CS-E 50 Engine Control System

• ED Decision 2018/014/R found in: CS-E Amdt 5 - Engines (Dec 2018)

CS-E 50 Engine Control System ED Decision 2018/014/R (See [AMC E 50](#_DxCrossRefBm1371447633), AMC 20-1, AMC 20-3, AMC 20-115) (a) *Engine Control System Operation.* It must be substantiated by tests, analysis or a combination thereof that the Engine Control System performs the intended functions in a manner which - (1) Enables selected values of relevant control parameters to be maintained and the Engine kept within the approved operating limits over changing atmospheric conditions in the declared flight envelope. (2) Complies with the operability specifications of [CS-E 390](#_DxCrossRefBm1371447632), [CS-E 500(a)](#_DxCrossRefBm1371447610) and [CS-E 745](#_DxCrossRefBm1371447601), as appropriate, under all likely system inputs and allowable Engine power or thrust demands, unless it can be demonstrated that this is not required for non-dispatchable specific Control Modes in the intended application. In such cases, the Engine approval will be endorsed accordingly. (3) Allows modulation of Engine power or thrust with adequate sensitivity and accuracy over the declared range of Engine operating conditions, and (4) Does not create unacceptable thrust or power oscillations. (b) *Control Transitions.* It must be demonstrated that, when a Fault or Failure results in a change from one Control Mode to another, or from one channel to another, or from the Primary System to the Back-up System, the change occurs so that: (1) The Engine does not exceed any of its operating limitations, (2) The Engine does not surge, stall, flame-out or experience unacceptable thrust or power changes or oscillations, or other unacceptable characteristics, and (3) If the flight crew is required to initiate, respond to or be aware of the Control Mode change, there must be provision for a means to alert the crew. This provision must be described in the Engine instructions for installation and the crew action described in the Engine instructions for operation. The magnitude of any change in thrust or power and the associated transition time must be identified and described in the Engine instructions for installation and operation. (c) *Engine Control System Failures.* The Engine Control System must be designed and constructed so that: (1) The rate for Loss of Thrust (or Power) Control (LOTC/LOPC) events, consistent with the safety objective associated with the intended aircraft application, can be achieved, (2) In the Full-up Configuration, the system is essentially single Fault tolerant for electrical and electronic Failures with respect to LOTC/LOPC events. (3) Single Failures of Engine Control System components do not result in a Hazardous Engine Effect, (4) Foreseeable Failures or malfunctions leading to local events in the intended aircraft installation, such as fire, overheat, or Failures leading to damage to Engine Control System components, must not result in a Hazardous Engine Effect due to Engine Control System Failures or malfunctions. (d) *System Safety Assessment.* When complying with [CS-E 210](#_DxCrossRefBm1371447613) or [CS-E 510](#_DxCrossRefBm1371447574), a system safety assessment must be completed for the Engine Control System. This assessment must identify Faults or Failures that result in a change in thrust or power, a transmission of erroneous data, or an effect on Engine operability together with the predicted frequency of occurrence of these Faults or Failures. (See also [CS-E 110(e)](#_DxCrossRefBm1371447631)) (e) *Protection Systems.* (See [AMC E 50(e)](#_DxCrossRefBm1371447630)) (1) When electronic over-speed protection systems are provided, the design must include a means for testing the system to establish the availability of the protection function. The means must be such that a complete test of the system can be achieved in the minimum number of cycles. If the test is not fully automatic, the specification for a manual test must be contained in the Engine instructions for operation. (2) When over-speed protection is provided through hydromechanical or mechanical means, it must be demonstrated by test or other acceptable means that the over-speed function remains available between inspection and maintenance periods. (f) *Software and Programmable Logic Devices*. All associated software and encoded logic must be designed, implemented and verified to minimise the existence of errors by using an approved method consistent with the criticality of the performed functions. (g) *Aircraft Supplied Data.* Single Failures leading to loss, interruption or corruption of Aircraft-Supplied Data, or data shared between Engines must: (1) Not result in a Hazardous Engine Effect for any Engine. (2) Be detected and accommodated. The accommodation strategy must not result in an unacceptable change in thrust or power or an unacceptable change in Engine operating and starting characteristics. The effects of these Failures on Engine power or thrust, Engine operability and starting characteristics throughout the flight envelope must be evaluated and documented. The specification of CS-E 50(g)(2) does not apply to thrust or power command signals from the aircraft. (h) *Aircraft Supplied Electrical Power.* (1) The Engine Control System must be designed so that the loss or interruption of electrical power supplied from the aircraft to the Engine Control System will not - (i) Result in a Hazardous Engine Effect, (ii) Cause the unacceptable transmission of erroneous data. The effect of the loss or interruption of aircraft supplied electrical power must be taken into account in complying with CS-E 50(c)(1). (2) When an Engine dedicated power source is required for compliance with CS-E 50(h)(1), its capacity should provide sufficient margin to account for Engine operation below idle where the Engine Control System is designed and expected to recover Engine operation automatically. (3) The need for, and the characteristics of, any electrical power supplied from the aircraft to the Engine Control System for starting and operating the Engine, including transient and steady state voltage limits, must be identified and declared in the Engine instructions for installation. (4) Low voltage transients outside of the power supply voltage limitations, declared under CS-E 50(h)(3), must meet the specifications of CS-E 50(h)(1). The Engine Control System must resume normal operation when aircraft supplied electrical power returns to within the declared limits. (i) *Air Pressure Signal.* The effects of blockage or leakage of the signal lines on the Engine Control System must be considered as part of the system safety assessment of CS-E 50(d) and the appropriate design precautions adopted. (j) Engines having a 30-Second OEI Power Rating must incorporate means or provision for means for automatic availability and automatic control of the 30-Second OEI Power within its operating limitations. (See [AMC E 50(j)](#_DxCrossRefBm1371447629)) (k) Means for shutting down the Engine rapidly must be provided. [Amdt No: E/1] [Amdt No: E/5]