658 

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. 

(c) Other required powerplant instru-

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); 

(c) Green, for safe operation lights; 

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. 

(c) For Category A rotorcraft— 
(1) The indication must allow con-

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

Y

. 

(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 

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§ 29.1329 

outside atmosphere through an appro-
priate piping system. 

(b) Each vent must be located where 

its orifices are least affected by airflow 
variation, moisture, or foreign matter. 

(c) Each static pressure port must be 

designed and located in such manner 
that the correlation between air pres-
sure in the static pressure system and 
true ambient atmospheric static pres-
sure is not altered when the rotorcraft 
encounters icing conditions. An anti- 
icing means or an alternate source of 
static pressure may be used in showing 
compliance with this requirement. If 
the reading of the altimeter, when on 
the alternate static pressure system, 
differs from the reading of altimeter 
when on the primary static system by 
more than 50 feet, a correction card 
must be provided for the alternate 
static system. 

(d) Except for the vent into the at-

mosphere, each system must be air-
tight. 

(e) Each pressure altimeter must be 

approved and calibrated to indicate 
pressure altitude in a standard atmos-
phere with a minimum practicable 
calibration error when the cor-
responding static pressures are applied. 

(f) Each system must be designed and 

installed so that an error in indicated 
pressure altitude, at sea level, with a 
standard atmosphere, excluding instru-
ment calibration error, does not result 
in an error of more than 

±

30 feet per 100 

knots speed. However, the error need 
not be less than 

±

30 feet. 

(g) Except as provided in paragraph 

(h) of this section, if the static pressure 
system incorporates both a primary 
and an alternate static pressure source, 
the means for selecting one or the 
other source must be designed so 
that— 

(1) When either source is selected, the 

other is blocked off; and 

(2) Both sources cannot be blocked 

off simultaneously. 

(h) For unpressurized rotorcraft, 

paragraph (g)(1) of this section does not 
apply if it can be demonstrated that 
the static pressure system calibration, 
when either static pressure source is 
selected, is not changed by the other 

static pressure source being open or 
blocked. 

(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. 29–24, 49 FR 44439, Nov. 6, 1984] 

§ 29.1327

Magnetic direction indicator. 

(a) Each magnetic direction indicator 

must be installed so that its accuracy 
is not excessively affected by the 
rotorcraft’s vibration or magnetic 
fields. 

(b) The compensated installation 

may not have a deviation, in level 
flight, greater than 10 degrees on any 
heading. 

§ 29.1329

Automatic pilot and flight 

guidance system. 

For the purpose of this subpart, an 

automatic pilot and flight guidance 
system may consist of an autopilot, 
flight director, or a component that 
interacts with stability augmentation 
or trim. 

(a) Each automatic pilot and flight 

guidance system must be designed so 
that it: 

(1) Can be overpowered by one pilot 

to allow control of the rotorcraft; 

(2) Provides a means to disengage the 

system, or any malfunctioning compo-
nent of the system, by each pilot to 
prevent it from interfering with the 
control of the rotorcraft; and 

(3) Provides a means to indicate to 

the flight crew its current mode of op-
eration. Selector switch position is not 
acceptable as a means of indication. 

(b) Unless there is automatic syn-

chronization, each system must have a 
means to readily indicate to the pilot 
the alignment of the actuating device 
in relation to the control system it op-
erates. 

(c) Each manually operated control 

for the system’s operation must be 
readily accessible to the pilots. 

(d) The system must be designed so 

that, within the range of adjustment 
available to the pilot, it cannot 
produce hazardous loads on the rotor-
craft, or create hazardous deviations in 
the flight path, under any flight condi-
tion appropriate to its use or in the 

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