment

(JAR–E 800(c)(3))

Engine inlet area (A)

m 2

Number of birds x mass of birds

Number x mass of birds

kg

A < 0·05

0·10 < A < 0·20

0·20 < A < 0·40

0·40 < A < 0·60

0·60 < A < 1·00

1·00 < A < 1·35

1·35 < A < 1·70

1·70 < A < 2·10

2·10 < A < 2·50

2·50 < A < 2·90

2·90 < A < 3·90

3·90 < A < 4·50

4·50 < A

none

1 x 0·45

2 x 0·70

4 x 0·70

1 x 1·15 + 4 x 0·70

1 x 1·15 + 5 x 0·70

1 x 1·15 + 6 x 0·70

1 x 1·15 + 6 x 0·70

3 x 1·15

none

none

none

none

1 x 1·15

1 x 1·15

1 x 1·15 + 6 x 0·70

1 x 1·15 + 6 x 0·70

(2) Acceptance criteria. The ingestion

must not cause:

- more than a sustained 25% power or

thrust loss

- the engine to be shut down during the

test.

(3) In addition, except for rotorcraft

tests or analysis or both that, when the full first

stage rotor assembly is subjected to the

quantity and mass of medium birds from

Column 3 of Table A fired at the most critical

locations on the first stage rotor, the effects

will not be such as to make the Engine

incapable of complying with the acceptance

criteria of JAR–E 800(c)(2)

(d) Impact. The impact against the front of

the Engine of the largest medium bird required by

JAR–E 800(c)(1)(v)(A) and of the large bird

required by JAR–E 800(b)(1)(ii) must be

evaluated for compliance with JAR–E 540 under

the Engine conditions specified for the ingestion

tests. The bird speed must be the critical bird

ingestion speed for the critical locations within

the range of airspeeds for normal flight operations

up to 1 500 feet above ground level, but not less

than V 1 minimum for engines to be installed on

aeroplanes or higher than the speeds for the

ingestion tests.

The impact evaluation may be carried out

separately from the ingestion evaluation, however

any damage resulting from the impact on the front

of the engine must be assessed in relation to

consequential damage on the rotating blades.

(e) General

(1) Engine tests shall be performed as

required under JAR–E 800(b) or (c) unless it is

agreed that alternative evidence may come

from the Applicant’s experience on engines of

comparable size, design, construction,

performance and handling characteristics,

obtained during development, certification or

operation.

The Engine test of JAR–E 800(b) may be

waived if it can be shown by test or analysis

that the requirements of JAR–E 810(a) are

more severe.

Compliance with JAR–E 800(b)(3) and

(d) may be accomplished for both rotating and

static components by Engine Test, rig test,

analysis or an appropriate combination.

(2) For an Engine that incorporates an

inlet protection device, compliance with this

JAR–E 800 shall be established with the device

functioning and the Engine approval shall be

endorsed accordingly.

(3) If compliance with all of the

requirements of JAR–E 800 is not established,

the Engine approval will be endorsed ]

[ accordingly by restricting the Engine

installations to those where birds cannot strike

the Engine or be ingested by the Engine or

adversely restrict the airflow into the Engine.

(4) An Engine to be installed in a

multi-engine rotorcraft does not need to

comply with the medium or small bird

requirements of JAR-E 800(c), but the Engine

approval will be endorsed accordingly.

(5) The Engine inlet area, as used in

JAR-E 800 to determine the bird quantity and

mass, shall be established by the Applicant and

identified as a limitation on the inlet throat area

in the instructions for installation. ]