turbine engine design construction
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TURBINE AIRCRAFT ENGINEDESIGN & CONSTRUCTION
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CASR PART 33 : A. GENERAL
B. DESIGN AND CONSTRUCTION ; GENERAL
C. DESIGN AND CONSTRUCTION ;
RECIPROCATING AIRCRAFT ENGINES
D. BLOCK TESTS; RECIPROCATING AIRCRAFT ENGINES
E. DESIGN AND CONSTRUCTION ;
TURBINE AIRCRAFT ENGINES
F. BLOCK TESTS ;
TURBINE AIRCRAFT ENGINES
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DESIGN AND CONSTRUCTION ;
GENERAL
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33.11 APPLICABILITY
General design and construction
requirements for reciprocating and
turbine aircraft engines.
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33.14 START / STOP CYCLIC
STRESS ( LOW CYCLE FATIGUE)
Operating limitations must be established
which specify the maximum allowable
number of start/stop stress cycles foreach rotor structural part : discs, spacers,
hubs, and shafts of compressor and
turbines.
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33.15 MATERIALS
The suitability and durability of
materials must :
- Be established on the basis of experience or tests; and
- Conform to approved specification
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33.17 FIRE PREVENTION
The design and construction of the
engine and the materials used must
minimize the probability of theoccurrence and spread of fire.
Each external line, fitting, and other
component which containsflammable fluid must be fire resistant
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33.17 FIRE PREVENTION (cont)
Components must be shielded or
located to safeguard against the
ignition of leaking flammable fluid.Flammable fluid tanks and supports
must be fireproof or be enclosed by a
fireproof shield.
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33.17 FIRE PREVENTION (cont)
For turbine engine in supersonic
aircraft, each external component
which contains flammable fluid mustbe fireproof .
Unwanted accumulation of
flammable fluid and vapour must beprevented by draining and venting.
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WHAT IS A DIFFERENCE
BETWEEN FIRE RESISTANTAND FIREPROOF MATERIAL ?
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33.19 DURABILITY Engine design and construction must
minimize the development of an unsafe
condition of the egine between overhaulperiod.
The design of compressor and turbine
rotor cases must provide for thecontainment of damage from rotor bladefailure.
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33.19 DURABILITY (cont.)
Energy levels and trajectories of
fragments from rotor blade failure must
be defined.
Each component of the propeller blade
pitch control system must meet CASR
35.42.
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33.21 ENGINE COOLING Engine design and construction must
provide the necessary cooling under
conditions in which the airplane is
expected to operate
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33.23 ENGINE MOUNTING
ATTACHMENTS AND STRUCTURE
The maximum allowable limit and ultimate
loads for engine mounting attachments
and related engine structure must be
specified.
The engine mounting attachments and
related structure must be able to
withstand -
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33.23 ENGINE MOUNTING
ATTACHMENTS AND STRUCTURE(cont.)
The specified limit loads withoutpermanent deformation.
The specified ultimate loads without
failure, but may exhibit permanentdeformation.
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33.25 ACCESSORY ATTACHMENTS
The engine must operate properly with
accessory drive and mounting
attachments loaded. Each engine accessory drive and
mounting attachment must include
provisions for sealing to prevent leakagefrom interior.
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33.25 ACCESSORY ATTACHMENTS
(cont.) A drive and mounting attachment
requiring lubrication for external drive
splines , or coupling by engine oil, mustinclude provision for sealing.
The design of the engine must allow for
the examination , adjustment, or removalof each accessory.
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33.27 TURBINE, COMPRESSOR,
FAN, AND TURBOSUPERCHARGER
ROTORS
Turbine, compressor, fan, and turbosuper -
charger rotors must have sufficient strength.
The design and functioning of engine control
devices, systems, and instruments must give
reasonable assurance that those engine
operating limitations that affect rotor structuralintegrity will be exceeded in service.
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33.27 TURBINE, COMPRESSOR,
FAN, AND TURBOSUPERCHARGER
ROTORS (cont.)
The most critically stress rotorcomponent (except blades) of eachturbine, compressor, and fan, includingintegral drum rotors and centrifugalcompressors in an engine or turbosuper-
charger , as determined by analysis orother acceptable means must be testedfor a period of 5 minutes -
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33.27 TURBINE, COMPRESSOR,
FAN, AND TURBOSUPERCHARGER
ROTORS (cont.) At its maximum operating temperature
At the highest speed of the following, as applicable:
- 120 percent of its max. permissible rpm if tested on a rig
- 115 percent of its max. permissible rpm if
tested on an engine
- 115 percent of its max. permissible rpm if tested on turbosupercharger driven by hot gas
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33.27 TURBINE, COMPRESSOR,
FAN, AND TURBOSUPERCHARGER
ROTORS (cont.) - 120 percent of the rpm at which, while cold
spinning, it is subject to operating stress that
are equivalent to those induced at the max.
operating temperature and max. permissible
rpm.
- 105 percent of the highest speed that would result from failure of the most critical
component or system
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33.27 TURBINE, COMPRESSOR,
FAN, AND TURBOSUPERCHARGER
ROTORS (cont.) - The highest speed that would result from the
failure of any component or system , in
combination with any failure of component or
system that would not normally detected
during operation.
- Following the test, each rotor must be within approved dimensional limits for an over speed
condition and may not be cracked .
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33.27 INSTRUMENT CONNECTION
- Each instrument connection must be
marked to identify it with corresponding
instrument.
- A connection must be provided on each
turbojet engines for an indicator system
to indicate rotor system unbalance.
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DESIGN & CONSTRUCTION
TURBINE AIRCRAFT ENGINES
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TURBINE AIRCRAFT ENGINES
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33.61 APPLICABILITY
This subpart prescribesadditional design and
construction requirements forturbine aircraft engines
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33.62 STRESS ANALYSIS
A stress analysis must beperformed on each turbine engine
showing the design safety marginof each turbine engine rotor,spacer, and rotor shaft.
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33.63 VIBRATION
Each engine must be designed andconstructed to function throughout itsoperating range of rotational speedsand engine power without inducingexcessive stress in any engine partbecause of vibration and withoutimparting excessive vibration forces
to the aircraft structure.
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33.67 FUEL SYSTEM
With fuel supplied to the engineat the flow and pressure specifiedby the applicant, the engine must
function properly under eachoperating condition.
Each fuel control adjusting
means must be secure by alocking device and sealed.
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33.67 FUEL SYSTEM (cont.)
The following provisions apply to eachstrainer or filter :
It must be accessible for draining andcleaning and must incorporate a screen orelement that is easily removable.
It must have a sediment trap and drain.
It must be mounted so that its weight is not
supported by connecting lines or by inletor outlet connection of the strainer or filter.
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33.67 FUEL SYSTEM (cont.)
It must have the type and degree offuel filtering. The applicant must show:
That foreign particles passing
through the specified filtering meansdo not impair the engine fuel systemfunctioning.
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33.67 FUEL SYSTEM (cont.)
The fuel system must capable ofsustained operation throughout its
flow and pressure range with the fuel
initially saturated with water at 80F(27C) and having 0.025 fluid ounces
per gallon (0.20 milliliters per liter) of
free water added and cooled for icinglikely to be encountered in operation.
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33.67 FUEL SYSTEM (cont.)
The applicant must demonstrate thatthe filtering means has the capacity to
ensure that the engine will continue to
operate within approved limits, withfuel contaminated to the maximum
degree of particle size and density
likely to be encountered in service.
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33.67 FUEL SYSTEM (cont.)
Any strainer or filter bypass mustbe designed and constructed sothat the release of collected
contaminants is minimized byappropriate location of thebypass to ensure that collected
contaminants are not in thebypass flow path.
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33.67 FUEL SYSTEM (cont.)
If provided as part of the engine,the applicant must show or each
fluid injection (other than fuel)
system and its controls that theflow of the injected fluid is
adequately controlled.
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33.68 INDUCTION SYSTEM ICING
Each engine, with all icing protectionsystem operating , must
Operate throughout its flight power
range (including idling) without theaccumulation of ice on the engine
components that adversely affects
engine operation.
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33.68 INDUCTION SYSTEM ICING
(cont.)
Idle for 30 minutes on ground , withthe available air bleed icing for eachengine, with all icing protectionsystem operating , must
Operate throughout its flight powerrange (including idling) without theaccumulation of ice on the engine
components that adversely affectsengine operation.
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33.69 IGNITION SYSTEM
Each engine must be equipped withan ignition system for starting the
engine on the ground and in flight.
An electric ignition system must haveat least two igniters and two separate
secondary electric circuits, except
that only one igniter is required forfuel burning augmentation systems.
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33.71 LUBRICATION SYSTEM
GENERAL:
Each lubrication system must
function properly in all operating
conditions. OIL STRAINER OR FILTER:
There must be an oil strainer or filter
through which all of the engine oilflows.
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33.71 LUBRICATION SYSTEM(cont.)
Each strainer or filter that has abypass must be constructed and
installed so that oil will flow at the
normal rate through the rest of thesystem with the strainer or filter
element completely blocked.
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33.71 LUBRICATION SYSTEM(cont.)
The type and degree of filteringsystem must be specified.
The applicant must demonstrate that
foreign particles passing through thespecified filtering means do not
impair engine oil system functioning.
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33.71 LUBRICATION SYSTEM(cont.)
Each strainer or filter must have thecapacity to ensure that the engine oil
system functioning is not impaired
with the oil contaminated to a degreethat is greater than above.
Each strainer or filter must have a
means to indicate contamination.
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33.71 LUBRICATION SYSTEM(cont.)
Any filter bypass must be designedand constructed to ensure that the
collected contaminants are not in the
bypass flow path. Each strainer or filter that has no
bypass must have provisions for
connection with a warning means towarn the pilot.
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33.71 LUBRICATION SYSTEM(cont.)
Each strainer or filter must be accessiblefor draining and cleaning.
OIL TANKS : Each oil tank must have an expansion
space of not less than 10 percent of the
tank capacity.
It must be impossible to inadvertently fill
the oil tank expansion space
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33.71 LUBRICATION SYSTEM(cont.)
Each recessed oil tank filler connection
that can retain any appreciable quantity of
oil must have provision for fitting a drain. Each oil tank cap must provide an oil tight
seal.
Each oil tank filler must be marked with the
word oil.
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33.71 LUBRICATION SYSTEM(cont.)
Each oil tank must be vented from the top
part of the expansion space.
There must be means to prevent entranceinto the oil tank or into any oil tank outlet ,
of any object that might obstruct the flow
of oil through the system.
There must be a shutoff valve at theoutlet of each oil tank
33 71 LUBRICATION SYSTEM( )
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33.71 LUBRICATION SYSTEM(cont.)
.
Each unpressurized oil tank may not leakwhen subjected to a maximum operating
temperature and an internal pressure of 5
psi.
Each pressurized oil tank may not leak
when subjected to a maximum operating
temperature and an internal pressure that
is not less than 5 psi plus the maximumoperating pressure of the tank.
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33.71 LUBRICATION SYSTEM(cont.)
Leak or spilled oil may notaccumulate between the tank and
the remainder of the engine.
Each oil tank must have an oilquantity indicator or provisions
for one.
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33.71 LUBRICATION SYSTEM(cont.)
OIL DRAINS: A drain must be provided to allow safe
drainage of the oil system.
Each drain must :
- Be accessible
- Have manual or automatic means for
positive locking in the closed position
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33.71 LUBRICATION SYSTEM(cont.)
OIL RADIATORS :Each oil radiator must withstand,
without failure , any vibration,
inertia, and oil pressure load towhich it is subjected during the
block tests.
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33.72 HYDRAULIC ACTUATING
SYSTEMS Each hydraulic actuating system must
function properly under all conditions in
which the engine is expected to operate. Each filter or screen must be accessible for
servicing.
Each tank must meet the design criteria of
CASR 33.71.
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33.75 SAFETY ANALYSIS
Analysis should be shown for any probablemalfunction or any probable single or
multiple failure, or any probable improperoperation the engine will not cause theengine to -.
- Catch fire
- Burst ( release hazardous fragment through the engine case)
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33.75 SAFETY ANALYSIS (cont.)
- Generate loads greater than those
ultimate loads specified in CASR
33.23 (a)
- Lose the capability of being shutdown
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33.77 FOREIGN OBJECT INGESTION
Ingestion of 4 pound birds may not cause
the engine to
- Catch fire
- Burst (release hazardous fragments
through the engine case)
- Generate loads greater than those
ultimate loads specified in CASR 33.23(a)
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33.77 FOREIGN OBJECT INGESTION
(cont.) Ingestion of 3 ounce birds or 1.5 pound birds
may not
- Cause more than a sustained 25 percent
power or thrust loss.
- Require the engine to be shut down within
5 minutes from the time of ingestion.
- Result in a potentially hazardous condition.
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33.77 FOREIGN OBJECT INGESTION
(cont.) Ingestion of water , ice, or hail may not
cause a sustained power or thrust loss
or require the engine to be shut down. It must be demonstrated that the engine
can accelerate and decelerate safely
while inducing a mixture of at least 4
percent water by weight at engine
airflow.
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33.77 FOREIGN OBJECT INGESTION
(cont.) For an engine that incorporates a protection
device need not be demonstrated with respect
to foreign ingestion if it is shown that-
- Such foreign objects are of a size that will
not pass through the protective device.
- The protective device will withstand the
impact of the foreign objects.
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33.77 FOREIGN OBJECT INGESTION
(cont.) - The foreign object, or objects,
stopped by the protective device will
not obstruct the flow of induction air
into the engine with a resultant
sustained reduction in power or
thrust .
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33.79 FUEL BURNING THRUST
AUGMENTOR Each fuel burning thrust augmentor,
including the nozzle, must -
- Provide cutoff of the fuel burning thrust augmentor.
- Permit on/off cycling.
- Be controllable within the intended
range of operation.
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33.79 FUEL BURNING THRUST
AUGMENTOR (cont.) Upon a failure or malfunction of augmentor
combustion, not cause the engine to losethrust other than that provided by the
augmentor. Have a controls that function compatibility
with the other engine controls andautomatically shutt off augmentor fuel flow if
the engine rotor speed drops below theminimum rotational speed at which theaugmentor is intended to function.
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