FAR 35

AIRWORTHINESS STANDARDS:
PROPELLERS

By: Cesar Camilo Caro Gonzalez

 SUBPARTS
• Subpart A – General
• Subpart B – Design and Construction
• Subpart C – Tests and Inspections
• Appendix A – Instructions for Continued Airworthniess
 ABREVATIONS
• VA: Velocidad de maniobra.
• Vb : Velocidad de máxima intensidad de ráfaga.
• Vc: Velocidad crucero
• TC: Type certificate
• EMI: Electromagnetic Interference
• HIRF: High Intensity Radiated Fields
SUBPART A – GENERAL
• 35.1 Applicability
• 35.2 Propeller configuration
• 35.3 Instructions for propeller installation and operation
• 35.4 Instructions for Continued Airworthiness
• 35.5 Propeller ratings and operating limitations
• 35.7 Features and characteristics
 35.1 Applicability
• This part prescribes airworthiness standards for the issue of type
certificates and changes to those certificates, for propellers.
• 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 §21.31
of this chapter.
 35.3 Instructions for propeller installation
and operation
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.
 Instructions for propeller installation and
operation
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 part that are acceptable to the
Administrator. 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.
 35.5 Propeller ratings and operating
limitations
a. Propeller ratings and operating limitations must:
1.  Be established by the applicant and approved by the Administrator.
2.  Be included directly or by reference in the propeller type certificate data sheet.
3. Be based on the operating conditions demonstrated during the tests required by this part as well as
any other information the Administrator requires as necessary for the safe operation of the
propeller.
b. Propeller ratings and operating limitations must be established for the following, as applicable:
4. Power and rotational speed:
For takeoff.
For maximum continuous.
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 Administrator finds necessary to
establish the airworthiness of the propeller.
SUBPART B – DESIGN AND
CONSTRUCTION
• 35.11 [Reserved]
• 35.13 [Reserved]
• 35.15 Safety analysis
• 35.16 Propeller critical parts
• 35.17 Materials and manufacturing methods
• 35.19 Durability
• 35.21 Variable and reversible pitch propellers
• 35.22 Feathering propellers
• 35.23 Propeller control system
• 35.24 Strength
 35.15 Safety analysis
a. The applicant must analyze the propeller system to assess the likely
consequences of all failures that can reasonably be expected to
occur. 
b. 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.
 Safety analysis
c.  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.
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.
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.
 Hub
Blade

Spinner

Governor
 35.16 Propeller critical parts
The integrity of each propeller critical part identified by the safety
analysis required by §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.
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.
b. All materials and manufacturing methods must conform to
specifications acceptable to the Administrator.
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.
Variable and reversible pitch propellers

https://www.youtube.com/watch?v=-08c3VaiabM
 35.22 Feathering propellers
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.
Feathering propellers

https://www.youtube.com/watch?v=soZoS7ceeD4
 35.23 Propeller control system
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.
 35.24 Strength
The maximum stresses developed in the propeller may not exceed
values acceptable to the Administrator considering the particular form
of construction and the most severe operating conditions.
SUBPART C – TEST AND INSPECTIONS
• 35.31 [Reserved]
• 35.33 General
• 35.34 Inspections, adjustments and repairs
• 35.35 Centrifugal load tests
• 35.36 Bird impact
• 35.37 Fatigue limits and evaluation
• 35.38 Lightning strike
• 35.39 Endurance test
• 35.40 Functional test
• 35.41 Overspeed and overtorque
• 35.42 Components of the propeller control system
• 35.43 Propeller hydraulic components
• 32.45 – 35.47 [Reserved]
 35.33 General
a. Each applicant must furnish test article(s) and suitable testing
facilities, including equipment and competent personnel.
b. All automatic controls and safety systems must be in operation
unless it is accepted by the Administrator 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.
35.34 Inspections, 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 Administrator
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 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. 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.
 Centrifugal load tests
B. 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 Fatigue 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: Hubs, Blades, Blade retention components,
Components which are affected by fatigue loads and which are
shown under §35.15 to have a fatigue failure mode leading to
hazardous propeller effects.
 Fatigue limits and evaluation
b.  The fatigue limits must take into account:
All known and reasonably foreseeable vibration and cyclic load patterns
that are expected in service; and 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.
 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
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.
 Endurance test
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.
(D) Five minutes at idle.
(ii) Fifty hours at maximum continuous power and rotational speed,
(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 part 33 of
this chapter.
 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 (§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.
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
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.