1、Designation: F3065/F3065M 15Standard Specification forInstallation and Integration of Propeller Systems1This standard is issued under the fixed designation F3065/F3065M; the number immediately following the designation indicates the yearof original adoption or, in the case of revision, the year of l
2、ast 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. Scope1.1 This specification addresses the airworthiness require-ments for the installation and integration of propeller systems.
3、1.2 This specification is applicable to aeroplanes as definedin F44 terminology standard.1.3 The applicant for a design approval must seek theindividual guidance to their respective CAA body concerningthe use of this standard as part of a certification plan. Forinformation on which CAA regulatory bo
4、dies have acceptedthis standard (in whole or in part) as a means of compliance totheir Small Aircraft Airworthiness regulations (Hereinafterreferred to as “the Rules”), refer to ASTM F44 webpage(www.ASTM.org/COMITTEE/F44.htm) which includes CAAwebsite links.1.4 UnitsThe values stated are SI units fo
5、llowed byImperial units in square brackets. The values stated in eachsystem may not be exact equivalents; therefore, each systemshall be used independently of the other. Combining valuesfrom the two systems may result in non-conformance with thestandard.1.5 This standard does not purport to address
6、all of thesafety concerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:2F3060 Terminology
7、for Aircraft3. Terminology3.1 See Terminology F3060.4. Propeller Installation Aspects4.1 PropellerGeneral:4.1.1 Each propeller must:4.1.1.1 Have a type certificate, or4.1.1.2 Meet the requirements acceptable to the certifyingaviation authority for inclusion in the approved aeroplane.4.1.2 Engine pow
8、er and propeller shaft rotational speed maynot exceed the limits for which the propeller is certificated orapproved.4.2 Feathering PropellersEach featherable propeller musthave a means to un-feather in flight.4.3 Variable-Pitch PropellersThe propeller blade pitchcontrol system must meet the followin
9、g requirements:4.3.1 No single failure or malfunction in the propellersystem will result in unintended travel of the propeller bladesto a position below the in-flight low-pitch position. Failure ofstructural elements need not be considered if the occurrence ofsuch a failure is shown to be extremely
10、remote.4.3.2 For propellers incorporating a method to select bladepitch below the in-flight low pitch position, provisions must bemade to sense and indicate to the flight crew that the propellerblades are below that position by a defined amount. Themethod for sensing and indicating the propeller bla
11、de pitchposition must be such that its failure does not affect the controlof the propeller.4.3.3 The propeller control system, operating in normal andalternative operating modes and in transition between operat-ing modes, performs the defined functions throughout thedeclared operating conditions and
12、 flight envelope.4.3.4 The propeller control system functionality is notadversely 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 operatingmo
13、de change has occurred if flight crew action is required.4.3.6 No single failure or malfunction of electrical orelectronic components in the control system results in ahazardous propeller effect.4.3.7 Failures or malfunctions directly affecting the propel-ler control system in a typical airplane, su
14、ch as structuralfailures of attachments to the control, fire, or overheat, do notlead to a hazardous propeller effect.1This specification is under the jurisdiction ofASTM Committee F44 on GeneralAviation Aircraft and is the direct responsibility of Subcommittee F44.40 onPowerplant.Current edition ap
15、proved May 1, 2015. Published June 2015. DOI: 10.1520/F3065-15.2For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM websit
16、e.Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States14.3.8 The loss of normal propeller pitch control does notcause a hazardous propeller effect under the intended operatingconditions.4.3.9 The failure or corruption of data or signals sh
17、aredacross propellers does not cause a hazardous propeller effect.4.3.10 Electronic propeller control system imbedded soft-ware must be designed and implemented by a method approvedby the Civil Aviation Authority that is consistent with thecriticality of the performed functions and that minimizes th
18、eexistence of software errors.4.3.11 The propeller control system must be designed andconstructed so that the failure or corruption of airplane-supplied data does not result in hazardous propeller effects.4.3.12 The propeller control system must be designed andconstructed so that the loss, interrupt
19、ion or abnormal charac-teristic of airplane-supplied electrical power does not result inhazardous propeller effects.4.3.13 Each propeller blade pitch control systemcomponent, including governors, pitch change assemblies, andfeathering system components, can withstand cyclic operationthat simulates t
20、he normal load and pitch change travel to whichthe component would be subjected during a minimum of 1000h of typical operation in service.4.3.14 Propeller components that contain hydraulic pressureand whose structural failure or leakage from a structural failurecould cause a hazardous propeller effe
21、ct demonstrate structuralintegrity by:4.3.14.1 A proof pressure test to 1.5 the maximum oper-ating pressure for one minute without permanent deformationor leakage that would prevent performance of the intendedfunction, and4.3.14.2 A burst pressure test to 2.0 the maximum operat-ing pressure for one
22、minute without failure. Leakage ispermitted and seals may be excluded from the test.4.4 Pusher Propeller Installation:4.4.1 All engine cowling, access doors, and other removableitems must be designed to have a remote probability ofseparation that could cause contact with the pusher propeller.4.4.2 E
23、ach pusher propeller must be marked so that the discis conspicuous under normal daylight ground conditions.4.4.3 If the engine exhaust gases are discharged into thepusher propeller disc, it must be shown by tests, or analysissupported by tests, that the propeller is capable of continuoussafe operati
24、on.4.5 Propeller Clearance:4.5.1 Propeller clearances in section 4.5 are the minimumallowable, unless otherwise substantiated, under the followingconditions:4.5.1.1 With the aeroplane at maximum weight,4.5.1.2 With the most adverse center of gravity, and4.5.1.3 With the propeller in the most adverse
25、 pitch posi-tion.4.5.2 Ground Clearance with Forward Mounted Propellers:4.5.2.1 Normal OperationWith landing gear staticallydeflected and the aeroplane in the level, normal takeoff, ortaxiing attitude, whichever is most critical; there must be aclearance between each propeller and the ground of at l
26、east:(1) 18 cm 7 in. for each aeroplane with nose wheellanding gear, or(2) 23 cm 9 in. for each aeroplane with tail wheel landinggear.4.5.2.2 Deflated and Bottomed StrutsFor each aeroplanewith conventional landing gear struts using fluid or mechanicalmeans for absorbing landing shocks, there must be
27、 positiveclearance between the propeller and the ground in the leveltakeoff attitude with the critical tire completely deflated and thecorresponding landing gear strut bottomed.4.5.2.3 Leaf Spring StrutsPositive clearance for aero-planes using leaf spring struts is shown with a deflectioncorrespondi
28、ng to 1.5 g.4.5.3 Ground Clearance with Aft-Mounted PropellersInaddition to the clearances specified in 4.5.2, an aeroplane withan aft mounted propeller must be designed such that thepropeller will not contact the runway surface when the aero-plane is in the maximum pitch attitude attainable during
29、normaltakeoffs 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 notdangerously obscure the vision of the pilots or damage thepropellers or other parts of the seapla
30、ne or amphibian at anytime during taxiing, takeoff, or landing.4.5.5 Structural ClearanceThere must be:4.5.5.1 At least 25 mm 1 in. radial clearance between theblade tips and the aeroplane structure, plus any additionalradial clearance necessary to prevent harmful vibration;4.5.5.2 At least 12.7 mm
31、12 in. longitudinal clearancebetween the propeller blades or cuffs and stationary parts of theaeroplane; and4.5.5.3 Positive clearance between other rotating parts ofthe propeller or spinner and stationary parts of the aeroplane.4.5.6 Clearance from Occupant(s)There must be adequateclearance or shie
32、lding between the occupant(s) and thepropeller, such that it is not possible for the occupant(s), whenseated and strapped in, to contact the propeller.5. Structural Aspects5.1 Propeller Vibration and Fatigue:5.1.1 Section 5.1 does not apply to fixed-pitch wood pro-pellers of conventional design.5.1.
33、2 The magnitude of the propeller vibration stresses orloads, including any stress peaks and resonant conditions,throughout the normal operational envelope of the aeroplanemust be determined by either:5.1.2.1 Measurement of stresses or loads through directtesting or analysis based on direct testing o
34、f the propeller onthe aeroplane and engine installation for which approval issought; or5.1.2.2 Comparison of the propeller to similar propellersinstalled on similar aeroplane installations for which thesemeasurements have been made.5.1.3 A fatigue evaluation of the propeller hub, blades, andblade re
35、tention must be made to show that failure due to fatiguewill be avoided throughout the operational life of the propeller.F3065/F3065M 1525.1.3.1 The fatigue evaluation must use the structural dataobtained in accordance with the propeller regulatory require-ments or specifications and the vibration d
36、ata obtained from5.1.2.5.1.3.2 The fatigue evaluation must include:(1) The intended loading spectra including reasonablyforeseeable propeller vibration and cyclic load patterns,(2) Identified emergency conditions,(3) Allowable over speeds and over torques,(4) The effects of temperatures and humidity
37、 expected inservice,(5) The effects of aeroplane operating airworthinesslimitations, and(6) The effects of propeller operating airworthiness limita-tions.5.1.3.3 The fatigue evaluation must consider any otherpropeller component whose failure due to fatigue could becatastrophic to the aeroplane.5.1.4
38、 The applicant must demonstrate by tests, analysisbased on tests, or previous experience on similar designs thatthe propeller does not experience harmful effects of flutterthroughout the normal operational envelope of the aeroplane.5.1.5 Any other test method or service experience thatproves the saf
39、ety of the installation acceptable to the certifyingaviation authority may be used in place of subsections 5.1.2,5.1.3, and 5.1.4.6. Propeller Control Limitations6.1 Propeller Speed and Pitch Limits:6.1.1 The propeller speed and pitch must be limited tovalues that will assure safe operation under no
40、rmal operatingconditions.6.1.2 For each propeller whose pitch cannot be controlled inflight.6.1.2.1 During takeoff and initial climb at the all engine(s)operating climb speed, the propeller must limit the enginer.p.m., at full throttle or at maximum allowable takeoff mani-fold pressure, to a speed n
41、ot greater than the maximumallowable takeoff r.p.m.; and6.1.2.2 During a closed throttle glide, at VNE, the propellermay not cause an engine speed above 110 % of maximumcontinuous speed.6.1.3 Each propeller that can be controlled in flight, but thatdoes not have constant speed controls, must have a
42、means tolimit the pitch range so that:6.1.3.1 The lowest possible pitch allows compliance withsection 6.1.2.1; and6.1.3.2 The highest possible pitch allows compliance withsection 6.1.2.2.6.1.4 Each controllable pitch propeller with constant speedcontrols must have:6.1.4.1 With the governor in operat
43、ion, a means at thegovernor to limit the maximum engine speed to the maximumallowable takeoff r.p.m.; and6.1.4.2 With the governor inoperative, there must be ameans to limit the maximum engine speed to 103 % of themaximum allowable takeoff r.p.m. or maximum approvedoverspeed, with:(1) The propeller
44、blades at the lowest possible pitch,(2) Takeoff power,(3) The aeroplane stationary, and(4) No wind.6.2 Propeller Reversing Systems:6.2.1 Each system must be designed so that no singlefailure, likely combination of failures or malfunction of thesystem will result in unwanted reverse thrust under anyo
45、perating condition.6.2.1.1 Failure of structural elements need not be consideredif the probability of this type of failure is extremely remote.6.2.1.2 Compliance must be shown by failure analysis, ortesting, or both, for propeller systems that allow the propellerblades to move from the flight low-pi
46、tch position to a positionthat is substantially less than the normal flight, low-pitchposition.6.2.1.3 The analysis may include or be supported by theanalysis from the propeller type certification. Credit will begiven for pertinent analysis and testing completed by theengine and propeller manufactur
47、ers.6.2.2 For Turbopropeller-Powered, Level 4 Aircraft:6.2.2.1 Each system intended for in-flight use must bedesigned so that no unsafe condition will result during normaloperation of the system, or from any failure, or likely combi-nation of failures, of the reversing system, under any operatingcon
48、dition, including ground operation.6.2.2.2 Failure of structural elements need not be consideredif the probability of this type of failure is extremely remote.6.2.2.3 Compliance must be shown by failure analysis, ortesting, or both, for propeller systems that allow the propellerblades to move from t
49、he flight low-pitch position to a positionthat is substantially less than the normal flight, low-pitchposition.6.2.2.4 The analysis may include or be supported by theanalysis from the propeller type certification and associatedinstallation components.7. Associated Propeller Systems7.1 Oil SystemPropeller Feathering Systems:7.1.1 If the propeller feathering system uses engine oil andthat oil supply can become depleted due to failure of any partof the oil system, a means must be incorporated to reserveenough oil to operate the feathering system.7.1.2 The amount o
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