ASTM F3065/F3065M-21a

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of the standard as published by ASTM is to be considered the official document.
Designation: F3065/F3065M − 21 F3065/F3065M − 21a
Standard Specification for
Aircraft Propeller System Installation
This standard is issued under the fixed designation F3065/F3065M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope
1.1 This specification addresses the airworthiness requirements for the installation and integration of propeller systems.
1.2 This specification is applicable to aeroplanes as defined in F44 terminology standard.
1.3 The applicant for a design approval must seek the individual guidance to their respective CAA body concerning the use of this
standard as part of a certification plan. For information on which CAA regulatory bodies have accepted this standard (in whole
or in part) as a means of compliance to their Small Aircraft Airworthiness regulations (Hereinafter referred to as “the Rules”), refer
to ASTM F44 webpage (www.ASTM.org/COMITTEE/F44.htm) which includes CAA website links. Annex A1 maps the Means
of Compliance described in this specification to EASA CS-23, amendment 5, or later, and FAA 14 CFR Part 23, amendment 64,
or later.
1.4 Units—The values stated are SI units followed by Imperial units in square brackets. The values stated in each system are not
necessarily exact equivalents; therefore, to ensure conformance with the standard, each system shall be used independently of the
other, and values from the two systems shall not be combined.
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility
of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of
regulatory limitations prior to use.
1.6 This international standard was developed in accordance with internationally recognized principles on standardization
established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued
by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
2. Referenced Documents
2.1 ASTM Standards:
F3060 Terminology for Aircraft
2.2 OtherEASA Standards:
14 CFR Part 35 Airworthiness Standards: Propellers
CS-22 Subpart J Sailplanes and Powered Sailplanes: Propellers
CS-23 Certification Specifications for Normal-Category Aeroplanes
CS-P Propellers
This specification is under the jurisdiction of ASTM Committee F44 on General Aviation Aircraft and is the direct responsibility of Subcommittee F44.40 on Powerplant.
Current edition approved Jan. 1, 2021May 1, 2021. Published March 2021May 2021. Originally approved in 2015. Last previous edition approved in 20192021 as
F3065/F3065M–19.–21. DOI: 10.1520/F3065_F3065M-21.10.1520/F3065_F3065M-21A.
For referenced ASTM standards, visit the ASTM website, www.astm.org, or contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM Standards
volume information, refer to the standard’s Document Summary page on the ASTM website.
Available from EASA European Aviation Safety Agency, Postfach 10 12 53, D-50452 Cologne, Germany, http://easa.europa.eu.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3065/F3065M − 21a
2.3 FAA Standards:
14 CFR Part 23 Airworthiness Standards: Normal Category Airplanes
14 CFR Part 35 Airworthiness Standards: Propellers
3. Terminology
3.1 See Terminology F3060.
4. Propeller Installation Aspects
4.1 Propeller—General:
4.1.1 Each propeller must:
4.1.1.1 Have a type certificate, or
4.1.1.2 Meet the requirements acceptable to the certifying aviation authority for inclusion in the approved aeroplane.
4.1.2 Engine power and propeller shaft rotational speed may not exceed the limits for which the propeller is certificated or
approved.
4.2 Feathering Propellers—Each featherable propeller must have a means to un-feather in flight.
4.3 Variable-Pitch Propellers—The propeller blade pitch control system shall meet the blade pitch control technical requirements
that correspond to the technical requirements used for the design of the propeller.
4.3.1 If the propeller meets the technical requirements of 14 CFR part 14 CFR Part 35 or equivalent, the propeller blade pitch
control system shall meet the technical requirements of 14 CFR 35.21, 35.23, 35.42, and 35.43.
4.3.2 If the propeller meets the technical requirements of CS-P or equivalent, the propeller blade pitch control system shall meet
the technical requirements of CS-P 210, CS-P 230, CS-P 420, and CS-P 430.
4.3.3 If the propeller meets the technical requirements of CS-22 Subpart J or equivalent, the propeller blade pitch control system
shall meet the technical requirements of CS 22.1923, CS 22.1939(b), and CS 22.1941.
NOTE 1—For propellers developed to other specifications, the applicant should propose adequate technical requirements for the propeller blade pitch
control system to the certifying authority.
4.4 Pusher Propeller Installation:
4.4.1 All engine cowling, access doors, and other removable items must be designed to have a remote probability of separation
that could cause contact with the pusher propeller.
4.4.2 Each pusher propeller must be marked so that the disc is conspicuous under normal daylight ground conditions.
4.4.3 If the engine exhaust gases are discharged into the pusher propeller disc, it must be shown by tests, or analysis supported
by tests, that the propeller is capable of continuous safe operation.
4.5 Propeller Clearance:
4.5.1 Propeller clearances in section 4.5 are the minimum allowable, unless otherwise substantiated, under the following
conditions:
4.5.1.1 With the most adverse combination of aeroplane weight and center of gravity, and
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F3065/F3065M − 21a
4.5.1.2 With the propeller in the most adverse pitch position.
4.5.2 Ground Clearance with Forward Mounted Propellers:
4.5.2.1 Normal Operation—With landing gear statically deflected and the aeroplane in the level, normal takeoff, or taxiing attitude,
whichever is most critical; there must be a clearance between each propeller and the ground of at least:
(1) 18 cm [7 in.] for each aeroplane with nose wheel landing gear, or
(2) 23 cm [9 in.] for each aeroplane with tail wheel landing gear.
4.5.2.2 Deflated and Bottomed Struts—For each aeroplane with conventional landing gear struts using fluid or mechanical means
for absorbing landing shocks, there must be positive clearance between the propeller and the ground in the level takeoff attitude
with the critical tire completely deflated and the corresponding landing gear strut bottomed.
4.5.2.3 Leaf Spring Struts—Positive clearance for aeroplanes using leaf spring struts is shown with a deflection corresponding to
1.5 g.
4.5.3 Ground Clearance with Aft-Mounted Propellers—In addition to the clearances specified in 4.5.2, an aeroplane with an aft
mounted propeller must be designed such that the propeller will not contact the runway surface when the aeroplane is in the
maximum pitch attitude attainable during normal takeoffs and landings.
4.5.4 Water Clearance:
4.5.4.1 There must be a clearance of at least 46 cm [18 in.] between each propeller and the water.
4.5.4.2 The clearance may be reduced if the spray does not dangerously obscure the vision of the pilots or damage the propellers
or other parts of the seaplane or amphibian at any time during taxiing, takeoff, or landing.
4.5.5 Structural Clearance—There must be:
4.5.5.1 At least 25 mm [1 in.] radial clearance between the blade tips and the aeroplane structure, plus any additional radial
clearance necessary to prevent harmful vibration;
4.5.5.2 At least 12.7 mm [ ⁄2 in.] longitudinal clearance between the propeller blades or cuffs and stationary parts of the aeroplane;
and
4.5.5.3 Positive clearance between other rotating parts of the propeller or spinner and stationary parts of the aeroplane.
4.5.6 Clearance from Occupant(s)—There must be adequate clearance or shielding between the occupant(s) and the propeller,
such that it is not possible for the occupant(s), when seated and strapped in, to contact the propeller.
5. Structural Aspects
5.1 Propeller Vibration and Fatigue:
5.1.1 Section 5.1 does not apply to fixed-pitch wood propellers of conventional design.
5.1.2 The magnitude of the propeller vibration stresses or loads, including any stress peaks and resonant conditions, throughout
the normal operational envelope of the aeroplane must be determined by either:
5.1.2.1 Measurement of stresses or loads through direct testing or analysis based on direct testing of the propeller on the aeroplane
and engine installation for which approval is sought; or
5.1.2.2 Comparison of the propeller to similar propellers installed on similar aeroplane installations for which these measurements
have been made.
5.1.3 A fatigue evaluation of the propeller hub, blades, and blade retention must be made to show that failure due to fatigue will
be avoided throughout the operational life of the propeller.
F3065/F3065M − 21a
5.1.3.1 The fatigue evaluation must use the structural data obtained in accordance with the propeller regulatory requirements or
specifications and the vibration data obtained from 5.1.2.
5.1.3.2 The fatigue evaluation must include:
(1) The intended loading spectra including reasonably foreseeable propeller vibration and cyclic load patterns,
(2) Identified emergency conditions,
(3) Allowable over speeds and over torques,
(4) The effects of temperatures and humidity expected in service,
(5) The effects of aeroplane operating airworthiness limitations, and
(6) The effects of propeller operating airworthiness limitations.
5.1.3.3 The fatigue evaluation must consider any other propeller component whose failure due to fatigue could be catastrophic to
the aeroplane.
5.1.4 The applicant must demonstrate by tests, analysis based on tests, or previous experience on similar designs that the propeller
does not experience harmful effects of flutter throughout the normal operational envelope of the aeroplane.
5.1.5 Any other test method or service experience that proves the safety of the installation acceptable to the certifying aviation
authority may be used in place of subsections 5.1.2, 5.1.3, and 5.1.4.
6. Propeller Control Limitations
6.1 Propeller Speed and Pitch Limits:
6.1.1 The propeller speed and pitch must be limited to values that will assure safe operation under normal operating conditions.
6.1.2 For each propeller whose pitch cannot be controlled in flight.
6.1.2.1 During takeoff and initial climb at the all engine(s) operating climb speed, the propeller must limit the engine r.p.m., at
full throttle or at maximum allowable takeoff manifold pressure, to a speed not greater than the maximum allowable takeoff r.p.m.;
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