Source: http://www.tc.gc.ca/eng/civilaviation/regserv/cars/part5-standards-535s-693.htm
Timestamp: 2018-01-16 17:06:58
Document Index: 59660936

Matched Legal Cases: ['art 35', 'art 35', 'art 35', 'art 91', 'art 35', 'art 35', 'art 35', 'art 35']

﻿ Part V - Airworthiness Manual Chapter 535 - Propellers - Transport Canada
Part V - Airworthiness Manual Chapter 535 - Propellers
The content of this chapter is based on the United States Code of Federal Regulations, Title 14, Chapter I, Part 35 entitled Airworthiness Standards, Propellers. These United States airworthiness standards have been used and adapted as the model for the Canadian standards supplemented by additional airworthiness requirements based on Canadian experience and required for Canadian aviation purposes.
The FAR numbering system is used. The Canadian standards bears the same number as the FAR equivalent, prefixed by the number “5”, as this chapter contains the standards for Part V of the Canadian Aviation Regulations (CARs).
The first edition of this chapter is based on FAR Part 35, up to and including amendment 35-5 published in the Federal Register dated September 11, 1980. Except for administrative changes (e.g., Administrator = Minister; Part = Chapter) and the deletion of references to operating FARs, there are no Canadian variations included in this first edition.
The standards in this chapter are presented in a two column format with the United States FAR in the left column and the Canadian standards in the right column. Chapters, subchapters, sections and subsections numbering and headings are opposite to the equivalent FAR. Where the Canadian standard is identical to the FAR, the words “No Variation” appear; where a variation exists, the affected part of text is printed opposite to the FAR with all changes underlined.
Change 535-1
Effective: August 1, 1991
This change incorporates Amendment 35-6 to the United States Code of Federal Regulations, Title 14, Chapter I, Part 35 published in the Federal Register dated August 18, 1989. This amendment changes a cross reference to Part 91 in Appendix A of Part 35 and as such it is not applicable in Canada. This FAR change is part of a larger reorganization of the general U.S. operating and flight rules to make them more understandable and easier to use.
In addition, section 535.1 has been rewritten to refer to the Air Regulation enabling the type certificate of aeronautical products.
1. The Enabling authority has been replaced by the reference to the Canadian Aviation Regulations in section 535.1.
2. Changes are identified by [ ] brackets. Editorial changes are not identified.
Change 535-2
Published with Amendment 2000-2
dated June 1, 2000
This amendment introduces a new format such as the removal of the left-hand column containing the FARs. The Canadian standards in this chapter are now presented in a full-page format. The amendment number and date of affected pages has been removed from the bottom of the page. Instead, affected sections will be followed by amendment numbers and dates of current changes as well as any previous changes.
The content of this chapter has in no way been changed and future changes will continue to be identified by [ ] brackets.
Change 535-3
Correction to french version
This amendment entitled “Applicability” provides a correction to section 1 of the French version. Whereas Airworthiness Manual Chapter 535 sets out the airworthiness standards for propellers, the French version makes an erroneous reference to ballons libres habités (manned free balloons), which is now corrected to read hélices (propellers).
Change 535-4
This change amends section 535.1 to reflect changes in legal drafting style, in terminology and in references required because of the introduction of CAR 521. In addition, subsection 521.31(1) of the CARs is now used to legally enable this Chapter of the AWM.
Change 535-5
This Change incorporates the following amendments to the United States Code of Federal Regulations, Title 14, Chapter I, Part 35:
FAR Amendment 35-8
This amendment entitled “Airworthiness Standards; Propellers” addresses technological advances of the past twenty years and is harmonized with the Federal Aviation Administration (FAA) and European Aviation Safety Agency (EASA) propeller certification requirements, thereby simplifying airworthiness approvals for imports and exports.
Change 535-6
FAR Amendment 35-9
Effective: December 23, 2014
This amendment revises the design standards of Chapter 535 of the Airworthiness Manual (AWM) by incorporating the requirements of Federal Aviation Regulation (FAR) Part 35 amendment 35-9 as published in the Federal Register, Volume 78, No. 13, January 18, 2013.
This amendment entitled “Critical Parts for Airplane Propellers” revises the airworthiness standards for propellers and proposes the requirement of a safety analysis to identify a propeller critical part. Manufacturers would identify propeller critical parts, and establish engineering, manufacturing, and maintenance processes for propeller critical parts.
These new requirements provide an added margin of safety for the continued airworthiness of propeller critical parts by requiring a system of processes to identify and manage these parts throughout their service life. This amendment harmonizes the requirements of AWM Chapter 535, FAR Part 35 and European Aviation Safety Agency (EASA) CS-P, propellers critical parts requirements, thereby simplifying and harmonizing airworthiness approvals for export of these parts.
Correction to FAR Amendment 35-9A
This amendment entitled “Critical Parts for Airplane Propellers; Correction” revises the airworthiness standards for propellers and proposes the requirement of a safety analysis to identify a propeller critical part. Manufacturers would identify propeller critical parts, and establish engineering, manufacturing, and maintenance processes for propeller critical parts.
This amendment corrects an amendment published on January 18, 2013 (78 FR 4038). In that rule, the airworthiness standards for aeroplane propellers were established. That action required a safety analysis to identify a propeller critical part. Manufacturers would identify propeller critical parts, and establish engineering, manufacturing, and maintenance processes for propeller critical parts. An unintentional error was introduced in paragraph 535.15 when paragraph (d) was revised. It was not intended to revise paragraph (d). This correction will add and restore paragraph (d) to the end of paragraph (c) and restore the former paragraph (d).
AIRWORTHINESS MANUAL CHAPTER 535 - PROPELLERS
535.1 Applicability
(a) This Chapter sets out airworthiness standards for the issue of type certificates and changes to type certificates, for propellers.
(c) An applicant is eligible for a propeller type certificate and changes to those certificates after demonstrating compliance with subchapters A, B and C of this chapter. However, the propeller may not be installed on an aeroplane unless the applicant has shown compliance with either 523.907 or 525.907 of this Manual, as applicable or compliance is not required for installation on that aeroplane.
(d) For the purposes of this chapter, the propeller consists of those components listed in the propeller type design and the propeller system consists of the propeller and all the components necessary for its functioning, but not necessarily included in the propeller type design.
(Change 535-1 (91-08-01))
535.2 Propeller configuration
The applicant must provide a list of all the components, including references to the relevant drawings and software design data that define the type design of the propeller to be approved under Part V of the Canadian Aviation Regulations relating to Approval of the Type Design of an Aeronautical Product.
535.3 Instructions for Propeller Installation and Operation
The applicant must provide instructions that are approved by the Minister. Those approved instructions must contain:
(a) Instructions for installing and operating the propeller., which:
(1) Include a description of the operational modes of the propeller control system and functional interface of the control system with the aeroplane and engine systems;
(2) Specify the physical and functional interfaces with the aeroplane, aeroplane equipment and engine;
(4) List the limitations established under 535.5;
(5) Define the hydraulic fluids approved for use with the propeller, including grade and specification, related operating pressure and filtration levels; and
(6) State the assumptions made to comply with the requirements of this chapter.
535.4 Instructions for Continued Airworthiness
The applicant must prepare Instructions for Continued Airworthiness in accordance with Appendix A to this Chapter that are acceptable to the Minister. The instructions may be incomplete at type certification if a program exists to ensure their completion prior to delivery of the first aircraft with the propeller installed, or upon issuance of a standard certificate of airworthiness for an aircraft with the propeller installed, whichever occurs later.
535.5 Propeller Ratings and Operating Limitations
(1) Be established by the applicant and approved by the Minister,
(2) Be included directly or by reference in the propeller type certificate data sheet, as specified in Part V of the Canadian Aviation Regulations relating to Approval of the Type Design of an Aeronautical Product,
(3) Be based on the operating conditions demonstrated during the tests required by this Chapter as well as any other information the Minister requires as necessary for the safe operation of the propeller.
(i) Power and rotational speed:(i) For takeoff;
(ii) For maximum continuous;
535.7 Features and Characteristics
(a) The propeller must not have features or characteristics, revealed by any test or analysis or known to the applicant that make it unsafe for the uses for which certification is requested.
(b) If a failure occurs during a certification test, the applicant must determine the cause and assess the effect on the airworthiness of the propeller. The applicant must make changes to the design and conduct additional tests that the Minister finds necessary to establish the airworthiness of the propeller.
SUBCHAPTER B DESIGN AND CONSTRUCTION
535.11 Reserved
535.13 Reserved
535.15 Safety Analysis
(a) (amended 2010/01/29)
(i) The propeller system in a typical installation. When the analysis depends on representative components, assumed interfaces, or assumed installed conditions, the assumptions must be stated in the analysis;
(ii) Consequential secondary failures and dormant failures;
(iii) Multiple failures referred to in paragraph (d) of this section or that result in the hazardous propeller effects defined in paragraph (g)(1) of this section.
(3) The applicant must show that hazardous propeller effects are not predicted to occur at a rate in excess of that defined as extremely remote (probability of 10-7 or less per propeller flight hour). Since the estimated probability for individual failures may be insufficiently precise to enable the applicant to assess the total rate for hazardous propeller effects, compliance may be shown by demonstrating that the probability of a hazardous propeller effect arising from an individual failure can be predicted to be not greater than 10-8 per propeller flight hour. In dealing with probabilities of this low order of magnitude, absolute proof is not possible and reliance must be placed on engineering judgment and previous experience combined with sound design and test philosophies.
(b) If significant doubt exists as to the effects of failures or likely combination of failures, the Minister may require assumptions used in the analysis to be verified by test.
(c) The primary failures of certain single propeller elements (for example, blades) cannot be sensibly estimated in numerical terms. If the failure of such elements is likely to result in hazardous propeller effects, those elements must be identified as propeller critical parts. For propeller critical parts, applicants must meet the prescribed integrity specifications of 535.16. These instances must be stated in the safety analysis.
(d) If reliance is placed on a safety system to prevent a failure progressing to hazardous propeller effects, the possibility of a safety system failure in combination with a basic propeller failure must be included in the analysis. Such a safety system may include safety devices, instrumentation, early warning devices, maintenance checks and other similar equipment or procedures. If items of the safety system are outside the control of the propeller manufacturer, the assumptions of the safety analysis with respect to the reliability of these parts must be clearly stated in the analysis and identified in the propeller installation and operation instructions required under 535.3.
(1) Maintenance actions being carried out at stated intervals. This includes verifying that items that could fail in a latent manner are functioning properly. When necessary to prevent hazardous propeller effects, these maintenance actions and intervals shall be published in the instructions for continued airworthiness required under 535.4. Additionally, if errors in maintenance of the propeller system could lead to hazardous propeller effects, the appropriate maintenance procedures shall be included in the relevant propeller manuals.
(f) If applicable, the safety analysis must include, but not be limited to, assessment of indicating equipment, manual and automatic controls, governors and propeller control systems, synchrophasers, synchronizers and propeller thrust reversal systems.
(g) Unless otherwise approved by the Minister and stated in the safety analysis, the following failure definitions apply to compliance with this part.
(i) The development of excessive drag;
(ii) A significant thrust in the opposite direction to that commanded by the pilot;
(iii) The release of the propeller or any major portion of the propeller;
535.16 Propeller Critical Parts
The integrity of each propeller critical part identified by the safety analysis required by 535.15 must be established by:
(a) a defined engineering process for ensuring the integrity of the propeller critical part throughout its service life;
(b) a defined manufacturing process that identifies the requirements to consistently produce the propeller critical part as required by the engineering process; and
535.17 Materials and Manufacturing Methods
(1) Be established on the basis of experience, tests or both;
(b) All materials and manufacturing methods must conform to specifications acceptable to the Minister.
535.19 Durability
Each part of the propeller must be designed and constructed to minimise the development of any unsafe condition of the propeller between overhaul periods.
535.21 Variable and Reversible Pitch Propellers
(a) 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. The extent of any intended travel below the in-flight low-pitch position must be documented by the applicant in the appropriate manuals. Failure of structural elements need not be considered if the occurrence of such a failure is shown to be extremely remote under 535.15.
(b) 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 an amount defined in the installation manual. The method for sensing and indicating the propeller blade pitch position shall be such that its failure does not affect the control of the propeller.
535.22 Feathering Propellers
535.23 Propeller Control System
(1) The propeller control system, operating in normal and alternative operating modes and in transition between operating modes, performs the functions defined by the applicant throughout the declared operating conditions and flight envelope;
(2) 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. The environmental limits to which the system has been satisfactorily validated must be documented in the appropriate propeller manuals;
(b) The propeller control system must be designed and constructed so that, in addition to compliance with 535.15:
(2) Failures or malfunctions directly affecting the propeller control system in a typical aeroplane, such as structural failures of attachments to the control, fire or overheat do not lead to a hazardous propeller effect.
(c) Electronic propeller control system imbedded software must be designed and implemented by a method approved by the Minister that is consistent with the criticality of the performed functions and that minimizes the existence of software errors.
(d) The propeller control system must be designed and constructed so that the failure or corruption of aeroplane-supplied data does not result in hazardous propeller effects.
(e) The propeller control system must be designed and constructed so that the loss, interruption or abnormal characteristic of aeroplane-supplied electrical power does not result in hazardous propeller effects. The power quality requirements must be described in the appropriate manuals.
535.24 Strength
The maximum stresses developed in the propeller may not exceed values acceptable to the Minister considering the particular form of construction and the most severe operating conditions.
SUBCHAPTER C TESTS AND INSPECTIONS
535.31 Reserved
This subchapter prescribes the tests and inspections for propellers and their essential accessories.
535.33 General
(a) Each applicant shall furnish test article(s) and suitable testing facilities, including equipment, and competent personnel, and conduct the required tests in accordance with Part V of the Canadian Aviation Regulations relating to Approval of the Type Design of an Aeronautical Product.
(b) All automatic controls and safety systems must be in operation unless it is accepted by the Minister as impossible or not required because of the nature of the test. If needed for substantiation, the applicant may test a different propeller configuration if this does not constitute a less severe test.
535.34 Inspections, Adjustments and Repairs
(a) Before and after conducting the tests prescribed in this chapter, the test article must be subjected to an inspection and a record must be made of all the relevant parameters, calibrations and settings.
(b) During all tests, only servicing and minor repairs are permitted. If major repairs or part replacement is required, the Minister must approve the repair or part replacement prior to implementation and may require additional testing. Any unscheduled repair or action on the test article must be recorded and reported.
535.35 Centrifugal Load Tests
The applicant must demonstrate that a propeller complies with paragraphs (a), (b) and (c) of this section without evidence of failure, malfunction or permanent deformation that would result in a major or hazardous propeller effect. When the propeller could be sensitive to environmental degradation in service, this must be considered. This section does not apply to fixed-pitch wood or fixed- pitch metal propellers of conventional design.
(a) The hub, blade retention system and countertweights must be tested for a period of one hour to a load equivalent to twice the maximum centrifugal load to which the propeller would be subjected during operations at the maximum rated rotational speed.
(c) Components used with or attached to the propeller (for example, spinners, de-icing equipment and blade erosion shields) must be subjected to a load equivalent to 159 percent of the maximum centrifugal load to which the component would be subjected during operation at the maximum rated rotational speed. This must be performed by either:
535.36 Bird Impact
The applicant must demonstrate, by tests or analysis based on tests or experience on similar designs that the propeller can withstand the impact of a 4-pound bird at the critical location(s) and critical flight condition(s) of a typical installation without causing a major or hazardous propeller effect. This section does not apply to fixed-pitch wood propellers of conventional design.
535.37 Limits and Evaluation
(a) Fatigue limits must be established by tests or analysis based on tests for propeller:
(1) Hubs;
(2) Blades;
(4) Components which are affected by fatigue loads and which are shown under 535.15 to have a fatigue failure mode leading to hazardous propeller effects.
(1) All known and reasonably foreseeable vibration and cyclic load patterns. that are expected in service; and
(2) Expected service deterioration, variations in material properties, manufacturing variations and environmental effects.
(1) The intended aeroplane by complying with 523.907 or 525.907 of this Manual, as applicable; or
(2) A typical aeroplane.
535.38 Lightning Strike
The applicant must demonstrate, by tests, analysis based on tests or experience on similar designs that the propeller can withstand a lightning strike without causing a major or hazardous propeller effect. The limit to which the propeller has been qualified must be documented in the appropriate manuals. This section does not apply to fixed-pitch wood propellers of conventional design.
535.39 Endurance Test
(1) A 50-hour flight test in level flight or in climb. The propeller must be operated at take-off power and rated rotational speed during at least five hours of this flight test and not less than 90 percent of the rated rotational speed for the remainder of the 50 hours.
(2) A 50-hour ground test at take-off power and rated rotational speed
(1) A 100-hour endurance test that must include the following conditions:
(i) Five hours at take-off power and rotational speed and thirty 10-minute cycles composed of:
(A) Acceleration from idle;
(B) Five minutes at take-off power and rotational speed;
(C) Deceleration; and
(ii) Fifty hours at maximum continuous power and rotational speed;
(A) Five accelerations and decelerations between idle and take-off power and rotational speed;
(B) Four and one half hours at approximately even incremental conditions from idle up to, but not including maximum continuous power and rotational speed; and
(2) Operation of the propeller throughout the engine endurance tests prescribed in Chapter 533 of this Manual.
535.40 Functional Test
The variable-pitch propeller system must be subjected to the applicable functional tests of this section. The same propeller system used in the endurance test of 535.39 must be used in the functional tests and must be driven by a representative engine on a test stand or on an aeroplane. The propeller must complete these tests without evidence of failure or malfunction. This test may be combined with the endurance test for accumulation of cycles.
535.41 Overspeed and Overtorque
535.42 Components of the Propeller Control System
The applicant must demonstrate by tests, analysis based on tests or service experience on similar components that each propeller blade pitch control system component, including governors, pitch change assemblies, pitch locks, mechanical stops, 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 the initially declared overhaul period or during a minimum of 1,000 hours of typical operation in service.
535.43 Propeller Hydraulic Components
Applicants must show by test, validated analysis or both that 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:
535.45 Reserved
535.47 Reserved
Appendix A - Instructions for Continued Airworthiness