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
AC 29-2, CHG 1 11/19/84 * The RFM is considered necessary for safe operation of the rotorcraft and care should be taken to produce a manual that is consistent with the need for completeness and clarity of the required information. Also, since the RFM is necessary for operation of the rotorcraft in accordance with the certificate limitations, it is considered to be public information.
(3) The page size for the RFM will be left to the discretion of the manufacturer. In this regard, operational compliance with § 91.3l should be considered. A cover should be provided and should indicate the nature of the contents by means of the title, "RFM." Each page of the approved portion should bear the notation "FAA approved," an induction of the approval sequence of that particular page (e.g., a date of approval, a revision number suitably supported by an amendment log which contains the appropriate date, etc.), the helicopter model number as it appears on the type data sheet, and any appropriate document identification number. Pages of the unapproved portion of the flight manual would use the issue date in lieu of the FAA approved date. The material should be bound in semipermanent fashion so that the pages will be protected and retained in proper sequence. In selecting the form of binding, consideration should be given to the necessity for amendment and the ease with which amendments can be accomplished.
(4) Amendments may take the form of revisions or supplements.
(1) A revision is a change to the RFM or its supplement made by the holder of the applicable type certificate (TC) or in the case of supplement prepared as a part of a supplemental type certificate (STC), by the holder of the STC.
A supplement is an addition to the RFM. If the helicopter manufacturer (holder of the TC) adds optional equipment or specific operations (auch as Category "A" vertical operation or IFR operations), then the helicopter manufacturer is responsible for preparing any necessary flight manual material whether he elects it to be a supplement or a revision to the basic manual. If someone other than the helicopter manufacturer applies for an STC to install equipment or modify the helicopter such that a RFM supplement 1a necessary, then the person who applies for the STC is responsible for the preparation of the RFM supplement.
(5) "Revision" may be incorporated by inserting new pages which embody the amended text and, where applicable, by removing superseded pages. A vertical amendment bar should be inserted in the outer margin, where practicable, to indicate those parts of the text that have been changed. Each amended page should be identified in the same manner as pages of the basic manual, and in addition should carry an identification of its approval sequence.
(6) Supplements are incorporated in the manual by inserting the applicable pages which contain the information associated with the particular change. Each supplemental page should also identify the helicopter type and nodel flight manual for which the supplement was issued, the name of the lasuer and the FAA approval date. The following statement is an example of a note which' Chap 2 1204 Par 762
* would be included on the title page of a flight manual supplement:
helicopters approved to operate in accordance with the provisions of the helicopter flight manual supplement, the information contained herein supplements the information of the basic flight manual. For limitations, procedures, and performance data not contained in this supplement, consult the basic flight manual."
(7) Supplements should contain as much of the flight manual contents outlined below as considered appropriate for the particular change in type design, including title page and index of contents. It is suggested that these be prepared with a view to insertion in the FAA-approved portion of the flight manual as a complete and self-contained unit.
(8) The RFM should contain as much of the information required in Part 29 as is applicable to the individual type and model. For the purpose of standardization, it is recommended that the sequence of sections and of items within sections, follow the format presented at the end of this paragraph if practicable.
(9) The following information would normally be included in the introduction section of the flight manual.
(1) Title Page. This page should include the manufacturer's name and address and the helicopter model number as it appears on the type certificate data sheet. If desired, include a trade name or trade model number in quotes, provisions for rotorcraft serial number and registration number, approval date of the basic document, and title and signature of the FAA approving official.
(11) or at the frent plenter An index should be located at the front of each section or at the front part of the manual, (ii1) Amendment Log. This log should be in the form of a table with provisions to record, for each amendment, an identifying number, title or description, the page numbers involved, the issue date, the identification of the FAA approving official, and the FAA approval date.
(1v) Separate amendment logs should be provided for each type of amendment issued; 1.e., Log of Revisions, Log of Supplements, etc. Amendments issued by other than the holder of the basic type certificate should include a separate amendment log which, in addition to the issue date, should also identify the jasuer and the STC number or other approval basis for the associated modification.
(v) List of Current Pages. This table should list, for each approved page of the manual, the issue date and any other appropriate identification necessary to establish that the manual is complete and current.
(10) The following flight manual format would be acceptable. The format recommends a sequence of sections and suggests items which would be included in those sections.
Chap 2 Par 762 1205