518. § 29.1045 (through Amendment 29-19) CLIMB COOLING TEST PROCEDURES.
a. Objective. The objective of the regulation is to verify, for Category A and for Category B rotorcraft described, that cooling provisions are adequate for a one-engine-inoperative (OEI) climb or descent initiated from a multiengine cruise at the critical altitude with stabilized component temperatures. The specific flight conditions and powers are described in the regulation.
b. Explanation,
(1) This regulation specifies climb or descent cooling with OEI for Category A rotorcraft and for Category B rotorcraft with Category A powerplant isolation and fireproof or isolated structure, controls, etc., which are essential for controlled flight and landing. For the Category B machine described, the testing should be accomplished at the steady rate of climb or descent established under § 29.67(b), 1.e., at the best OEI rate of climb (or descent) and the remaining engine at maximum continuous power or 30-minute power, whichever is applicable.
(2) The engine whose shutdown has the most adverse effect on the cooling conditions for the remaining engine(s) and powerplant components should be inoperative.
(3) The regulation provides that the climb cooling test may be conducted in conjunction with the takeoff cooling test of $ 29.1047. This possible combining of tests applies only to § 29.1047(a), since § 29.1047 (b) is a multiengine climb and not related to the OEI climb procedures of § 29.1045.
c. Procedures.
(1) The OEI climb cooling test point begins from a multiengine cruise, with stabilized fluid and component temperatures, 1,000 feet below either the all-engine-critical altitude or the maximum altitude at which the rate of climb is 150 f.p.m., whichever is the lowest altitude. If the minimum altitude derived is less than sea level, the climb should begin from a twin engine cruise with stabilized fluid and component temperatures at the minimum practical altitude.
(1) The all-engine-critical altitude is the maximum altitude at which, for the ambient conditions prescribed, it is possible to maintain the multiengine specified power. For example, if for multiengine operations, the transmission maximum continuous torque can be maintained on the hot day to a maximum altitude of 10,000 feet above which power would have to be reduced because of gas temperature or other limitations, then 10,000 feet is the all-engine-critical altitude. Point "A" in figure 518-l illustrates the all-engine critical altitude.
(11) The 150 f.p.m. climb oriteria should be based on multiengine operation at maximum continuous power available at hot day conditions at maximum gross weight. * Chap 2 Par 518 819
AC 29-2, CHG 1 11/19/84 (1i1) Fluid and component temperatures are considered stabilized when the rate of change is less than 2° F per minute.
(2) The OEI climb power to be utilized is 30-minute OLl hot day power available (if approval of 30-minute power on the aircraft is requested), followed by maximum continuous hot day power available. If 30-minute OFI power approval is not requested, the power to be utilized would be maximum continuous hot day power available.
(1) Rotorcraft for which approval of a continuous OEI power rating is requested would use the power available on a hot day at the maximum continuous DEI rating following the 30-minute OEI climb phase (or for the entire climb if approval of 30-minute OEI power is not requested).
(11) If the maximum continuous OEI approval is not requested, then the highest hot day power available approved for continuous usage from the remaining engine(s) under OEI conditions would be used following the 30-minute DEI climb phase (or for the entire climb 1f approval of 30-minute OEI power 1s
(3) In order to achieve representative test results, the helicopter climb rate and airspeed should approximate those which would occur on a hot day.
This is accomplished by adjusting helicopter gross weight as required to produce the desired climb rate based on published or predicted climb performance data.
The possible adverse effects of climb fuselage attitude on cooling air duct entrances should be considered in the selection of oenter-of-gravity of the test airoraft.
(4) The OEI climb should be continued for at least 5 minutes after the occurrence of the highest temperature recorded or until the maximum certification altitude is reached. Generally, temperatures would be expected to peak a short time after the climb begins since component and fluid temperatures are stabilized prior to entry to the climb phase.
(5) For Category B rotorcraft, defined in § 29.1045(a) (2) without a positive OEI rate of climb, the descent should begin from a hot day maximum continuous power multiengine cruise, with stabilized fluid and component temperatures, at the all-engine-critical altitude.
(6) The descent should conclude at either the maximum altitude at which level flight can be maintained with one engine inoperative or at the minimum practical altitude, whichever is higher.
(7) The OEI powers available to be utilized during the descent would be the same as those prescribed previously for OEI olimb cooling. OEI operation should continue until component and fluid temperatures stabilize.
Chap 2 820 Par 518
11/19/84 SECTION 31. EXHAUST SYSTEM
548. 29.1121 GENERAL. (RESERVED)
549. § 29.1123 EXHAUST PIPING. (RESERVED)
550. $ 29.1125 EXHAUST HEAT EXCHANGERS. (RESERVED)
551.-560. RESERVED.
SECTION 32. POWERPLANT CONTROLS AND ACCESSORIES
561. § 29.1141 POWERPLANT CONTROLS: GENERAL. (RESERVED)
562. § 29.1142 AUXILIARY POWER UNIT CONTROLS. (RESERVED
563. § 29.1143 ENGINE CONTROLS. (RESERVED)
564. § 29.1145 IGNITION SWITCHES. (RESERVED)
565. § 29.1147 MIXTURE CONTROLS. (RESERVED)
566. § 29.1151 ROTOR BRAKE CONTROLS.
567. § 29.1157 CARBURETOR AIR TEMPERATURE CONTROLS.
568. § 29.1159 SUPERCHARGER CONTROLS. (RESERVED)
569. § 29.1163 POWERPLANT ACCESSORIES. (RESERVED) 570- 0 29.1165 ENGINE IGNITION SYSTEMS. (RESERVED)
571.-583. RESERVED.
SECTION 33. POWERPLANT FIRE PROTECTION
584. { 29.1181 DESIGNATED FIRE ZONES: REGIONS INCLUDED. (RESERVED)
585. $ 29.1183 FLAMMABLE FLUID-CARRYING COMPONENTS. (RESERVED)
586. § 29.1185 FLAMMABLE FLUIDS. (RESERVED) 587- § 29.1187 DRAINAGE AND VENTILATION OF FIRE ZONES. (RESERVED)
588. § 29.1189 SHUTOFF MEANS. (RESERVED).
589. § 29.1191 FIREWALLS. (RESERVED)
590. § 29.1193 COWLING AND ENGINE COMPARTMENT COVERING. (RESERVED) Chap 2 Par 548 873
AC 29-2, CHG 1 11/19/84
591. § 29.1194 OTHER SURFACES. (RESERVED)
592. § 29.1195 FIRE EXTINGUISHING SYSTEMS. (RESERVED) 593• 29.1197 FIRE EXTINGUISHING AGENTS. (RESERVED)
594. § 29.1199 EXTINGUISHING AGENT CONTAINERS. (RESERVED)
595. § 29.1201 FIRE EXTINGUISHING SYSTEM MATERIALS. (RESERVED)
596. § 29.1203 FIRE DETECTOR SYSTEMS. (RESERVED)
597.-616. RESERVED.
SECTION 34. EQUIPMENT - GENERAL
617. § 29.1301 FUNCTION AND INSTALLATION. (RESERVED)
618. § 29.1303 FLIGHT AND NAVIGATION INSTRUMENTS. (RESERVED)
619. 29.1305 POWERPLANT INSTRUMENTS. (RESERVED)
620. § 29.1307 MISCELLANEOUS EQUIPMENT. (RESERVED) Chap 2 874 (thru 990) Par 591
(8) The airspeeds utilized in the climb and descents should be representative of normal speeds unless cooling provisions are sensitive to rotorcraft airspeed, in which case the airspeeds most critical for cooling should be used. In no case, however, should it be required that the selected airspeeds exceed the speeds established under $$ 29.67(a) (2) and 29.67(b).
MULTIENGINE POWER AVAILABLE 20K
HOT DAY 15K 10°C 10K CRITICAL ALTITUDE _ - 15°G 20°C POINT "A" SK 25°C 30°% 35°C POWER FIGURE 518-1 ALL-ENGINE-CRITICAL ALTITUDE Chap 2 821 Par 518
(3) Green signifies a safe operating condition and more specifically has come to signify landing gear extended and locked. Extensive use of green annunciators throughout the cockpit should generally be avoided due to possible confusion with the special use of green for landing gear. If green annunciators are physically and functionally removed from the landing gear operation, they may be found acceptable for a variety of "safe operating" applications. One such application is "all green for approach," used in autopilot, flight director, and other navigation system displays.
(4) Other colors may be utilized as advisory lights in accordance with § 29.1322(d). Red and amber must not be used as advisory lights due to the possibility of introducing confusion into the cockpit. Obviously, yellow and pink annunciators should be avoided due to their similarity to amber and red. white and blue have been succesfully utilized as advisory segments in past civil designs.
(5) The primary test for designation of color is:
(1) Red - Is immediate action required?
(11) Amber - Is pilot action (other than immediate) required?
(111) Green - Is safe operation indicated, and 18 the indication sufficiently distinct to prevent confusion with the landing gear down indication?
(iv) Other advisory lights - Is the meaning clear and distinct enough to prevent confusion with other annunciations? Do the colors which are utilized differ sufficiently from the colors specified in paragraphs b(1), (2), and (3) above?
(6) Annunciator lights should be visible during bright daylight conditions. This should include visibility in direct sunlight unless lights are located in such a manner that direct sunlight cannot impinge on them.
(7) If dimming capability is provided, all annunciators, including master warning and caution, may be dimmable so long as the annunciation is clearly discernable for night operation at the lower lighting level. Undimmed annunciations have been found unacceptable for night operation due to disruption of cockpit vision at the high intensity. The dimming circuit should automatically revert to the high intensity setting when power is removed. Automatic dimming/brightening through the use of a photo cell is algo acceptable, as are circuits which enable a dimming switch through a position light or other cockpit lighting controls.
(8) The use of flashing lights should be minimized. If a flashing feature is used, it should be controllable through pilot action so that flashing annunciation does not persist indefinitely. The indicator should be so designed that if it is energized and the flasher device fails, the light will illuminate and burn steadily.
(9) Refer to paragraph 779 of this Advisory Circular, Annunciator Panels, for additional design information.
Chap 2 Par 633 1013
AC 29-2, CHG 1 11/19/84
634. § 29.1323 AIRSPEED INDICATING SYSTEM. (RESERVED)
635. § 29.1325 STATIC PRESSURE AND PRESSURE ALTIMETER SYSTEMS. (RESERVED)
636. § 29.1327 MAGNETIC DIRECTION INDICATOR. (RESERVED
637. $ 29.1329 AUTOMATIC PILOT SYSTEM. (RESERVED)
638. 9. 29.1331
639. § 29.1333 DUPLICATE INSTRUMENT SYSTEMS. (RESERVED) Chap 2 1014 (thru 1032) Par 634
* 640. § 29.1335 (through Amendment 29-19) FLIGHT DIRECTOR SYSTEMS.
Explanation. This section prescribes the accepted display criteria for a helicopter three-cue flight director providing command guidance for pitch, roll, and power. Three-cue flight directors for helicopters use the usual pitoh and roll command cues with the third cue displayed on the left side of the attitude director indicator (ADI). These instruments can be used in either the two-axes or three-axes modes. In either mode, the lateral command cue controls the roll attitude and the vertical command cue controls the pitch attitude. The helicopter attitude, controlled by the cyclic control, is changed to satisfy the flight director commands. The third cue, when displayed, commands collective pitch position and is used when an airspeed or pitch attitude mode and a vertical mode (altitude hold, glide slope, etc.) are selected.
(1) The general convention for flight director design is that eaoh command bar is a "fly to" command. The motion of the flight director indicator is such to command a corresponding sense of control system motion. This is true of flight director pitch and roll commands and should hold true for additional commands such as collective pitch.
display. For example, if the collective symbol is selected as the fixed index, the command cue and collective pitch control should move in opposite directions when collective pitch changes are made. This configuration would constitute a conventional "fly to" indicator. If the collective symbol is selected for the movable index, the direction of motion of the collective symbol will coincide with the direction of collective pitch changes. In this case the moving collective symbol does not comply with the "fly to" convention; however, this configuration has been approved by the FAA with special symbology, special background effects, and special color coding, and has performed satisfactorily in service.
b. Procedures. The recommended display for a three-cue flight director incorporates the standard pitch and roll command symbols, either pitch and roll bars or the "V" bar display. The third cue, or collective symbol, should be located on the left side of the ADI. The shape of the moving cue and the background display should be unique to avoid being confused with a glide slope display or angle of attack display. One display uses a third cue, shaped like a small handle, to aid in identifying it as the collective pitch symbol.
(1) The color of the pitch and roll command indicators, the airoraft symbol, the background marking of the third cue, and third oue itself, should be consistent. The optimum color scheme uses the same color for the aircraft symbol and the collective symbol. This is usually fire orange. The command cues including the collective cue also should use the same color, usually yellow.
rationale for the different colors is that the aircraft symbol and the collective symbol (the same color) are moved toward their respective command cues. If the pitch command cue is above the center, the aircraft symbol is raised (nose pulled collective pitch is raised, moving the collective symbol towards the command cue'" up) and, if the collective command cue is above the colleotive symbol, the Chap 2 Par 640 1033
AC 29-2, CHG 1 11/19/84 * (2) If the attitude director indicator (ADI) provides a monochromatic display, the collective pitch cue and its background markings must be distinctive to reduce the chance of being confused with the glide slope indicator. This can round oue with a chevron-shaped background marking has been satisfactory. be accomplished through the use of different shaped cues and background marks. A Chap 2 1034 Par 640
vibrating pencils, name plates, or permanent inks may be used.
owever, serial numbers should be applied on each part such that material is upset or displaced on the part, thereby attaining a more permanent number. This is not a requirement however. When material is upset or displaced the least critical or lowest stressed area should be used.
(111) For small parts, the rule (§ 45.14) allows markings that are equivalent to part and serial numbers. Markings or gymbols may be uaed to enable the identification of a part as one for which a replacement time, inspection interval, or related procedure is specified in the Airworthiness Limitations Section. The FAA stated identification of such small parts is clearly essential for safety and may not be relieved. With adoption of Amendment 29-20, the marking requirements are contained in § 45.14, Amendment 45-12.
(3) The FAA inspector should witness the rigging of the controls of a test rotorcraft. This is imperative for a new helicopter design to assure the practicality and feasibility of the procedures stated in the design data and/or the maintenance manual. The type design data information should be used; then the FAA should assure the manual includes the proper information. Rigging procedures are not included in the airworthiness limitations section.
(4) A draft copy of the manual should be available to the FAA for use during the F&R program 1f such a program 1s conducted under § 21.35 (b). The manual must be completed and furnished with each aircraft receiving an airworthiness certificate.
730.-739. RESERVED.
Chap 2 1159 Par 729
AC 29-2, CHG 1 11/19/84 SECTION 41. MARKINGS AND PLACARDS
740. § 29.1541 GENERAL. (SEE PARAGRAPH 781)
741. § 29.1543 INSTRUMENT MARKINGS: GENERAL. (SEE PARAGRAPH 781)
742. § 29.1545 AIRSPEED INDICATOR. (SEE PARAGRAPH 781) * 743. § 29.1547 (through Amendment 29-19) MAGNETIC DIRECTION INDICATOR.
Explanation. This regulation identifies the requirement for a calibration placard for the magnetic direction indicator and where it should be located.
b. Procedures. One means of accomplishing the requirements of this regulation is commonly known as swinging the compass. A surveyed compass rose 1g laid out on an appropriate surface. The compass rose location should be free from the influence of steel structures, underground pipes and cables, reinforced conorete, and other aircraft. The aircraft should be in an attitude which permits an accurate result. Normally the engines are in operation; however, if the helicopter is equipped with an auxiliary power unit which can supply all required electrical power, this can be used in lieu of engine driven generators.
Turn the aircraft on successive headings through 360°. It is recommended that the increments be every 30°; however, the increments should not exceed 45°.
Prepare a placard to show the correction to be applied at each of the selected headings. When significant errors are introduced by operation of electrical/electronics equipment or systems, the placard should also be marked at each calibration heading showing the correction to be applied when such equipment or systems are turned on or energized. The placard resulting from this calibration should be installed on or near the magnetic direction indicator.
744. § 29.1549 POWERPLANT INSTRUMENTS. (SEE PARAGRAPH 781)
745. § 29.1551 OIL QUANTITY INDICATOR. (RESERVED)
746. § 29.1553 FUEL QUANTITY INDICATOR. (RESERVED)
747. $ 29.1555 CONTROL MARKINGS. (RESERVED)
748. § 29.1557 MISCELLANEOUS MARKINGS AND PLACARDS. (RESERVED)
749. § 29.1559 LIMITATIONS PLACARD. (RESERVED)
750. § 29.1561 SAFETY EQUIPMENT. (RESERVED)
751. $ 29.1565 TAIL ROTOR. _(RESERVED)
752.-761. RESERVED• Chap 2 1160 (thru 1202) Par 740
SECTION 42. ROTORCRAFT FLIGHI MANUAL * 762. § 29.1581 (through Amendment 29-19) GENERAL.
a. Explanation.
(1) The primary purpose of the Rotorcraft Flight Manual (RFM) 1s to provide an authoritative source of information considered to be necessary for or likely to promote safe operation of the rotorcraft.
(2) Since the flightcrew is most directly concerned with operation of the rotorcraft, the language and presentation of the flight manual shall be directed principally to the needs and convenience of the flightcrew, but should not ignore the needs of other contributors to safe operation. As used with respect to the RFM, safe operation is construed to include, but not be limited to, operation of the rotorcraft in the manner that is mandatory for, or recommended for, compliance with applicable airworthiness requirements, and with the particular provisions of the operating regulations relating to the rotorcraft's approved performance capabilities.
(3) To serve its intended purpose, therefore, the RFM must include the certificate limitations established for the design as a consequence to the type certification evaluation, the performance information necessary to establish the operating limitations imposed in accordance with appropriate operating regulations, and the procedures and other information necessary to enable the flightcrew to safely operate the rotorcraft within the envelope of limitations thus delineated. The outline presented in this circular ia directed toward those objectives.
(4) Information and data that are mandatory for an acoeptable RFM are prescribed in $§ 29.1581 through 29.1589, and nothing contained in these sections should be construed as amending those requirements. Certain additional elements of flight manuals, however, have been shown by experience to be practical necessities if the document is to serve effectively its intended purpose.
b. Procedures.
(1) The following criteria do not affect the status of RFMs which are presently approved. When such manuals are amended in the future, however, it is recommended that the concepts of this section be incorporated wherever uniformity or clarity will result.
(2) Only the material required by FAR Part 29, or that considered necessary to implement the operating regulation, should be included in the portion of the manual that is approved by the FAA. However, the manufacturer or operator may include other "unapproved" data in a separate and distinctively identified portion within the same document.
Chap 2 Par 762 1203