CS-E 130  Fire Protection

ED Decision 2018/014/R

(See AMC E 130)

(a)     The design and construction of the Engine and the materials used must minimise the probability of the occurrence and spread of fire during normal operation and Failure conditions and must minimise the effects of such a fire. In addition, the design and construction of Engines must minimise the probability of the occurrence of an internal fire that could result in structural Failure or Hazardous Engine Effects.

(b)     Except as required by CS-E 130(c), each external line, fitting and other component which contains or conveys flammable fluid during normal Engine operation must be at least Fire Resistant. Components must be shielded or located to safeguard against the ignition of leaking flammable fluid.

(c)      Tanks which contain flammable fluid and any associated shut-off means and supports, which are part of and attached to the Engine, must be Fireproof either by construction or by protection, unless damage by fire will not cause leakage or spillage of a hazardous quantity of flammable fluid. For a Piston Engine having an integral oil sump of less than 23.7 litres capacity, the oil sump need not be Fireproof nor be enclosed by a Fireproof shield but still must comply with CS-E 130(b).

(d)     An Engine component designed, constructed and installed to act as a firewall must be -

(1)     Fireproof; and,

(2)     Constructed so that no hazardous quantity of air, fluid or flame can pass around or through the firewall; and,

(3)     Protected against corrosion.

(e)     In addition to specifications of CS-E 130(a) and (b), Engine control system components which are located in a designated fire zone must be at least Fire Resistant

(f)      Unintentional accumulation of hazardous quantities of flammable fluid within the Engine must be prevented by draining and venting.

(g)     Those features of the Engine which form part of the mounting structure or Engine attachment points must be Fireproof, either by construction or by protection, unless:

(1)      This is not required for the particular aircraft installation, and in this case, this shall be declared in accordance with CS-E 30; or

(2)      the Engine is a Piston Engine that fulfils the following conditions:

(i)       The Engine mounting structure must be designed to be fail-safe so that in the case of a Failure of one load path, the remaining mounting structure is able to support the Engine under the loads and thermal conditions as specified under paragraph (ii) and (iii) below.

(ii)      Those features of the Engine that form part of the mounting structure or Engine attachment points shall be at least Fire-resistant.

(A)     The mounting structure and Engine attachment points shall be able to sustain the limit flight loads that are appropriate for a typical aircraft installation for which the Engine is intended, including Engine thrust and torque for Maximum Continuous Power, without Failure for 5 minutes under the fire test conditions of AMC E 130(4).

This ability shall be demonstrated by analysis or by tests for all mounting structures and attachment points.

If a test is selected, then the test shall be performed to demonstrate the ability of the most critical elements of the Engine mounting system or attachment points to retain the Engine under the loads specified above and in accordance with the fire test conditions of AMC E 130(4).

(B)     At the end of the 5-minute period, it is assumed that the Engine will be shut down. Shutdown loads shall be evaluated.

Under the fire conditions as specified in paragraph (ii)(A) above, the mounting structure and the Engine attachment points shall be able to sustain flight loads of 0.5 g/1.5 g, superimposed with the evaluated shutdown loads, without Failure. This shall be demonstrated by analysis or test.

(iii)     After 5 minutes of fire application according to paragraph (ii) above, and until the end of 15 minutes, the Engine is assumed to be shut down. Under the fire conditions of (ii)(A) above, the other remaining features of the Engine mounting structure shall have sufficient static strength to withstand the maximum loads expected during the remainder of the flight.

In the absence of a more rational analysis, a load factor of 70 per cent of manoeuvre loads and (separately) 40 per cent of gust loads may be applied.

(iv)     If they are not specified, the loads referred to in paragraph (ii) and (iii) above shall be considered to be ultimate loads.

[Amdt No: E/1]

[Amdt No: E/5]