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Designation: F3065/F3065M [ch8722] 15
Standard Specification for
Installation and Integration of Propeller Systems1
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 ([ch180]) 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.
1.4 Units—The values stated are SI units followed by
Imperial units in square brackets. The values stated in each
system may not be exact equivalents; therefore, each system
shall be used independently of the other. Combining values
from the two systems may result in non-conformance with the
standard.
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 and health practices and determine the applicability
of regulatory limitations prior to use.
2. Referenced Documents
2.1 ASTM Standards:2
F3060 Terminology for Aircraft
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 must meet the following requirements:
4.3.1 No single failure or malfunction in the propeller
system will result in unintended travel of the propeller blades
to a position below the in-flight low-pitch position. Failure of
structural elements need not be considered if the occurrence of
such a failure is shown to be extremely remote.
4.3.2 For propellers incorporating a method to select blade
pitch below the in-flight low pitch position, provisions must be
made to sense and indicate to the flight crew that the propeller
blades are below that position by a defined amount. The
method for sensing and indicating the propeller blade pitch
position must be such that its failure does not affect the control
of the propeller.
4.3.3 The propeller control system, operating in normal and
alternative operating modes and in transition between operating
modes, performs the defined functions throughout the
declared operating conditions and flight envelope.
4.3.4 The propeller control system functionality is not
adversely affected by the declared environmental conditions,
including temperature, electromagnetic interference (EMI),
high intensity radiated fields (HIRF) and lightning.
4.3.5 A method is provided to indicate that an operating
mode change has occurred if flight crew action is required.
4.3.6 No single failure or malfunction of electrical or
electronic components in the control system results in a
hazardous propeller effect.
4.3.7 Failures or malfunctions directly affecting the propeller
control system in a typical airplane, such as structural
failures of attachments to the control, fire, or overheat, do not
lead to a hazardous propeller effect.
1 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 May 1, 2015. Published June 2015. DOI: 10.1520/
F3065-15. 2 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.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
1
4.3.8 The loss of normal propeller pitch control does not
cause a hazardous propeller effect under the intended operating
conditions.
4.3.9 The failure or corruption of data or signals shared
across propellers does not cause a hazardous propeller effect.
4.3.10 Electronic propeller control system imbedded software
must be designed and implemented by a method approved
by the Civil Aviation Authority that is consistent with the
criticality of the performed functions and that minimizes the
existence of software errors.
4.3.11 The propeller control system must be designed and
constructed so that the failure or corruption of airplanesupplied
data does not result in hazardous propeller effects.
4.3.12 The propeller control system must be designed and
constructed so that the loss, interruption or abnormal characteristic
of airplane-supplied electrical power does not result in
hazardous propeller effects.
4.3.13 Each propeller blade pitch control system
component, including governors, pitch change assemblies, and
feathering system components, can withstand cyclic operation
that simulates the normal load and pitch change travel to which
the component would be subjected during a minimum of 1000
h of typical operation in service.
4.3.14 Propeller components that contain hydraulic pressure
and whose structural failure or leakage from a structural failure
could cause a hazardous propeller effect demonstrate structural
integrity by:
4.3.14.1 A proof pressure test to 1.5[ch215] the maximum operating
pressure for one minute without permanent deformation
or leakage that would prevent performance of the intended
function, and
4.3.14.2 A burst pressure test to 2.0[ch215] the maximum operating
pressure for one minute without failure. Leakage is
permitted and seals may be excluded from the test.
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 aeroplane at maximum weight,
4.5.1.2 With the most adverse center of gravity, and
4.5.1.3 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 [1[ch8260]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 ae
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