CS-E 810 Compressor and
Turbine Blade Failure
ED Decision 2018/014/R
(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]
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