--- title: "CS-E 930 Initial Maintenance Programme Test — CS-E · Avioverse" description: "(See AMC E 930) A test must be performed with an Engine that adequately conforms to the type design to substantiate the initial maintenance programme…" url: "https://avioverse.aero/regulations/easa/cs-e/subpart-e/cs-e-930-initial-maintenance-programme-test" --- # CS-E 930 Initial Maintenance Programme Test Engines (CS-E) · CS-E · EAR revision 7 Dec 2023 IR Implementing rule ## CS-E 930 Initial Maintenance Programme Test (See AMC E 930) A test must be performed with an Engine that adequately conforms to the type design to substantiate the initial maintenance programme (IMP) that will be included in the instructions for continued airworthiness (ICA) in order to ensure sufficient Engine reliability under in-service conditions. The test must simulate the conditions in which the Engine is expected to operate in service, including typical start–stop cycles. IR — CS-E · CS-E Easy Access Rules · EAR revision 7 Dec 2023 AMC Acceptable means of compliance ## AMC E 930 Initial Maintenance Programme Test (a) Definitions For the purposes of this AMC, the following definitions apply. (1) ‘Engine flight cycle’. Predicted average flight profile of the Engine parameters and conditions representative of the way the Engine is expected to operate in service. (2) ‘Initial maintenance programme (IMP)’. Instructions for continued airworthiness (ICA) submitted under CS-E 25 that are considered necessary to ensure sufficient Engine reliability. The ICA may be required by the type certificate holder in the ‘Airworthiness Limitations’ section of the ICA or may be recommended at certain intervals. The IMP may use hard time-based maintenance programming or on-condition-based maintenance programming, or a combination of both. (3) ‘Initial maintenance inspection (IMI) intervals’. An IMP approach for maintenance tasks based on hard time policy (i.e. maximum hours or cycles that an Engine or Engine module should be operated before a maintenance task is performed). (4) ‘Engine overhaul’. The process to disassemble, clean, inspect, repair or replace (as necessary), reassemble and test for return-to-service approval within the manufacturer’s overhaul data specifications. This process relates to the periodic disassembly of the entire Engine, or modules when applicable, rather than maintenance of individual parts or assemblies. (b) Purpose of the IMP test The primary purpose of the IMP test run is to demonstrate sufficient Engine reliability and support the establishment of the entry-into-service (EIS) IMP for that type design. Therefore, this AMC provides guidance and acceptable means of compliance on: (1) test methods and procedures, (2) test pass/fail criteria, (3) EIS IMP requirements or recommendations. (c) Applicability to changes to type certificate Following the initial demonstration of compliance with CS-E 930, Minor design changes do not require a new demonstration of compliance with CS-E 930. For Major design changes (following the initial demonstration of compliance with CS-E 930), the applicant should assess the impact on the validity of the previously established IMP. The applicant should either substantiate the previous IMP or propose means to substantiate a change to the IMP. Such means may include analysis, testing or a combination of both. A full test to redemonstrate compliance with CS-E 930 may not be required. When assessing the IMP’s validity, the applicant should evaluate the impact of the change on the Engine design factors and Engine system dynamics. Engine design factors include, but are not limited to: mechanical size and stiffness, static structure, dynamics of Engine, bearing arrangement, number of structural frames, arrangement of mounting to aircraft, number of compression and turbine stages, size and diameter of the fan, changes to Engine control system architecture (e.g. supervisory to full authority type, or analogue to digital), changes to installation (e.g. service bleed and power extraction) and new technology (e.g. design, materials or manufacturing processes), to the extent that these factors contribute to the system dynamics of the Engine. System dynamics of the Engine are the vibratory response signature (system critical frequencies and amplitudes). These can be a function of Engine mass and stiffness, rotor speeds, and Engine or aircraft mount and strut mass and stiffness. (d) IMP test (1) IMP test cycle assessment (i) General The applicant should provide an assessment of expected service operating conditions as part of the test plan. In this assessment, the applicant should show that the proposed test cycle represents the expected in-service engine flight cycles, including: established power/thrust ratings, reverse thrust use, component stress and temperature, exhaust gas temperature (EGT), Engine vibration, cycle / operating time cumulative damage, other critical factors. If the Engine includes OEI power ratings, representation of cumulative usage of those OEI power ratings before maintenance should be included in the Engine flight cycles of the IMP test. For multiple aircraft applications, the applicant should show that the test cycle adequately represents all identified or anticipated installations and Engine flight cycles. Test cycles that have been used in the past include: full cycle (paragraph (d)(1)(ii)), accelerated severity cycle (paragraph (d)(1)(iii)), combinations of the above test cycle types. The applicant may combine the IMP test with the AMC 20-6B early ETOPS test (refer to Appendix 1, Section 2.b). In this case, the applicant must successfully complete the early ETOPS test prior to EIS. See paragraph (d)(7). (ii) Full Cycle Test The full cycle test requires that the Engine is run through the exact thrust or power setting sequences for the time periods identified in the Engine flight cycle. Thus, one complete cycle of a full cycle test should include: a typical Engine flight cycle, the exact number of operating hours, from Engine start through complete shutdown. (iii) Accelerated Severity Cycle Test The accelerated severity cycle test provides a rigorous test of those Engines (or Engine parts) for which durability is primarily affected by cyclic operation. This type of test makes it possible to vary the following aspects of the Engine flight cycle: time at various thrust or power settings, sequence of thrust or power selections. To determine the relationship between the accelerated severity cycle test and the full flight cycle as required above, a detailed analysis should be performed of: the stress, the temperature, and the resulting life of each affected part of the Engine. The accelerated severity cycle test may include the equivalent of several flight cycles during a given portion of the overall Engine test. This can result in a small number of Engine hours in comparison with the number of Engine flight cycles demonstrated. The accelerated severity cycle test is generally not considered ideal for Engine parts whose durability is primarily affected by hours of operation rather than by cycles. For those cases, the IMP substantiation may require other test or in-service experience data (including, if available, comparison of relevant past IMP demonstrations with subsequent successful entry-into-service (EIS) Engine experience). The accelerated severity cycle test should include Engine start and shutdown. (2) IMP Test Engine Configuration (i) General CS-E 930 requires the test to be performed with an Engine that adequately conforms to its final type design. Therefore, no significant Engine modification should be required to complete the IMP test. Engine parts that are included in the Engine type design but not installed on the Engine may be substantiated by taking credit for validated analyses and/or other tests. Equipment qualification performed under CS-E 80(b) may be considered an appropriate means of compliance in this case. (ii) Consideration of Hardware Items Not Part of the Engine Type Design The applicant should include in the IMP test other hardware items, or representative hardware items, that are not normally part of the Engine type design (e.g. thrust reverser, air starter, Engine build-up hardware) and that have an impact on the reliability of the Engine. (iii) Engine Test Configuration The applicant should perform the IMP test when the Engine is installed in a typical configuration, to the maximum extent possible. For example, the applicant should: connect and operate, in a way representative of the intended service, the airframe accessories and the interfaces that load the Engine; schedule, throughout the test, typical accessory loads and bleed air extraction that would be experienced during the Engine flight cycle. (iv) Turbopropeller Applications For turbopropeller Engine applications, the test should be run with an installation-eligible propeller installed. The applicant should incorporate into the test cycle applicable design features, such as: propeller braking, auxiliary power unit (APU)-mode operation(s). (v) Turboshaft Applications For turboshaft applications, the applicant should load the test Engine output shaft to simulate the appropriate rotor drive system characteristics of the intended installation. Potential rotor drive system characteristics include but are not limited to inertial and torsional vibration. (3) Test Parameters The conditions achieved during the test should effectively represent the conditions expected during an Engine flight cycle, including: power/thrust, stress, component temperature, EGT, unbalance vibration. (4) Test Duration The total number of test cycles and the test duration should be sufficient to demonstrate the effectiveness of the IMP. Note: CS-E 930 does not require a fixed number of cycles (i.e. the IMP test is not a 1 000-cycle test). However, the applicant should correlate the number of cycles proposed for the test to the planned Engine IMP. Please refer to paragraph (d)(6). (5) Pass/Fail Criteria (i) General The Engine type design will comply with CS-E 930 when the post-test hardware condition demonstrates that the Engine will remain airworthy when applying the proposed IMP. The Engine should comply with paragraphs (d)(5)(ii), (iii) and (iv) of this AMC. (ii) Test Over the test duration, and when the applicant follows normal ICA maintenance practices, the Engine should: meet all proposed thrust or power ratings without exceeding any operating limitations; be free of significant anomalies (e.g. surge, stall) when operated as per the operating instructions provided in compliance with CS-E 20(d). (iii) Post-Test Teardown Inspection A post-test teardown inspection should demonstrate that: each engine part conforms to the type design; or damage is evaluated and the part is considered acceptable for safe continued operation; or damage is evaluated and the part is considered not acceptable for safe continued operation, but there is no imminent failure identified at the end of test. Engine parts may be considered acceptable for safe continued operation if the applicant includes, within the ICA, appropriate inspections and/or limitations. For those parts damaged beyond criteria ensuring safe continued operation, the applicant should substantiate the finding that there is no imminent failure and should provide in the ICA an appropriate fixed Engine overhaul period. For Engines having 30-second OEI and 2-minute OEI power ratings, the IMP test results may be used when showing compliance with CS-E 25(b)(2) for OEI power availability demonstration at the end of the fixed Engine overhaul period. (iv) Certification Documentation The certification documentation should identify those parts of the Engine that will have specific ICA requirements or recommendations that result from the IMP test. The final ICA should include these specific requirements and/or recommendations, in compliance with CS-E 25, including: life limits, inspections, intervals, accept/reject criteria. (6) Determination of the IMP (i) Full Cycle Test For a successful full cycle test, the applicant may take credit for the full number of cycles and the full number of hours demonstrated during the test when proposing an IMP. (ii) Accelerated Severity Cycle Test For a successful accelerated severity cycle test, the applicant may take credit for the full number of cycles for those Engine parts for which the test cycle was shown to be equal to or more severe than the assumed Engine flight cycle. (iii) High Thrust Settings during Selected Test Cycle The test cycle used (e.g. accelerated severity cycle) may involve a high thrust setting operation for durations that significantly exceed those of the Engine flight cycle. If so, EASA may accept that the applicant takes credit for interval(s) longer than the IMP test length. This approach requires caution because: some Engine parts will wear as a function of time at load, rather than from low cycle fatigue; life extrapolation based on material property data alone is imprecise. Under these circumstances, the applicant may need to draw supporting evidence from other: Engine tests, component tests, sub-assembly tests. (7) Using the early ETOPS test of AMC 20-6B (i) General The applicant may use a test performed as per AMC 20-6B (Appendix 1, Section 2.b), in lieu of a separate IMP test. The use of the early ETOPS test allows the applicant to demonstrate compliance with both CS-E 930 and CS-E 1040 through a single test on one Engine. If the applicant uses this method, the following conditions apply. (A) After completing the full number of test cycles required for an IMP test performed as per CS-E 930, the AMC 20-6B test should be interrupted to conduct a complete on-wing (or other) inspection. Please note the following: (a) The inspection should be acceptable to EASA in order to demonstrate compliance with CS-E 930; (b) An acceptable on-wing inspection should include but is not limited to the inspections and tests listed in paragraph (d)(7)(ii) of this AMC. (B) The AMC 20-6B test should be completed in its entirety. This will provide further evidence that no undiscovered Engine fault exists during the IMP portion of the test. (C) The application of the general pass/fail criteria defined in paragraph (d)(5) of this AMC should demonstrate that the Engine is fully serviceable as per the ICA, unless otherwise accepted by EASA. (ii) On-Wing Inspection (A) Borescope Inspection The applicant should fully borescope-inspect all accessible gas path stages or areas of the fan, compressor, combustor and turbine modules, to the serviceable limits of the ICA. (B) System Fault and Status Message Interrogation The applicant should evaluate all system fault and status messages for electronic-control-equipped Engines. The applicant should include both current and previously recorded messages, to the serviceable limits of the ICA. (C) Oil System Chip Detector and Filter Inspection The applicant should inspect all oil system chip detectors and filters for contaminants. (D) Fuel System Filter Inspection The applicant should inspect all fuel system filters for contaminants. (E) Main Engine Oil Sample Test The applicant should test the Engine oil (e.g. spectrographic analysis) for contaminants that might indicate impending internal failure. (F) Visual Inspection The applicant should perform a complete visual inspection of the inlet, exhaust and externals to the serviceable limits of the ICA. The Engine should be serviceable. (G) Power Calibration The applicant should demonstrate that the Engine can produce rated thrust or power at a sea-level, hot-day corner point condition within approved limits. (e) Fixed Engine Overhaul Period A simplified IMP may consist of a fixed Engine overhaul period. If this approach is selected, the applicant should: perform the Engine test of CS-E 930 described in paragraph (d) of this AMC; substantiate the fixed Engine overhaul period from the test results as per paragraph (d)(5)(iii). AMC — CS-E · CS-E Easy Access Rules · EAR revision 7 Dec 2023 [All rules in SUBPART E – TURBINE ENGINES: TYPE SUBSTANTIATION](https://avioverse.aero/regulations/easa/cs-e/subpart-e) Consolidated from the EASA Easy Access Rules (revision 7 Dec 2023, extracted 13 Oct 2026) for convenience. Not the official publication — verify against the Official Journal of the European Union and the EASA publications before operational use.