CS-E 810 Compressor and Turbine Blade Failure

(See AMC E 810)

(a)It must be demonstrated that any single compressor or turbine blade will be contained after Failure and that no Hazardous Engine Effect can arise as a result of other Engine damage likely to occur before Engine shut down following a blade Failure.

(b)Where, in the Failure analysis of CS-E 510, reliance is placed on the shedding of turbine blades in order to protect the rotating system in over-speed conditions, tests must be made to demonstrate that –

(1)The shedding will occur at a speed which provides a reasonable margin –

(i)Above the maximum Engine speed to be approved (including the Maximum Engine Overspeed) and

(ii)Below the minimum rotor burst speed.

(2)No Hazardous Engine Effect is likely to arise as a consequence of the blades shedding.

(c)In addition, for composite fan blades where the release of the fan blade is considered to be in the Engine flow path:

(1)it must be substantiated that, during the service life of the Engine, the total probability of the occurrence of a Hazardous Engine Effect defined in CS-E 510 due to an individual blade retention system Failure from all possible causes will be Extremely Improbable, with a calculated probability of Failure of less than 10–9 per Engine flight hour;

(2)it must be substantiated by test or analysis that a lightning strike to the composite fan blade structure will not prevent the continued safe operation of the affected Engine.

[Amdt No: E/1]

[Amdt No: E/5]