title-14-part-29-sec29-1321

657

Federal Aviation Administration, DOT

§ 29.1321

and installed so that the function re-
covers normal operation in a timely
manner after the rotorcraft is exposed
to lightning.

[Doc. No. FAA–2010–0224, Amdt. 29–53, 76 FR
33136, June 8, 2011]

§ 29.1317

High-intensity Radiated

Fields (HIRF) Protection.

(a) Except as provided in paragraph

(d) of this section, each electrical and
electronic system that performs a func-
tion whose failure would prevent the
continued safe flight and landing of the
rotorcraft must be designed and in-
stalled so that—

(1) The function is not adversely af-

fected during and after the time the
rotorcraft is exposed to HIRF environ-
ment I, as described in appendix E to
this part;

(2) The system automatically recov-

ers normal operation of that function,
in a timely manner, after the rotor-
craft is exposed to HIRF environment
I, as described in appendix E to this
part, unless this conflicts with other
operational or functional requirements
of that system;

(3) The system is not adversely af-

fected during and after the time the
rotorcraft is exposed to HIRF environ-
ment II, as described in appendix E to
this part; and

(4) Each function required during op-

eration under visual flight rules is not
adversely affected during and after the
time the rotorcraft is exposed to HIRF
environment III, as described in appen-
dix E to this part.

(b) Each electrical and electronic

system that performs a function whose
failure would significantly reduce the
capability of the rotorcraft or the abil-
ity of the flightcrew to respond to an
adverse operating condition must be
designed and installed so the system is
not adversely affected when the equip-
ment providing these functions is ex-
posed to equipment HIRF test level 1
or 2, as described in appendix E to this
part.

tem that performs such a function
whose failure would reduce the capa-
bility of the rotorcraft or the ability of
the flightcrew to respond to an adverse
operating condition must be designed
and installed so the system is not ad-

versely affected when the equipment
providing these functions is exposed to
equipment HIRF test level 3, as de-
scribed in appendix E to this part.

(d) Before December 1, 2012, an elec-

trical or electronic system that per-
forms a function whose failure would
prevent the continued safe flight and
landing of a rotorcraft may be designed
and installed without meeting the pro-
visions of paragraph (a) provided—

(1) The system has previously been

shown to comply with special condi-
tions for HIRF, prescribed under § 21.16,
issued before December 1, 2007;

(2) The HIRF immunity characteris-

tics of the system have not changed
since compliance with the special con-
ditions was demonstrated; and

(3) The data used to demonstrate

compliance with the special conditions
is provided.

[Doc. No. FAA–2006–23657, 72 FR 44027, Aug. 6,
2007]

NSTRUMENTS

: I

NSTALLATION

§ 29.1321

Arrangement and visibility.

(a) Each flight, navigation, and pow-

erplant instrument for use by any pilot
must be easily visible to him from his
station with the minimum practicable
deviation from his normal position and
line of vision when he is looking for-
ward along the flight path.

(b) Each instrument necessary for

safe operation, including the airspeed
indicator, gyroscopic direction indi-
cator, gyroscopic bank-and-pitch indi-
cator, slip-skid indicator, altimeter,
rate-of-climb indicator, rotor tachom-
eters, and the indicator most rep-
resentative of engine power, must be
grouped and centered as nearly as prac-
ticable about the vertical plane of the
pilot’s forward vision. In addition, for
rotorcraft approved for IFR flight—

(1) The instrument that most effec-

tively indicates attitude must be on
the panel in the top center position;

(2) The instrument that most effec-

tively indicates direction of flight
must be adjacent to and directly below
the attitude instrument;

(3) The instrument that most effec-

tively indicates airspeed must be adja-
cent to and to the left of the attitude
instrument; and

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14 CFR Ch. I (1–1–24 Edition)

§ 29.1322

(4) The instrument that most effec-

tively indicates altitude or is most fre-
quently utilized in control of altitude
must be adjacent to and to the right of
the attitude instrument.

ments must be closely grouped on the
instrument panel.

(d) Identical powerplant instruments

for the engines must be located so as to
prevent any confusion as to which en-
gine each instrument relates.

(e) Each powerplant instrument vital

to safe operation must be plainly visi-
ble to appropriate crewmembers.

(f) Instrument panel vibration may

not damage, or impair the readability
or accuracy of, any instrument.

(g) If a visual indicator is provided to

indicate malfunction of an instrument,
it must be effective under all probable
cockpit lighting conditions.

(Secs. 313(a), 601, 603, 604, and 605 of the Fed-
eral Aviation Act of 1958 (49 U.S.C. 1354(a),
1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
of Transportation Act (49 U.S.C. 1655(c)))

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–14, 42 FR 36972, July 18,
1977; Amdt. 29–21, 48 FR 4391, Jan. 31, 1983]

§ 29.1322

Warning, caution, and advi-

sory lights.

If warning, caution or advisory lights

are installed in the cockpit they must,
unless otherwise approved by the Ad-
ministrator, be—

(a) Red, for warning lights (lights in-

dicating a hazard which may require
immediate corrective action);

(b) Amber, for caution lights (lights

indicating the possible need for future
corrective action);

and

(d) Any other color, including white,

for lights not described in paragraphs
(a) through (c) of this section, provided
the color differs sufficiently from the
colors prescribed in paragraphs (a)
through (c) of this section to avoid pos-
sible confusion.

[Amdt. 29–12, 41 FR 55474, Dec. 20, 1976]

§ 29.1323

Airspeed indicating system.

For each airspeed indicating system,

the following apply:

(a) Each airspeed indicating instru-

ment must be calibrated to indicate
true airspeed (at sea level with a stand-

ard atmosphere) with a minimum prac-
ticable instrument calibration error
when the corresponding pitot and stat-
ic pressures are applied.

(b) Each system must be calibrated

to determine system error excluding
airspeed instrument error. This cali-
bration must be determined—

(1) In level flight at speeds of 20

knots and greater, and over an appro-
priate range of speeds for flight condi-
tions of climb and autorotation; and

(2) During takeoff, with repeatable

and readable indications that ensure—

(i) Consistent realization of the field

lengths specified in the Rotorcraft
Flight Manual; and

(ii) Avoidance of the critical areas of

the height-velocity envelope as estab-
lished under § 29.87.

sistent definition of the takeoff deci-
sion point; and

(2) The system error, excluding the

airspeed instrument calibration error,
may not exceed—

(i) Three percent or 5 knots, which-

ever is greater, in level flight at speeds
above 80 percent of takeoff safety
speed; and

(ii) Ten knots in climb at speeds from

10 knots below takeoff safety speed to
10 knots above V

(d) For Category B rotorcraft, the

system error, excluding the airspeed
instrument calibration error, may not
exceed 3 percent or 5 knots, whichever
is greater, in level flight at speeds
above 80 percent of the climbout speed
attained at 50 feet when complying
with § 29.63.

(e) Each system must be arranged, so

far as practicable, to prevent malfunc-
tion or serious error due to the entry of
moisture, dirt, or other substances.

(f) Each system must have a heated

pitot tube or an equivalent means of
preventing malfunction due to icing.

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–3, 33 FR 970, Jan. 26,
1968; Amdt. 29–24, 49 FR 44439, Nov. 6, 1984;
Amdt. 29–39, 61 FR 21901, May 10, 1996; Amdt.
29–44, 64 FR 45338, Aug. 19, 1999]

§ 29.1325

Static pressure and pressure

altimeter systems.

(a) Each instrument with static air

case connections must be vented to the