AMC E 1030 Time limited dispatch

(1)Guidance This AMC provides guidance for obtaining type design approval of engines with EECS in a degraded condition with respect to redundancy when these systems are to be dispatched with Faults present for limited time intervals before maintenance actions are required. This is commonly referred to as time limited dispatch (TLD). The objective of TLD is to allow dispatch with certain EECS Faults present but without them compromising the prescribed fleet-wide average LOTC/LOPC rates and Hazardous Engine Effects rates. TLD methodology is one way of managing dispatch with EECS Faults. Faults in systems or equipment other than EECS or EECS Faults other than loss of redundancy are typically addressed through the Master Minimum Equipment List (MMEL). Figure 2 illustrates the various ways of managing dispatch with engine faults. TLD operations have been applied to EECS equipped engines used in multi-engine Aircraft applications, particularly those engines used in large transport Aeroplanes (certified under CS-25). The TLD requirements and limitations for those multi-engine Aircraft discussed in this advisory material should be acceptable in single engine Aircraft applications. However, the criteria used to establish acceptable TLD operations may need to be reviewed for those other applications. This assessment of control system reliability and availability requirements for single engine Aircraft applies to both piston and turbine engines.

(2)Definitions Definitions may be found in CS-Definitions, CS-E 15 and AMC 20-3. For the purpose of this AMC E 1030 the following additional definitions apply: “Average fault exposure time” means the average period of time between the Fault occurring and that Fault being repaired. It applies when the periodic inspection/repair maintenance approach is used. In this case the time of occurrence of the Fault may not be known. One-half of the periodic inspection interval will be used in the TLD analysis since the Fault could have occurred at any time during the interval. This assumes that the Fault rate of occurrence is constant throughout the interval. If the Fault rate is not constant throughout the interval, the average exposure time should be adjusted accordingly. “Dispatch interval” means the maximum time interval approved for dispatch with Faults present in the system before corrective maintenance is required. “MEL maintenance approach” means that the presence of a detected TLD approved fault in the EECS will be annunciated in the cockpit and that in the presence of the fault indication dispatch will be allowed by including the indication in the MMEL. The operator can then keep the indication listed within their approved MEL and disposition the indication as they do any other MEL items. “Inspection/Repair maintenance approach” means that a periodic inspection and repair strategy has been approved to manage FADEC system faults. Within this approach, the presence of a detected TLD approved fault in the EECS need not be annunciated to the flight crew. The FADEC system must be interrogated by maintenance for the presence of faults during periodic inspections, and the faults found must be repaired within a specified time period or interval, so that the average exposure time of a fault in a particular category does not exceed the maximum average allowed exposure time for that category.

(3)Referenced Documents ARP 5107 revB, Time-Limited-Dispatch (TLD) Analysis for Electronic Engine Control Systems, dated November 2006. SAE World Headquarters, 400 Commonwealth Drive, Warrendale, PA 15096-0001, USA.

(4)Time Limited Dispatch Analysis The factors and limitations used throughout this AMC, and in Tables 2 and 3 in particular, are examples and are used for illustrative purposes only. However, where supporting data and analysis are not available, the values quoted may be used as default values. The TLD analysis should establish the dispatchable configurations. The TLD report should define the dispatchable configurations in terms of the Faults and their associated dispatch intervals. The TLD analysis, typically a Markov analysis or Fault tree analysis, should show that the fleet-wide average reliability or “average LOTC/LOPC rate,” which includes full-up as well as degraded system dispatches (including those resulting from Uncovered Faults), meets the required LOTC/LOPC rate for the assumed installation (see also AMC 20-3). The TLD analysis that substantiates compliance with the required LOTC/LOPC rate should be summarised in a graph. An example of such a graph is shown in Figure 1. The ordinates of the graph should be the estimate of fleet-wide average LOTC/LOPC rate of the EECS versus the dispatch interval(s) (in hours) for the EECS Faults. If dispatchable EECS Faults have been grouped into two categories, a short-time dispatch (or repair) category and a long time dispatch (or repair) category (see paragraph (6) below), the ordinate of the graph should show a long time dispatch interval of at least twice the length of time of the dispatch interval being requested. When calculating the LOTC/LOPC rate as a function of the long time dispatch interval, the assumed short-time dispatch interval should be twice the requested short-time dispatch interval. This factor of two is used to cover uncertainties in the analysis itself. In the TLD analysis, all Uncovered Faults should be assumed to lead to LOTC/LOPC unless it can be shown that they do not directly result in an LOTC/LOPC. The TLD analysis should provide the rationale and substantiation for the Failure rates used for Uncovered Faults.

(5)Certification specifications for all dispatchable configurations.

(a)CS-E 1030(b) and (c) prescribes the requirements for all dispatchable configurations.

(b)CS-E 1030(b)(3) is directed at protection systems within the EECS that provide the sole means of mitigation from Hazardous Engine Effects. There may be some cases that have a degree of protection from other sources. Such cases may best be addressed through the MMEL rather than the TLD.

(c)CS-E 1030(b)(5) stipulates that when dispatching with single or multiple Faults, there can be no further single Failure in the Engine Control System that would create a Hazardous Engine Effect. For example, it is necessary to ensure that the over-speed protection system function is operational at dispatch to guard against a Hazardous Engine Effect resulting from a single additional Fault driving fuel flow upwards.

(d)CS-E 1030(b)(6) requires that the applicant shows that the Engine, in all dispatchable configurations, continues to operate satisfactorily in the external threat levels for the system and remain compliant with the corresponding certification specifications. The Engine in each permitted TLD configuration should maintain the capability of operating through the external threats considered during Engine certification e.g. icing, rain, hail, birds, EMI, HIRF and lightning. Relative to HIRF and lightning, compliance is typically, but not always, addressed by conducting the tests in the worst-case dispatchable configuration. This worst case is often represented by single channel operation. The other external threats are typically addressed by analysis.

(e)In showing compliance with CS-E 1030(b)(7), justification of the proposed dispatch intervals should be based on a reliability analysis. The reliability analysis is typically the result of a model of the EECS, like a Markov Model or a Fault Tree Analysis, and is based largely on electronic component databases for failure rates. A Summary Report of the Engine Control System time-limited-dispatch analysis should be prepared and made available to the installer. This report should contain the list of the non-dispatchable and time limited dispatch configurations. A means to monitor the in-service LOTC/LOPC rate should be established. This should compare service experience of component Failures with the modes, effects, rates, and exposure times predicted in the TLD analysis. The data collected by this means may be used to support applications for changing dispatch intervals and may be incorporated into the system required by Part 21A.3. Entry level and mature level EECSs are differentiated to consider factors not included in a reliability analysis. A mature level system is an EECS that has achieved a stable in-service LOTC/LOPC rate that meets the required LOTC/LOPC rate for the intended application and is consistent with the analysis on which TLD approval is based. For engines installed in large transport aeroplanes this might not be achieved until 250,000 Engine flight hours in-service operation have been accumulated. An EECS is classified as an entry-level system if it is not a mature level system. The applicant may request alleviation from entry level classification if it has sufficiently similar systems operating in the field that have accumulated enough flight hours to establish stable behaviour over time. Such applications will be reviewed on a case-by-case basis. A reliability analysis is typically based on electronic component databases. These databases consider components to be mature and, hence, only random Failures are considered. Failures due to design, manufacturing, quality and operating environment of the EECS, as well as maintenance errors, are not included. Since such failures due to design, manufacturing, quality and operating environment of the EECS, as well as maintenance errors, are not covered by the reliability analysis, and because these Faults tend to be exposed and corrected only as in-service time is accumulated, the EECS is classified as an entry-level system and appropriate limitations are applied as shown in Table 2. Thus, more conservative criteria for dispatch intervals for entry-level systems are applied compared to mature level systems, even though the reliability analysis may support dispatch for a longer dispatch interval for entry-level systems. The TLD analysis report should include a tabulation of the various proposed dispatch configurations and provide: (1) the expected frequency of occurrence of the Faults leading to those dispatchable configurations; and (2) the LOTC/LOPC rate of the system when operating in those configurations. The report should tabulate the chosen category described in paragraph (6) for each Fault covered in the analysis. The report should also show that the exposure time chosen for the short and long time Fault categories allows the EECS to continue to meet its reliability requirements.

(6)Dispatch Categories The dispatch intervals determined in compliance with CS-E 1030(b)(7) and (c) are usually grouped into dispatch categories. The following are typical dispatch categories:

(a)No Dispatch. Configurations that do not comply with CS-E 1030(b) and/or (c) or do not qualify for another category should be categorised as No Dispatch.

(b)Short Time Dispatch. Configurations that comply with CS-E 1030(b) and/or (c) and satisfy the following condition should be categorised as Short Time Dispatch: the computed LOTC/LOPC rate with the Fault(s) present is less than or equal to an upper limit that has been set at 10 times the fleet-wide average reliability criteria or “average LOTC/LOPC rate” for the installation. (The LOTC/LOPC rates for different installations may be found in AMC 20-3.) However, even if the Long Time Dispatch LOTC/LOPC rate is met, configurations where the EECS has reverted to essentially single channel operation or has lost a significant degree of redundancy should be categorised as Short Time.

(c)Long Time Dispatch. Configurations that comply with CS-E 1030(b) and/or (c) and satisfy the following condition should be categorised as Long Time Dispatch: the computed LOTC/LOPC rate with the Fault(s) present is less than or equal to 75 percent of an upper limit that has been set at 10 times the fleet-wide average reliability criteria or “average LOTC/LOPC rate” for the installation. (The LOTC/LOPC rates for different installations may be found in AMC 20-3.)

(d)Applicant defined dispatch. This category is for Faults that do not have an impact on the LOTC/LOPC rate. These Faults do not have to be included in the LOTC/LOPC analysis. It should be substantiated that these Fault conditions do not have an impact on the LOTC/LOPC rate. These configurations should be included in the TLD summary report to enable an appropriate maintenance programme to be developed.

(7)TLD Operations Associated with the “MEL Maintenance Approach” and with the “Inspection/Repair Maintenance Approach.” The dispatch intervals for Short Time and Long Time dispatch will also depend upon the approach used in the maintenance programme. Where a “MEL Maintenance Approach” is used, and hence the time of initial occurrence of the Fault is known, the dispatch interval starts from the point in time when the MEL procedures identify the presence of the fault. In the “Inspection/Repair maintenance approach”, the Fault is assumed to have occurred half-way through the inspection interval and the dispatch interval is therefore assumed to have started accordingly from this mid-point. In each case, the analysis should support the dispatch interval(s). Table 3 shows an example of operating times for TLD Operations Associated with the “MEL Maintenance Approach” and with the “Inspection/Repair Maintenance Approach.”

(8)Declaration of approved TLD operating limitations The approved TLD operating limitations should be declared in the manuals specified in CS-E 20(d) and CS-E 25(a), whichever is appropriate, and provided to operators as required by Part 21A.61. The approved TLD operating limitations are the times allowed for rectification of Faults. An example of the typical operating limitations for TLD is provided in Table 1. The fact that the Engine has been approved for TLD operations should be recorded in the Engine TCDS (See CS-E 40(d)).

(9)Flight Crew Indication CS-E 1030(e) requires provisions for indication to the flight crew for no-dispatch configurations. This does not mean that indication during flight is required. Indication on the ground only is an acceptable means of compliance.

Table 1. Typical Operating Limitations for TLD

Table 2. An Example of Operating Times for TLD Operations associated with the MEL maintenance approach. Limitations on Electronic Engine Control System Operations with Faults Present

Notes:

(1)Times vary depending upon the results of the TLD Analysis.

(2)The time to repair should be included in an appropriate document.

Table 3. Maximum Operating Times for TLD Operations Associated with the “MEL maintenance approach” and “Inspection/Repair maintenance approach.” Limitations on Electronic Engine Control System Short Time and Long Time Operations with Faults Present

Notes:

(1)Times vary depending upon the results of the TLD Analysis.

(2)Should be equal to two times the value of note (1) Figure 1. Example of the analysis results for a system with both Short Time Dispatch and Long Time Dispatch [Figure or form omitted from this preview — available in the Avioverse workspace library.]

In this example, The analysis was conducted with the Short Time dispatch interval set to 300 hours based on the assumption that the desired Short Time approval was 150 hours. This ratio is in accordance with paragraph (4) The target average LOTC / LOPC rate is 10 per million engine flight hours The analysis shows that the target rate is not exceeded with a declared Short Time dispatch interval set to 150 (= 300/2) hours and the Long Time less than 2700 hours. However, the long-time interval would be limited to an operational time of 1,350 hours. Again this ratio is in accordance with paragraph (4). In the case of an entry level system the short-time Fault category would be limited to an operational time period of 125 hours, and Faults in the long-time interval would be limited to an operational time of 250 hours. This is in accordance with Table 2. If the long-time Faults were to be addressed using the periodic inspection/repair maintenance approach, the inspection/repair interval could not be longer than 500 hours for entry level system and 2,700 hours for a mature level system. This in accordance with Table 3. If the short-time Faults were to be addressed using the periodic inspection/repair maintenance approach, the inspection/repair interval could not be longer than 250 hours for entry level system and 300 hours for a mature level system. This in accordance with Table 3.

Figure 2: Different possible ways of managing Dispatch with Engine Faults [Figure or form omitted from this preview — available in the Avioverse workspace library.]

[Amdt No: E/1]