Peraturan Menteri ini mulai berlaku pada tanggal diundangkan.
Agar
setiap
orang
mengetahuinya,
memerintahkan
pengundangan
Peraturan Menteri ini dengan penempatannya dalam Berita Negara
Republik Indonesia.
Ditetapkan di Jakarta
pada tanggal 5 Mei 2015
MENTERI PERHUBUNGAN
REPUBLIK INDONESIA,
IGNASIUS JONAN
Diundangkan di Jakarta
pada tanggal 6 Mei 2015
MENTERI HUKUM DAN HAK ASASI MANUSIA
REPUBLIK INDONESIA,
YASONNA H. LAOLY
www.peraturan.go.id
2015, No.689
LAMPIRAN PERATURAN MENTERI PERHUBUNGAN
NOMOR
: PM 84 TAHUN 2015
TANGGAL : 5 MEI 2015
CIVIL AVIATION SAFETY REGULATIONS
CASR 35
AIRWORTHINESS STANDARDS:
PROPELLERS
REPUBLIC OF INDONESIA
MINISTRY OF TRANSPORTATION
www.peraturan.go.id
2015, No.689
SUBPART A – GENERAL
35.0 Regulatory Reference
This Civil Aviation Safety Regulation (CASR) Part 35 sets the implementing rules
for Airworthiness Standards Propellers as required by Aviation Act Number 1,
2009 Chapter VI Aircraft Design and Production
35.1 Applicability
(a)
This part prescribes airworthiness standards for the issue of type certificates
and changes to those certificates, for propellers.
(b) Each person who applies under part 21 for such a certificate or change must
show compliance with the applicable requirements of this part.
(c)
An applicant is eligible for a propeller type certificate and changes to those
certificates after demonstrating compliance with subparts A, B and C of this
part. However, the propeller may not be installed on an airplane unless the
applicant has shown compliance with either Sec 23.907 or Sec 25.907 of this
chapter, as applicable, or compliance is not required for installation on that
airplane.
(d) For the purposes of this part, 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.
35.2 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 CASR Part 21.31.
35.3 Instructions for Propeller Installation and Operation
www.peraturan.go.id
2015, No.689
The applicant must provide instructions that are approved by the DGCA. Those
approved instructions must contain:
(a)
Instructions for installing 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 airplane
and engine systems;
(2) Specify the physical and functional interfaces with the airplane, airplane
equipment and engine;
(3) Define the limiting conditions on the interfaces from paragraph (a)(2) of
this section;
(4) List the limitations established under CASR Part 35.5;
(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
part.
(b) Instructions for operating the propeller which must specify all procedures
necessary for operating the propeller within the limitations of the propeller
type design.
35.4 Instructions for Continued Airworthiness
The applicant must prepare instructions for Continued Airworthiness in
accordance with Appendix A to this attachment that are acceptable to the
Director General. The instructions may be incomplete at type certification if a
program exist 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.
35.5 Propeller Ratings and Operating Limitations
(a)
Propeller ratings and operating limitations must:
(1) Be established by the applicant and approved by the Director General.
(2) Be included directly or by reference in the propeller type certificate data
sheet, as specified in CASR Part 21.41.
(3) Be based on the operating conditions demonstrated during the tests
required by this part as well as any other information the DGCA
requires as necessary for the safe operation of the propeller.
(b) Propeller ratings and operating limitations must be established for the
following, as applicable:
(1) Power and rotational speed:
www.peraturan.go.id
2015, No.689
(i)
For takeoff.
(ii)
For maximum continuous.
(iii)
If requested by the applicant, other ratings may also be
established.
(2) Overspeed and overtorque limits.
35.7 Features and Characteristics
(a)
The propeller may 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 Director General finds necessary to establish the airworthiness of
the propeller.
SUBPART B – DESIGN AND CONSTRUCTION
35.11 RESERVED
35.13 RESERVED
35.15 Safety Analysis
(a)
(1) The applicant must analyze the propeller system to assess the likely
consequences of all failures that can reasonably be expected to occur.
This analysis will take into account, if applicable:
(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.
(2) The applicant must summarize those failures that could result in major
propeller effects or hazardous propeller effects defined in paragraph (g)
of this section, and estimate the probability of occurrence of those
effects.
www.peraturan.go.id
2015, No.689
(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 DGCA 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.
(d)
For propeller critical parts, applicants must meet the prescribed integrity
specifications of CASR Part 35 Section 35.16. These instances must be
stated in the safety analysis.
(e)
If the safety analysis depends on one or more of the following items, those
items must be identified in the analysis and appropriately substantiated.
(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 must be published in the
instructions for continued airworthiness required under CASR Part 35
Section 35.4. Additionally, if errors in maintenance of the propeller
system could lead to hazardous propeller effects, the appropriate
maintenance procedures must be included in the relevant propeller
manuals.
(2) Verification of the satisfactory functioning of safety or other devices at
pre-flight or other stated periods. The details of this satisfactory
functioning must be published in the appropriate manual.
(3) The provision of specific instrumentation not otherwise required. Such
instrumentation must be published in the appropriate documentation.
www.peraturan.go.id
2015, No.689
(4) A fatigue assessment.
(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 DGCA and stated in the safety analysis,
the following failure definitions apply to compliance with this part.
(1) The following are regarded as hazardous propeller effects:
(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.
(iv) A failure that results in excessive unbalance.
(2) The following are regarded as major propeller effects for variable pitch
propellers:
(i)
An inability to feather the propeller for feathering propellers.
(ii) An inability to change propeller pitch when commanded.
(iii) A significant uncommanded change in pitch.
(iv) A significant uncontrollable torque or speed fluctuation.
35.16 Propeller Critical Parts
The integrity of each propeller critical part identified by the safety analysis
required by CASR Part 35 Sec 35.15 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
(c)
A defined service management process that identifies the continued
airworthiness requirements of the propeller critical part as required by the
engineering process.
35.17 Materials and Manufacturing Methods
(a)
The suitability and durability of materials used in the propeller must:
(1) Be established on the basis of experience, tests, or both.
(2) Account for environmental conditions expected in service.
www.peraturan.go.id
2015, No.689
(b)
All materials and manufacturing methods must conform to specifications
acceptable to the DGCA.
(c)
The design values of properties of materials must be suitably related to the
most adverse properties stated in the material specification for applicable
conditions expected in service.
35.19 Durability.
Each part of the propeller must be designed and constructed to minimize the
development of any unsafe condition of the propeller between overhaul periods.
35.21 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 CASR
Part 35 Section 35.15.
(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 must be such that its failure
does not affect the control of the propeller.
35.22 Feathering Propeller
(a)
Feathering propellers are intended to feather from all flight conditions,
taking into account expected wear and leakage. Any feathering and
unfeathering limitations must be documented in the appropriate manuals.
(b)
Propeller pitch control systems that use engine oil to feather must
incorporate a method to allow the propeller to feather if the engine oil
system fails.
(c)
Feathering propellers must be designed to be capable of unfeathering after
the propeller system has stabilized to the minimum declared outside air
temperature.
35.23 Propeller Control System
www.peraturan.go.id
2015, No.689
The requirements of this section apply to any system or component that controls,
limits or monitors propeller functions.
(a)
The propeller control system must be designed, constructed and validated to
show that:
(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.
(3) A method is provided to indicate that an operating mode change has
occurred if flight crew action is required. In such an event, operating
instructions must be provided in the appropriate manuals.
(b)
The propeller control system must be designed and constructed so that, in
addition to compliance with CASR Part 35 section 35.15:
(1) No single failure or malfunction of electrical or electronic components in
the control system results in a hazardous propeller effect.
(2) 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.
(3) The loss of normal propeller pitch control does not cause a hazardous
propeller effect under the intended operating conditions.
(4) (The failure or corruption of data or signals shared across propellers
does not cause a hazardous propeller effect.
(c)
Electronic propeller control system imbedded software must be designed
and implemented by a method approved by the DGCA 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 airplane-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 airplane-supplied electrical
power does not result in hazardous propeller effects. The power quality
requirements must be described in the appropriate manuals.
www.peraturan.go.id
2015, No.689
35.24 Strength
The maximum stresses developed in the propeller may not exceed values
acceptable to the Director General considering the particular form of construction
and the most severe operating conditions.
SUBPART C – TESTS AND INSPECTIONS
35.31 RESERVED
35.32 General
(a)
Each applicant must furnish test article(s) and suitable testing facilities,
including equipment and competent personnel, and conduct the required
tests in accordance with CASR Part 21.
(b)
All automatic controls and safety systems must be in operation unless it is
accepted by the DGCA 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.
(c)
Any systems or components that cannot be adequately substantiated by the
applicant to the requirements of this part are required to undergo additional
tests or analysis to demonstrate that the systems or components are able to
perform their intended functions in all declared environmental and
operating conditions.
35.34 Inspection, Adjustments and Repairs
(a)
Before and after conducting the tests prescribed in this part, 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 DGCA 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.
35.35 Centrifugal Load Test
www.peraturan.go.id
2015, No.689
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 counterweights 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 operation at the
maximum rated rotational speed.
(b)
Blade features associated with transitions to the retention system (for
example, a composite blade bonded to a metallic retention) must be tested
either during the test of paragraph (a) of this section or in a separate
component test for a period of one hour to a load equivalent to twice the
maximum centrifugal load to which the propeller would be subjected during
operation 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:
(1) Testing at the required load for a period of 30 minutes; or
(2) Analysis based on test.
35.36 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.
35.37 Fatique Limits and Evaluation
This section does not apply to fixed-pitch wood propellers of conventional design.
(a)
Fatigue limits must be established by tests, or analysis based on tests, for
propeller:
(1) Hubs.
(2) Blades.
(3) Blade retention components.
(4) Components which are affected by fatigue loads and which are shown
under CASR Part 35 Section 35.15 to have a fatigue failure mode
leading to hazardous propeller effects.
(b)
The fatigue limits must take into account:
www.peraturan.go.id
2015, No.689
(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.
(c)
A fatigue evaluation of the propeller must be conducted to show that
hazardous propeller effects due to fatigue will be avoided throughout the
intended operational life of the propeller on either:
(1) The intended airplane by complying with CASR Part 23 Sec 23.907 or
CASR Part 25 Scetion 25.907 of this chapter, as applicable; or
(2) A typical airplane.
35.38 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.
35.39 Endurance Test
Endurance tests on the propeller system must be made on a representative
engine in accordance with paragraph (a) or (b) of this section, as applicable,
without evidence of failure or malfunction.
(a)
Fixed-pitch and ground adjustable-pitch propellers must be subjected to
one of the following tests:
(1) A 50-hour flight test in level flight or in climb. The propeller must be
operated at takeoff power and rated rotational speed during at least five
hours of this flight test, and at not less than 90 percent of the rated
rotational speed for the remainder of the 50 hours.
(2) A 50-hour ground test at takeoff power and rated rotational speed.
(b)
Variable-pitch propellers must be subjected to one of the following tests:
(1) A 110-hour endurance test that must include the following conditions:
(i) Five hours at takeoff power and rotational speed and thirty 10-
minute cycles composed of:
(A)
Acceleration from idle;
(B)
Five minutes at takeoff power and rotational speed;
(C)
Deceleration; and
(D)
Five minutes at idle.
(ii) Fifty hours at maximum continuous power and rotational speed;
www.peraturan.go.id
2015, No.689
(iii) Fifty hours, consisting of ten 5-hour cycles composed of:
(A)
Five accelerations and decelerations between idle and takeoff
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
(C)
Thirty minutes at idle.
(2) The operation of the propeller throughout the engine endurance tests
prescribed in CASR Part 33.
(c)
An analysis based on tests of propellers of similar design may be used in
place of the tests of paragraphs (a) and (b) of this section.
35.40 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 (Sec 35.39) must be used in the functional tests and must be driven by a
representative engine on a test stand or on an airplane. 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.
(a)
Manually-controllable propellers. Five hundred representative flight cycles
must be made across the range of pitch and rotational speed.
(b)
Governing propellers. Fifteen hundred complete cycles must be made across
the range of pitch and rotational speed.
(c)
Feathering propellers. Fifty cycles of feather and unfeather operation must
be made.
(d)
Reversible-pitch propellers. Two hundred complete cycles of control must be
made from lowest normal pitch to maximum reverse pitch. During each
cycle, the propeller must run for 30 seconds at the maximum power and
rotational speed selected by the applicant for maximum reverse pitch.
(e)
An analysis based on tests of propellers of similar design may be used in
place of the tests of this section.
35.41 Overspeed and Overtorque
(a)
When the applicant seeks approval of a transient maximum propeller
overspeed, the applicant must demonstrate that the propeller is capable of
further operation without maintenance action at the maximum propeller
overspeed condition. This may be accomplished by:
(1) Performance of 20 runs, each of 30 seconds duration, at the maximum
propeller overspeed condition; or
www.peraturan.go.id
2015, No.689
(2) Analysis based on test or service experience.
(b)
When the applicant seeks approval of a transient maximum propeller
overtorque, the applicant must demonstrate that the propeller is capable of
further operation without maintenance action at the maximum propeller
overtorque condition. This may be accomplished by:
(1) Performance of 20 runs, each of 30 seconds duration, at the maximum
propeller overtorque condition; or
(2) Analysis based on test or service experience.
35.42 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.
35.43 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:
(a)
A proof pressure test to 1.5 times the maximum operating pressure for one
minute without permanent deformation or leakage that would prevent
performance of the intended function.
(b)
A burst pressure test to 2.0 times the maximum operating pressure for one
minute without failure. Leakage is permitted and seals may be excluded
from the test.
35.45 RESERVED
35.47 RESERVED
APPENDIX A – INSTRUCTIONS FOR
CONTINUED AIRWORTHINESS
A35. 1 General
(a)
This appendix specifies requirements for the preparation of Instructions for
www.peraturan.go.id
2015, No.689
Continued Airworthiness as required by CASR Part 35 Section 35.4.
(b)
The Instruction for Continued Airworthiness for each propellers must
include the Instructions for Continued Airworthiness for all propellers parts.
If Instructions for Continued Airworthiness are not supplied by the propeller
part manufacturer for a propeller part, the Instructions for Continued
Airworthiness for the propeller must include the information essential to the
continued airworthiness of the propeller.
(c)
The applicant must submit to the DGAC a program to show how changes to
the Instructions for Continued Airworthiness made by the applicant or by
the manufacturers of propellers parts will be distributed.
A35.2 Format
(a)
The Instructions for Continued Airworthiness must be in the form of a
manual or manuals as appropriate for the quality of data to be provided.
(b)
The format of the manual or manual must be provide for a practical
arrangement.
A35.3
Content
The contents of the manual must be prepared in the English language. The
Instructions for Continued Airworthiness must contain the following sections and
information :
(a)
Propeller Maintenance Section.
(1) Introduction information that includes an explanation of the propeller’s
features and data to the extent necessary for maintenance or preventive
maintenance.
(2) A detailed description of the propeller and its systems and installations.
(3) Basic control and operation information describing how the propeller
components and system are controlled and how they operate, including
any special procedures that apply.
(4) Instructions for uncrating, acceptance checking, lifting, and
installing the propeller.
(5) Instructions for propeller operational checks.
(6) Scheduling information for each part of the propeller that provides the
recommended periods at which it should be cleaned, adjusted, and
tested, the applicable wear tolerances, and the degree of work
recommended at these periods. However, the applicant may refer to an
accessory, instrument, or equipment manufacturer as the source of
www.peraturan.go.id
2015, No.689
this information if it shows that the item has an exceptionally high
degree of complexity requiring specialized maintenance techniques, test
equipment, or expertise. The recommended overhaul periods and
necessary cross-references to the Airworthiness Limitations section of
the manual must also be included. In addition, the applicant must
include an inspection program that includes the frequency and extent
of the inspections necessary to provide for the Continued Airworthiness
of the propeller.
(7) Troubleshooting information describing probable malfunctions, how to
recognize those malfunctions, and the remedial action for those
malfunctions.
(8) Information describing the order and method of removing and replacing
propeller parts with any necessary precautions to be taken.
(9) A list of the special tools needed for maintenance other than for
overhauls.
(b)
Propeller Overhauls Section.
(1) Disassembly information including the order and method of
disassembly for overhaul.
(2) Cleaning and inspection instructions that cover the materials and
apparatus to be used and methods and precautions to be taken during
overhaul. Methods of overhaul inspection must also be included.
(3) Details of all fits and clearances relevant to overhaul.
(4) Details of repair methods for worn or otherwise substandard parts and
components along with information necessary to determine when
replacement is necessary.
(5) The order and method of assembly at overhaul.
(6) Instructions for testing after overhaul.
(7) Instructions for storage preparation including any storage limits.
(8) A list of tools needed for overhaul.
A35.4 Airworthiness Limitations Section
The Instructions for Continued Airworthiness must contain a section titled
Airworthiness Limitations that is segregated and clearly distinguishable from the
rest of the document. This section must set forth each mandatory replacement
time, inspection interval, and related procedure required for type certification.
www.peraturan.go.id
2015, No.689
This section must contain a legible statement in a prominent location that reads:
“The Airworthiness Limitations section is DGCA approved and specifies
maintenance required under CASR Part 43 Section 43.16 and CASR Part 91
Section 91.403 unless an alternative program has been DGCA approved.”
MINISTER FOR TRANSPORTATION
REPUBLIC OF INDONESIA,
IGNASIUS JONAN
www.peraturan.go.id
