Airworthiness Standards FAA FAR Part 29

Pt. 29 14 CFR Ch.
I (1–1–10 Edition)
TABLE II.—HIRF ENVIRONMENT II—Continued ation curves. Testing must cover the fre-
quency band of 10 kHz to 8 GHz.
Field strength (f) Equipment HIRF Test Level 3. (1) From 10
(volts/meter) kHz to 400 MHz, use conducted susceptibility
Frequency
Peak Average tests, starting at a minimum of 0.15 mA at 10
kHz, increasing 20 dB per frequency decade
8 GHz–12 GHz .................................. 1,230 230 to a minimum of 7.5 mA at 500 kHz.
12 GHz–18 GHz ................................ 730 190 (2) From 500 kHz to 40 MHz, use conducted
18 GHz–40 GHz ................................ 600 150 susceptibility tests at a minimum of 7.5 mA.
In this table, the higher field strength applies at the fre- (3) From 40 MHz to 400 MHz, use conducted
quency band edges. susceptibility tests, starting at a minimum
(c) HIRF environment III is specified in the of 7.5 mA at 40 MHz, decreasing 20 dB per fre-
following table: quency decade to a minimum of 0.75 mA at
400 MHz.
TABLE III.—HIRF ENVIRONMENT III (4) From 100 MHz to 8 GHz, use radiated
susceptibility tests at a minimum of 5 V/m.
Field strength
(volts/meter) [Doc. No. FAA–2006–23657, 72 FR 44027, Aug. 6,
Frequency 2007]
Peak Average
10 kHz–100 kHz ................................ 150 150 PART 29—AIRWORTHINESS STAND-

100 kHz–400 MHz .............................
400 MHz–700 MHz ...........................
200
730
200
200
ARDS: TRANSPORT CATEGORY
700 MHz–1 GHz ................................ 1,400 240 ROTORCRAFT
1 GHz–2 GHz .................................... 5,000 250
2 GHz–4 GHz .................................... 6,000 490 Subpart A—General
4 GHz–6 GHz .................................... 7,200 400
6 GHz–8 GHz .................................... 1,100 170 Sec.
8 GHz–12 GHz .................................. 5,000 330 29.1 Applicability.
12 GHz–18 GHz ................................ 2,000 330
18 GHz–40 GHz ................................ 1,000 420
29.2 Special retroactive requirements.
In this table, the higher field strength applies at the fre- Subpart B—Flight
quency band edges.
(d) Equipment HIRF Test Level 1. GENERAL

(1) From 10 kilohertz (kHz) to 400 mega- 29.21 Proof of compliance.
hertz (MHz), use conducted susceptibility 29.25 Weight limits.
tests with continuous wave (CW) and 1 kHz 29.27 Center of gravity limits.
square wave modulation with 90 percent 29.29 Empty weight and corresponding cen-
depth or greater. The conducted suscepti- ter of gravity.
bility current must start at a minimum of 29.31 Removable ballast.
0.6 milliamperes (mA) at 10 kHz, increasing 29.33 Main rotor speed and pitch limits.
20 decibels (dB) per frequency decade to a
minimum of 30 mA at 500 kHz. PERFORMANCE
(2) From 500 kHz to 40 MHz, the conducted 29.45 General.
susceptibility current must be at least 30 29.49 Performance at minimum operating
mA. speed.
(3) From 40 MHz to 400 MHz, use conducted 29.51 Takeoff data: general.
susceptibility tests, starting at a minimum 29.53 Takeoff: Category A.
of 30 mA at 40 MHz, decreasing 20 dB per fre- 29.55 Takeoff decision point (TDP): Cat-
quency decade to a minimum of 3 mA at 400 egory A.
MHz. 29.59 Takeoff path: Category A.
(4) From 100 MHz to 400 MHz, use radiated 29.60 Elevated heliport takeoff path: Cat-
susceptibility tests at a minimum of 20 volts egory A.
per meter (V/m) peak with CW and 1 kHz 29.61 Takeoff distance: Category A.
square wave modulation with 90 percent 29.62 Rejected takeoff: Category A.
depth or greater. 29.63 Takeoff: Category B.
(5) From 400 MHz to 8 gigahertz (GHz), use 29.64 Climb: General.
radiated susceptibility tests at a minimum 29.65 Climb: All engines operating.
of 150 V/m peak with pulse modulation of 4 29.67 Climb: One engine inoperative (OEI).
percent duty cycle with a 1 kHz pulse repeti- 29.71 Helicopter angle of glide: Category B.
tion frequency. This signal must be switched 29.75 Landing: General.
on and off at a rate of 1 Hz with a duty cycle 29.77 Landing Decision Point (LDP): Cat-
of 50 percent. egory A.
(e) Equipment HIRF Test Level 2. Equipment 29.79 Landing: Category A.
erowe on DSK5CLS3C1PROD with CFR
HIRF test level 2 is HIRF environment II in 29.81 Landing distance: Category A.

table II of this appendix reduced by accept- 29.83 Landing: Category B.
able aircraft transfer function and attenu- 29.85 Balked landing: Category A.
718
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Federal Aviation Administration, DOT Pt. 29
29.87 Height-velocity envelope. 29.505 Ski landing conditions.
29.511 Ground load: unsymmetrical loads on
FLIGHT CHARACTERISTICS multiple-wheel units.
29.141 General.
29.143 Controllability and maneuverability. WATER LOADS
29.151 Flight controls. 29.519 Hull type rotorcraft: Water-based and
29.161 Trim control. amphibian.
29.171 Stability: general. 29.521 Float landing conditions.
29.173 Static longitudinal stability.
29.175 Demonstration of static longitudinal MAIN COMPONENT REQUIREMENTS
stability.
29.547 Main and tail rotor structure.
29.177 Static directional stability.
29.549 Fuselage and rotor pylon structures.
29.181 Dynamic stability: Category A rotor-
29.551 Auxiliary lifting surfaces.
craft.
EMERGENCY LANDING CONDITIONS
GROUND AND WATER HANDLING
CHARACTERISTICS 29.561 General.
29.231 General. 29.562 Emergency landing dynamic condi-
29.235 Taxiing condition. tions.
29.239 Spray characteristics. 29.563 Structural ditching provisions.
29.241 Ground resonance. FATIGUE EVALUATION
MISCELLANEOUS FLIGHT REQUIREMENTS 29.571 Fatigue evaluation of structure.
29.251 Vibration.
Subpart D—Design and Construction
Subpart C—Strength Requirements GENERAL
GENERAL 29.601 Design.
29.301 Loads. 29.602 Critical parts.
29.303 Factor of safety. 29.603 Materials.
29.305 Strength and deformation. 29.605 Fabrication methods.
29.307 Proof of structure. 29.607 Fasteners.
29.309 Design limitations. 29.609 Protection of structure.
29.610 Lightning and static electricity pro-
FLIGHT LOADS tection.
29.321 General. 29.611 Inspection provisions.
29.337 Limit maneuvering load factor. 29.613 Material strength properties and de-
29.339 Resultant limit maneuvering loads. sign values.
29.341 Gust loads. 29.619 Special factors.
29.351 Yawing conditions. 29.621 Casting factors.
29.361 Engine torque. 29.623 Bearing factors.
29.625 Fitting factors.
CONTROL SURFACE AND SYSTEM LOADS 29.629 Flutter and divergence.
29.631 Bird strike.
29.391 General.
29.395 Control system. ROTORS
29.397 Limit pilot forces and torques.
29.399 Dual control system. 29.653 Pressure venting and drainage of
29.411 Ground clearance: tail rotor guard. rotor blades.
29.427 Unsymmetrical loads. 29.659 Mass balance.
29.661 Rotor blade clearance.
GROUND LOADS 29.663 Ground resonance prevention means.
29.471 General. CONTROL SYSTEMS
29.473 Ground loading conditions and as-
sumptions. 29.671 General.
29.475 Tires and shock absorbers. 29.672 Stability augmentation, automatic,
29.477 Landing gear arrangement. and power-operated systems.
29.479 Level landing conditions. 29.673 Primary flight controls.
29.481 Tail-down landing conditions. 29.674 Interconnected controls.
29.483 One-wheel landing conditions. 29.675 Stops.
29.485 Lateral drift landing conditions. 29.679 Control system locks.
29.493 Braked roll conditions. 29.681 Limit load static tests.
29.497 Ground loading conditions: landing 29.683 Operation tests.
gear with tail wheels. 29.685 Control system details.

29.501 Ground loading conditions: landing 29.687 Spring devices.
gear with skids. 29.691 Autorotation control mechanism.
719
Pt. 29 14 CFR Ch. I (1–1–10 Edition)
29.695 Power boost and power-operated con- ROTOR DRIVE SYSTEM
trol system.
29.917 Design.
LANDING GEAR 29.921 Rotor brake.
29.923 Rotor drive system and control mech-
29.723 Shock absorption tests. anism tests.
29.725 Limit drop test. 29.927 Additional tests.
29.727 Reserve energy absorption drop test. 29.931 Shafting critical speed.
29.729 Retracting mechanism. 29.935 Shafting joints.
29.731 Wheels. 29.939 Turbine engine operating characteris-
29.733 Tires. tics.
29.735 Brakes.
29.737 Skis. FUEL SYSTEM
29.951 General.
FLOATS AND HULLS
29.952 Fuel system crash resistance.
29.751 Main float buoyancy. 29.953 Fuel system independence.
29.753 Main float design. 29.954 Fuel system lightning protection.
29.755 Hull buoyancy. 29.955 Fuel flow.
29.757 Hull and auxiliary float strength. 29.957 Flow between interconnected tanks.
29.959 Unusable fuel supply.
PERSONNEL AND CARGO ACCOMMODATIONS 29.961 Fuel system hot weather operation.
29.771 Pilot compartment. 29.963 Fuel tanks: general.
29.773 Pilot compartment view. 29.965 Fuel tank tests.
29.967 Fuel tank installation.
29.775 Windshields and windows.
29.969 Fuel tank expansion space.
29.777 Cockpit controls.
29.971 Fuel tank sump.
29.779 Motion and effect of cockpit controls.
29.973 Fuel tank filler connection.
29.783 Doors.
29.975 Fuel tank vents and carburetor vapor
29.785 Seats, berths, litters, safety belts,
vents.
and harnesses. 29.977 Fuel tank outlet.
29.787 Cargo and baggage compartments. 29.979 Pressure refueling and fueling provi-
29.801 Ditching. sions below fuel level.
29.803 Emergency evacuation.
29.805 Flight crew emergency exits. FUEL SYSTEM COMPONENTS
29.807 Passenger emergency exits.
29.809 Emergency exit arrangement. 29.991 Fuel pumps.
29.993 Fuel system lines and fittings.
29.811 Emergency exit marking.
29.995 Fuel valves.
29.812 Emergency lighting.
29.997 Fuel strainer or filter.
29.813 Emergency exit access.
29.999 Fuel system drains.
29.815 Main aisle width.
29.1001 Fuel jettisoning.
29.831 Ventilation.
29.833 Heaters. OIL SYSTEM
FIRE PROTECTION 29.1011 Engines: general.
29.1013 Oil tanks.
29.851 Fire extinguishers. 29.1015 Oil tank tests.
29.853 Compartment interiors. 29.1017 Oil lines and fittings.
29.855 Cargo and baggage compartments. 29.1019 Oil strainer or filter.
29.859 Combustion heater fire protection. 29.1021 Oil system drains.
29.861 Fire protection of structure, controls, 29.1023 Oil radiators.
and other parts. 29.1025 Oil valves.
29.863 Flammable fluid fire protection. 29.1027 Transmission and gearboxes: gen-
EXTERNAL LOADS eral.
29.865 External loads. COOLING
MISCELLANEOUS 29.1041 General.

29.1043 Cooling tests.
29.871 Leveling marks. 29.1045 Climb cooling test procedures.
29.873 Ballast provisions. 29.1047 Takeoff cooling test procedures.
29.1049 Hovering cooling test procedures.
Subpart E—Powerplant
INDUCTION SYSTEM
GENERAL
29.1091 Air induction.
29.901 Installation. 29.1093 Induction system icing protection.
29.903 Engines. 29.1101 Carburetor air preheater design.

29.907 Engine vibration. 29.1103 Induction systems ducts and air duct
29.908 Cooling fans. systems.
720
Federal Aviation Administration, DOT Pt. 29
29.1105 Induction system screens. ELECTRICAL SYSTEMS AND EQUIPMENT
29.1107 Inter-coolers and after-coolers.
29.1351 General.
29.1109 Carburetor air cooling.
29.1353 Electrical equipment and installa-
EXHAUST SYSTEM tions.
29.1355 Distribution system.
29.1121 General. 29.1357 Circuit protective devices.
29.1123 Exhaust piping. 29.1359 Electrical system fire and smoke
29.1125 Exhaust heat exchangers. protection.
29.1363 Electrical system tests.
POWERPLANT CONTROLS AND ACCESSORIES
LIGHTS
29.1141 Powerplant controls: general.
29.1142 Auxiliary power unit controls. 29.1381 Instrument lights.
29.1143 Engine controls. 29.1383 Landing lights.
29.1145 Ignition switches. 29.1385 Position light system installation.
29.1147 Mixture controls. 29.1387 Position light system dihedral an-
29.1151 Rotor brake controls. gles.
29.1157 Carburetor air temperature controls. 29.1389 Position light distribution and in-
29.1159 Supercharger controls. tensities.
29.1163 Powerplant accessories. 29.1391 Minimum intensities in the hori-
29.1165 Engine ignition systems. zontal plane of forward and rear position
lights.
POWERPLANT FIRE PROTECTION 29.1393 Minimum intensities in any vertical
plane of forward and rear position lights.
29.1181 Designated fire zones: regions in-
29.1395 Maximum intensities in overlapping
cluded.
beams of forward and rear position
29.1183 Lines, fittings, and components.
lights.
29.1185 Flammable fluids.
29.1397 Color specifications.
29.1187 Drainage and ventilation of fire
29.1399 Riding light.
zones.
29.1401 Anticollision light system.
29.1189 Shutoff means.
29.1191 Firewalls. SAFETY EQUIPMENT
29.1193 Cowling and engine compartment
covering. 29.1411 General.
29.1194 Other surfaces. 29.1413 Safety belts: passenger warning de-
29.1195 Fire extinguishing systems. vice.
29.1415 Ditching equipment.
29.1197 Fire extinguishing agents.
29.1419 Ice protection.
29.1199 Extinguishing agent containers.
29.1201 Fire extinguishing system materials. MISCELLANEOUS EQUIPMENT
29.1203 Fire detector systems.
29.1431 Electronic equipment.
Subpart F—Equipment 29.1433 Vacuum systems.
29.1435 Hydraulic systems.
GENERAL 29.1439 Protective breathing equipment.
29.1457 Cockpit voice recorders.
29.1301 Function and installation. 29.1459 Flight data recorders.
29.1303 Flight and navigation instruments. 29.1461 Equipment containing high energy
29.1305 Powerplant instruments. rotors.
29.1307 Miscellaneous equipment.
29.1309 Equipment, systems, and installa- Subpart G—Operating Limitations and
tions. Information
29.1317 High-intensity Radiated Fields
(HIRF) Protection. 29.1501 General.
INSTRUMENTS: INSTALLATION OPERATING LIMITATIONS
29.1321 Arrangement and visibility. 29.1503 Airspeed limitations: general.
29.1322 Warning, caution, and advisory 29.1505 Never-exceed speed.
lights. 29.1509 Rotor speed.
29.1323 Airspeed indicating system. 29.1517 Limiting height-speed envelope.
29.1325 Static pressure and pressure altim- 29.1519 Weight and center of gravity.
eter systems. 29.1521 Powerplant limitations.
29.1327 Magnetic direction indicator. 29.1522 Auxiliary power unit limitations.
29.1329 Automatic pilot system. 29.1523 Minimum flight crew.
29.1331 Instruments using a power supply. 29.1525 Kinds of operations.
29.1333 Instrument systems. 29.1527 Maximum operating altitude.

29.1335 Flight director systems. 29.1529 Instructions for Continued Air-
29.1337 Powerplant instruments. worthiness.
721
§ 29.1 14 CFR Ch. I (1–1–10 Edition)
MARKINGS AND PLACARDS nine or less passenger seats may be
29.1541 General. type certificated as Category B rotor-
29.1543 Instrument markings: general. craft provided the Category A require-
29.1545 Airspeed indicator. ments of Subparts C, D, E, and F of
29.1547 Magnetic direction indicator. this part are met.
29.1549 Powerplant instruments. (e) Rotorcraft with a maximum
29.1551 Oil quantity indicator. weight of 20,000 pounds or less but with
29.1553 Fuel quantity indicator.
10 or more passenger seats may be type
29.1555 Control markings.
29.1557 Miscellaneous markings and plac- certificated as Category B rotorcraft
ards. provided the Category A requirements
29.1559 Limitations placard. of §§ 29.67(a)(2), 29.87, 29.1517, and sub-
29.1561 Safety equipment. parts C, D, E, and F of this part are
29.1565 Tail rotor. met.
(f) Rotorcraft with a maximum
ROTORCRAFT FLIGHT MANUAL
weight of 20,000 pounds or less and nine
29.1581 General. or less passenger seats may be type
29.1583 Operating limitations. certificated as Category B rotorcraft.
29.1585 Operating procedures. (g) Each person who applies under
29.1587 Performance information.
29.1589 Loading information.
Part 21 for a certificate or change de-
scribed in paragraphs (a) through (f) of
APPENDIX A TO PART 29—INSTRUCTIONS FOR
CONTINUED AIRWORTHINESS
this section must show compliance
APPENDIX B TO PART 29—AIRWORTHINESS CRI- with the applicable requirements of
TERIA FOR HELICOPTER INSTRUMENT this part.
FLIGHT [Amdt. 29–21, 48 FR 4391, Jan. 31, 1983, as
APPENDIX C TO PART 29—ICING CERTIFICATION amended by Amdt. 29–39, 61 FR 21898, May 10,
APPENDIX D TO PART 29—CRITERIA FOR DEM- 1996; 61 FR 33963, July 1, 1996]
ONSTRATION OF EMERGENCY EVACUATION
PROCEDURES UNDER § 29.803 § 29.2 Special retroactive require-
APPENDIX E TO PART 29—HIRF ENVIRON- ments.
MENTS AND EQUIPMENT HIRF TEST LEV-
ELS For each rotorcraft manufactured
after September 16, 1992, each applicant
AUTHORITY: 49 U.S.C. 106(g), 40113, 44701–
44702, 44704. must show that each occupant’s seat is
equipped with a safety belt and shoul-
SOURCE: Docket No. 5084, 29 FR 16150, Dec. der harness that meets the require-
3, 1964, unless otherwise noted.
ments of paragraphs (a), (b), and (c) of
this section.
Subpart A—General (a) Each occupant’s seat must have a
combined safety belt and shoulder har-
§ 29.1 Applicability. ness with a single-point release. Each
(a) This part prescribes airworthiness pilot’s combined safety belt and shoul-
standards for the issue of type certifi- der harness must allow each pilot,
cates, and changes to those certifi- when seated with safety belt and shoul-
cates, for transport category rotor- der harness fastened, to perform all
craft. functions necessary for flight oper-
(b) Transport category rotorcraft ations. There must be a means to se-
must be certificated in accordance cure belts and harnesses, when not in
with either the Category A or Category use, to prevent interference with the
B requirements of this part. A multien- operation of the rotorcraft and with
gine rotorcraft may be type certifi- rapid egress in an emergency.
cated as both Category A and Category (b) Each occupant must be protected
B with appropriate and different oper- from serious head injury by a safety
ating limitations for each category. belt plus a shoulder harness that will
(c) Rotorcraft with a maximum prevent the head from contacting any
weight greater than 20,000 pounds and injurious object.
10 or more passenger seats must be (c) The safety belt and shoulder har-
type certificated as Category A rotor- ness must meet the static and dynamic
craft. strength requirements, if applicable,
(d) Rotorcraft with a maximum specified by the rotorcraft type certifi-

weight greater than 20,000 pounds and cation basis.
722
Federal Aviation Administration, DOT § 29.25
(d) For purposes of this section, the (3) The highest weight at which com-
date of manufacture is either— pliance with each applicable flight re-
(1) The date the inspection accept- quirement of this part is shown.
ance records, or equivalent, reflect (4) For Category B rotorcraft with 9
that the rotorcraft is complete and or less passenger seats, the maximum
meets the FAA-Approved Type Design weight, altitude, and temperature at
Data; or which the rotorcraft can safely operate
(2) The date that the foreign civil air- near the ground with the maximum
worthiness authority certifies the wind velocity determined under
rotorcraft is complete and issues an § 29.143(c) and may include other dem-
original standard airworthiness certifi- onstrated wind velocities and azi-
cate, or equivalent, in that country. muths. The operating envelopes must
be stated in the Limitations section of
[Doc. No. 26078, 56 FR 41052, Aug. 16, 1991] the Rotorcraft Flight Manual.
(b) Minimum weight. The minimum
Subpart B—Flight weight (the lowest weight at which
compliance with each applicable re-
GENERAL quirement of this part is shown) must
be established so that it is not less
§ 29.21 Proof of compliance. than—
Each requirement of this subpart (1) The lowest weight selected by the
applicant;
must be met at each appropriate com-
(2) The design minimum weight (the
bination of weight and center of grav-
lowest weight at which compliance
ity within the range of loading condi-
with each structural loading condition
tions for which certification is re-
of this part is shown); or
quested. This must be shown—
(3) The lowest weight at which com-
(a) By tests upon a rotorcraft of the pliance with each applicable flight re-
type for which certification is requirement of this part is shown.
quested, or by calculations based on, (c) Total weight with jettisonable exter-
and equal in accuracy to, the results of nal load. A total weight for the rotor-
testing; and craft with a jettisonable external load
(b) By systematic investigation of attached that is greater than the max-
each required combination of weight imum weight established under para-
and center of gravity, if compliance graph (a) of this section may be estab-
cannot be reasonably inferred from lished for any rotorcraft-load combina-
combinations investigated. tion if—
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(1) The rotorcraft-load combination
amended by Amdt. 29–24, 49 FR 44435, Nov. 6, does not include human external cargo,
1984] (2) Structural component approval
for external load operations under ei-
§ 29.25 Weight limits. ther § 29.865 or under equivalent oper-
ational standards is obtained,
(a) Maximum weight. The maximum
(3) The portion of the total weight
weight (the highest weight at which that is greater than the maximum
compliance with each applicable re- weight established under paragraph (a)
quirement of this part is shown) or, at of this section is made up only of the
the option of the applicant, the highest weight of all or part of the jettisonable
weight for each altitude and for each external load,
practicably separable operating condi- (4) Structural components of the
tion, such as takeoff, enroute oper- rotorcraft are shown to comply with
ation, and landing, must be established the applicable structural requirements
so that it is not more than— of this part under the increased loads
(1) The highest weight selected by and stresses caused by the weight in-
the applicant; crease over that established under
(2) The design maximum weight (the paragraph (a) of this section, and
highest weight at which compliance (5) Operation of the rotorcraft at a
with each applicable structural loading total weight greater than the max-
condition of this part is shown); or imum certificated weight established
723
§ 29.27 14 CFR Ch. I (1–1–10 Edition)
under paragraph (a) of this section is § 29.31 Removable ballast.
limited by appropriate operating limi-
Removable ballast may be used in
tations under § 29.865 (a) and (d) of this
showing compliance with the flight re-
part. quirements of this subpart.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–12, 41 FR 55471, Dec. 20, § 29.33 Main rotor speed and pitch lim-
1976; Amdt. 29–43, 64 FR 43020, Aug. 6, 1999; its.
Amdt. No. 29–51, 73 FR 11001, Feb. 29, 2008] (a) Main rotor speed limits. A range of
main rotor speeds must be established
§ 29.27 Center of gravity limits. that—
The extreme forward and aft centers (1) With power on, provides adequate
of gravity and, where critical, the ex- margin to accommodate the variations
treme lateral centers of gravity must in rotor speed occurring in any appro-
be established for each weight estab- priate maneuver, and is consistent
lished under § 29.25. Such an extreme with the kind of governor or synchro-
may not lie beyond— nizer used; and
(a) The extremes selected by the ap- (2) With power off, allows each appro-
plicant; priate autorotative maneuver to be
(b) The extremes within which the performed throughout the ranges of
structure is proven; or airspeed and weight for which certifi-
(c) The extremes within which com- cation is requested.
pliance with the applicable flight re- (b) Normal main rotor high pitch limit
quirements is shown. (power on). For rotorcraft, except heli-
copters required to have a main rotor
[Amdt. 29–3, 33 FR 965, Jan. 26, 1968] low speed warning under paragraph (e)
of this section, it must be shown, with
§ 29.29 Empty weight and cor- power on and without exceeding ap-
responding center of gravity.
proved engine maximum limitations,
(a) The empty weight and cor- that main rotor speeds substantially
responding center of gravity must be less than the minimum approved main
determined by weighing the rotorcraft rotor speed will not occur under any
without the crew and payload, but sustained flight condition. This must
with— be met by—
(1) Fixed ballast; (1) Appropriate setting of the main
(2) Unusable fuel; and rotor high pitch stop;
(3) Full operating fluids, including— (2) Inherent rotorcraft characteris-
(i) Oil; tics that make unsafe low main rotor
(ii) Hydraulic fluid; and speeds unlikely; or
(iii) Other fluids required for normal (3) Adequate means to warn the pilot
operation of rotorcraft systems, except of unsafe main rotor speeds.
water intended for injection in the en- (c) Normal main rotor low pitch limit
gines. (power off). It must be shown, with
(b) The condition of the rotorcraft at power off, that—
the time of determining empty weight (1) The normal main rotor low pitch
must be one that is well defined and limit provides sufficient rotor speed, in
any autorotative condition, under the
can be easily repeated, particularly
most critical combinations of weight
with respect to the weights of fuel, oil,
and airspeed; and
coolant, and installed equipment.
(2) It is possible to prevent over-
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- speeding of the rotor without excep-
eral Aviation Act of 1958 (49 U.S.C. 1354(a), tional piloting skill.
1421, 1423, 1424, and 1425); and sec. 6(c) of the (d) Emergency high pitch. If the main
Dept. of Transportation Act (49 U.S.C. rotor high pitch stop is set to meet
1655(c)))
paragraph (b)(1) of this section, and if
[Doc. No. 5084, 29 FR 16150. Dec. 3, 1964, as that stop cannot be exceeded inadvert-
amended by Amdt. 29–15, 43 FR 2326, Jan. 16, ently, additional pitch may be made
1978] available for emergency use.
724
(e) Main rotor low speed warning for (c) The available power must cor-
helicopters. For each single engine heli- respond to engine power, not exceeding
copter, and each multiengine heli- the approved power, less—
copter that does not have an approved (1) Installation losses; and
device that automatically increases (2) The power absorbed by the acces-
power on the operating engines when sories and services at the values for
one engine fails, there must be a main which certification is requested and ap-
rotor low speed warning which meets proved.
the following requirements: (d) For reciprocating engine-powered
(1) The warning must be furnished to rotorcraft, the performance, as affected
the pilot in all flight conditions, in- by engine power, must be based on a
cluding power-on and power-off flight, relative humidity of 80 percent in a
when the speed of a main rotor ap- standard atmosphere.
proaches a value that can jeopardize (e) For turbine engine-powered rotor-
safe flight. craft, the performance, as affected by
(2) The warning may be furnished ei- engine power, must be based on a rel-
ther through the inherent aerodynamic ative humidity of—
qualities of the helicopter or by a de- (1) 80 percent, at and below standard
vice. temperature; and
(3) The warning must be clear and (2) 34 percent, at and above standard
distinct under all conditions, and must temperature plus 50 °F.
be clearly distinguishable from all Between these two temperatures, the
other warnings. A visual device that relative humidity must vary linearly.
requires the attention of the crew (f) For turbine-engine-power rotor-
within the cockpit is not acceptable by craft, a means must be provided to per-
itself. mit the pilot to detemine prior to take-
(4) If a warning device is used, the de- off that each engine is capable of devel-
vice must automatically deactivate oping the power necessary to achieve
and reset when the low-speed condition the applicable rotorcraft performance
is corrected. If the device has an audi- prescribed in this subpart.
ble warning, it must also be equipped (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
with a means for the pilot to manually eral Aviation Act of 1958 (49 U.S.C. 1354(a),
silence the audible warning before the 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
low-speed condition is corrected. of Transportation Act (49 U.S.C. 1655(c)))
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(Secs. 313(a), 601, 603, 604, and 605 of the Fed-
amended by Amdt. 29–15, 43 FR 2326, Jan. 16,
eral Aviation Act of 1958 (49 U.S.C. 1354(a),
1978; Amdt. 29–24, 49 FR 44436, Nov. 6, 1984]
1421, 1423, 1424, and 1425); and sec. 6(c) of the
Dept. of Transportation Act (49 U.S.C.
§ 29.49 Performance at minimum oper-
1655(c)))
ating speed.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as (a) For each Category A helicopter,
the hovering performance must be de-
1968; Amdt. 29–15, 43 FR 2326, Jan. 16, 1978]
termined over the ranges of weight, al-
PERFORMANCE titude, and temperature for which
takeoff data are scheduled—
§ 29.45 General. (1) With not more than takeoff
power;
(a) The performance prescribed in (2) With the landing gear extended;
this subpart must be determined— and
(1) With normal piloting skill and; (3) At a height consistent with the
(2) Without exceptionally favorable procedure used in establishing the
conditions. takeoff, climbout, and rejected takeoff
(b) Compliance with the performance paths.
requirements of this subpart must be (b) For each Category B helicopter,
shown— the hovering performance must be de-
(1) For still air at sea level with a termined over the ranges of weight, al-
standard atmosphere and; titude, and temperature for which cer-
(2) For the approved range of atmos- tification is requested, with—

pheric variables. (1) Takeoff power;
725
§ 29.51 14 CFR Ch. I (1–1–10 Edition)
(2) The landing gear extended; and § 29.55 Takeoff decision point (TDP):
(3) The helicopter in ground effect at Category A.
a height consistent with normal take- (a) The TDP is the first point from
off procedures. which a continued takeoff capability is
(c) For each helicopter, the out-of- assured under § 29.59 and is the last
ground effect hovering performance point in the takeoff path from which a
must be determined over the ranges of rejected takeoff is assured within the
weight, altitude, and temperature for distance determined under § 29.62.
which certification is requested with (b) The TDP must be established in
takeoff power. relation to the takeoff path using no
(d) For rotorcraft other than heli- more than two parameters; e.g., air-
copters, the steady rate of climb at the speed and height, to designate the
minimum operating speed must be de- TDP.
termined over the ranges of weight, al- (c) Determination of the TDP must
titude, and temperature for which cer- include the pilot recognition time in-
tification is requested with— terval following failure of the critical
(1) Takeoff power; and engine.
(2) The landing gear extended. [Doc. No. 24802, 61 FR 21899, May 10, 1996]
[Doc. No. 24802, 61 FR 21898, May 10, 1996; 61
FR 33963, July 1, 1996] § 29.59 Takeoff path: Category A.
(a) The takeoff path extends from the
§ 29.51 Takeoff data: general. point of commencement of the takeoff
(a) The takeoff data required by procedure to a point at which the
§§ 29.53, 29.55, 29.59, 29.60, 29.61, 29.62, rotorcraft is 1,000 feet above the take-
29.63, and 29.67 must be determined— off surface and compliance with
(1) At each weight, altitude, and tem- § 29.67(a)(2) is shown. In addition—
perature selected by the applicant; and (1) The takeoff path must remain
clear of the height-velocity envelope
(2) With the operating engines within
established in accordance with § 29.87;
approved operating limitations.
(2) The rotorcraft must be flown to
(b) Takeoff data must—
the engine failure point; at which
(1) Be determined on a smooth, dry, point, the critical engine must be made
hard surface; and inoperative and remain inoperative for
(2) Be corrected to assume a level the rest of the takeoff;
takeoff surface. (3) After the critical engine is made
(c) No takeoff made to determine the inoperative, the rotorcraft must con-
data required by this section may re- tinue to the takeoff decision point, and
quire exceptional piloting skill or then attain VTOSS;
alertness, or exceptionally favorable (4) Only primary controls may be
conditions. used while attaining VTOSS and while
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as establishing a positive rate of climb.
amended by Amdt. 29–39, 61 FR 21899, May 10, Secondary controls that are located on
1996] the primary controls may be used after
a positive rate of climb and VTOSS are
§ 29.53 Takeoff: Category A. established but in no case less than 3
The takeoff performance must be de- seconds after the critical engine is
termined and scheduled so that, if one made inoperative; and
engine fails at any time after the start (5) After attaining VTOSS and a posi-
of takeoff, the rotorcraft can— tive rate of a climb, the landing gear
may be retracted.
(a) Return to, and stop safely on, the
(b) During the takeoff path deter-
takeoff area; or
mination made in accordance with
(b) Continue the takeoff and paragraph (a) of this section and after
climbout, and attain a configuration attaining VTOSS and a positive rate of
and airspeed allowing compliance with climb, the climb must be continued at
§ 29.67(a)(2). a speed as close as practicable to, but
[Doc. No. 24802, 61 FR 21899, May 10, 1996; 61 not less than, VTOSS until the rotorcraft
FR 33963, July 1, 1996] is 200 feet above the takeoff surface.
726
During this interval, the climb per- the point at which the rotorcraft at-
formance must meet or exceed that re- tains and remains at least 35 feet above
quired by § 29.67(a)(1). the takeoff surface, attains and main-
(c) During the continued takeoff, the tains a speed of at least VTOSS, and es-
rotorcraft shall not descend below 15 tablishes a positive rate of climb, as-
feet above the takeoff surface when the suming the critical engine failure oc-
takeoff decision point is above 15 feet. curs at the engine failure point prior to
(d) From 200 feet above the takeoff the takeoff decision point.
surface, the rotorcraft takeoff path (b) For elevated heliports, the take-
must be level or positive until a height off distance is the horizontal distance
1,000 feet above the takeoff surface is along the takeoff path from the start
attained with not less than the rate of of the takeoff to the point at which the
climb required by § 29.67(a)(2). Any sec- rotorcraft attains and maintains a
ondary or auxiliary control may be speed of at least VTOSS and establishes a
used after attaining 200 feet above the positive rate of climb, assuming the
takeoff surface. critical engine failure occurs at the en-
(e) Takeoff distance will be deter- gine failure point prior to the takeoff
mined in accordance with § 29.61. decision point.
[Doc. No. 24802, 61 FR 21899, May 10, 1996; 61 [Doc. No. 24802, 61 FR 21899, May 10, 1996]
FR 33963, July 1, 1996, as amended by Amdt.
29–44, 64 FR 45337, Aug. 19, 1999] § 29.62 Rejected takeoff: Category A.
§ 29.60 Elevated heliport takeoff path: The rejected takeoff distance and
Category A. procedures for each condition where
(a) The elevated heliport takeoff path takeoff is approved will be established
extends from the point of commence- with—
ment of the takeoff procedure to a (a) The takeoff path requirements of
point in the takeoff path at which the §§ 29.59 and 29.60 being used up to the
rotorcraft is 1,000 feet above the take- TDP where the critical engine failure
off surface and compliance with is recognized and the rotorcraft is land-
§ 29.67(a)(2) is shown. In addition— ed and brought to a complete stop on
(1) The requirements of § 29.59(a) the takeoff surface;
must be met; (b) The remaining engines operating
(2) While attaining VTOSS and a posi- within approved limits;
tive rate of climb, the rotorcraft may (c) The landing gear remaining ex-
descend below the level of the takeoff tended throughout the entire rejected
surface if, in so doing and when clear- takeoff; and
ing the elevated heliport edge, every (d) The use of only the primary con-
part of the rotorcraft clears all obsta- trols until the rotorcraft is on the
cles by at least 15 feet; ground. Secondary controls located on
(3) The vertical magnitude of any de- the primary control may not be used
scent below the takeoff surface must be until the rotorcraft is on the ground.
determined; and Means other than wheel brakes may be
(4) After attaining VTOSS and a posi- used to stop the rotorcraft if the means
tive rate of climb, the landing gear are safe and reliable and consistent re-
may be retracted. sults can be expected under normal op-
(b) The scheduled takeoff weight erating conditions.
must be such that the climb require-
[Doc. No. 24802, 61 FR 21899, May 10, 1996, as
ments of § 29.67 (a)(1) and (a)(2) will be amended by Amdt. 29–44, 64 FR 45337, Aug. 19,
met. 1999]
(c) Takeoff distance will be deter-
mined in accordance with § 29.61. § 29.63 Takeoff: Category B.
[Doc. No. 24802, 61 FR 21899, May 10, 1996; 61 The horizontal distance required to
FR 33963, July 1, 1996] take off and climb over a 50-foot obsta-
cle must be established with the most
§ 29.61 Takeoff distance: Category A. unfavorable center of gravity. The
(a) The normal takeoff distance is takeoff may be begun in any manner
the horizontal distance along the take- if—

off path from the start of the takeoff to (a) The takeoff surface is defined;
727
§ 29.64 14 CFR Ch. I (1–1–10 Edition)
(b) Adequate safeguards are main- minute for each weight, altitude, and
tained to ensure proper center of grav- temperature for which takeoff data are
ity and control positions; and to be scheduled with—
(c) A landing can be made safely at (i) The critical engine inoperative
any point along the flight path if an and the remaining engines within ap-
engine fails. proved operating limitations, except
that for rotorcraft for which the use of
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–12, 41 FR 55471, Dec. 20, 30-second/2-minute OEI power is re-
1976] quested, only the 2-minute OEI power
may be used in showing compliance
§ 29.64 Climb: General. with this paragraph;
Compliance with the requirements of (ii) The landing gear extended; and
§§ 29.65 and 29.67 must be shown at each (iii) The takeoff safety speed selected
weight, altitude, and temperature by the applicant.
within the operational limits estab- (2) The steady rate of climb without
lished for the rotorcraft and with the ground effect, 1000 feet above the take-
most unfavorable center of gravity for off surface, must be at least 150 feet per
each configuration. Cowl flaps, or other minute, for each weight, altitude, and
means of controlling the engine-cool- temperature for which takeoff data are
ing air supply, will be in the position to be scheduled with—
that provides adequate cooling at the (i) The critical engine inoperative
temperatures and altitudes for which and the remaining engines at max-
certification is requested. imum continuous power including con-
tinuous OEI power, if approved, or at
[Doc. No. 24802, 61 FR 21900, May 10, 1996] 30-minute OEI power for rotorcraft for
which certification for use of 30-minute
§ 29.65 Climb: All engines operating.
OEI power is requested;
(a) The steady rate of climb must be (ii) The landing gear retracted; and
determined— (iii) The speed selected by the appli-
(1) With maximum continuous power; cant.
(2) With the landing gear retracted; (3) The steady rate of climb (or de-
and scent) in feet per minute, at each alti-
(3) At Vy for standard sea level condi- tude and temperature at which the
tions and at speeds selected by the ap- rotorcraft is expected to operate and at
plicant for other conditions. any weight within the range of weights
(b) For each Category B rotorcraft for which certification is requested,
except helicopters, the rate of climb must be determined with—
determined under paragraph (a) of this (i) The critical engine inoperative
section must provide a steady climb and the remaining engines at max-
gradient of at least 1:6 under standard imum continuous power including con-
sea level conditions. tinuous OEI power, if approved, and at
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- 30-minute OEI power for rotorcraft for
eral Aviation Act of 1958 (49 U.S.C. 1354(a), which certification for the use of 30-
1421, 1423, 1424, and 1425); and sec. 6(c), Dept. minute OEI power is requested;
of Transportation Act (49 U.S.C. 1655(c))) (ii) The landing gear retracted; and
[Doc. No. 5084, 29 FR 16150. Dec. 3, 1964, as (iii) The speed selected by the appli-
amended by Amdt. 29–15, 43 FR 2326, Jan. 16, cant.
1978; Amdt. 29–39, 61 FR 21900, May 10, 1996; 61 (b) For multiengine Category B
FR 33963, July 1, 1996] rotorcraft meeting the Category A en-
gine isolation requirements, the steady
§ 29.67 Climb: One engine inoperative rate of climb (or descent) must be de-
(OEI). termined at the speed for best rate of
(a) For Category A rotorcraft, in the climb (or minimum rate of descent) at
critical takeoff configuration existing each altitude, temperature, and weight
along the takeoff path, the following at which the rotorcraft is expected to
apply: operate, with the critical engine inop-
(1) The steady rate of climb without erative and the remaining engines at
ground effect, 200 feet above the take- maximum continuous power including
off surface, must be at least 100 feet per continuous OEI power, if approved, and
728
at 30-minute OEI power for rotorcraft (b) Determination of the LDP must
for which certification for the use of 30- include the pilot recognition time in-
minute OEI power is requested. terval following failure of the critical
engine.
[Doc. No. 24802, 61 FR 21900, May 10, 1996; 61
FR 33963, July 1, 1996, as amended by Amdt. [Doc. No. 24802, 64 FR 45338, Aug. 19, 1999]
29–44, 64 FR 45337, Aug. 19, 1999; 64 FR 47563,
Aug. 31, 1999] § 29.79 Landing: Category A.
(a) For Category A rotorcraft—
§ 29.71 Helicopter angle of glide: Cat-
egory B. (1) The landing performance must be
determined and scheduled so that if the
For each category B helicopter, ex- critical engine fails at any point in the
cept multiengine helicopters meeting approach path, the rotorcraft can ei-
the requirements of § 29.67(b) and the ther land and stop safely or climb out
powerplant installation requirements and attain a rotorcraft configuration
of category A, the steady angle of glide and speed allowing compliance with
must be determined in autorotation— the climb requirement of § 29.67(a)(2);
(a) At the forward speed for min- (2) The approach and landing paths
imum rate of descent as selected by the must be established with the critical
applicant; engine inoperative so that the transi-
(b) At the forward speed for best glide tion between each stage can be made
angle; smoothly and safely;
(c) At maximum weight; and (3) The approach and landing speeds
(d) At the rotor speed or speeds se- must be selected by the applicant and
lected by the applicant. must be appropriate to the type of
rotorcraft; and
[Amdt. 29–12, 41 FR 55471, Dec. 20, 1976] (4) The approach and landing path
must be established to avoid the crit-
§ 29.75 Landing: General.
ical areas of the height-velocity enve-
(a) For each rotorcraft— lope determined in accordance with
(1) The corrected landing data must § 29.87.
be determined for a smooth, dry, hard, (b) It must be possible to make a safe
and level surface; landing on a prepared landing surface
(2) The approach and landing must after complete power failure occurring
not require exceptional piloting skill during normal cruise.
or exceptionally favorable conditions; [Doc. No. 24802, 61 FR 21900, May 10, 1996]
and
(3) The landing must be made with- § 29.81 Landing distance: Category A.
out excessive vertical acceleration or The horizontal distance required to
tendency to bounce, nose over, ground land and come to a complete stop (or to
loop, porpoise, or water loop. a speed of approximately 3 knots for
(b) The landing data required by water landings) from a point 50 ft
§§ 29.77, 29.79, 29.81, 29.83, and 29.85 must above the landing surface must be de-
be determined— termined from the approach and land-
(1) At each weight, altitude, and tem- ing paths established in accordance
perature for which landing data are ap- with § 29.79.
proved;
[Doc. No. 24802, 64 FR 45338, Aug. 19, 1999]
(2) With each operating engine within
approved operating limitations; and § 29.83 Landing: Category B.
(3) With the most unfavorable center
of gravity. (a) For each Category B rotorcraft,
the horizontal distance required to
[Doc. No. 24802, 61 FR 21900, May 10, 1996] land and come to a complete stop (or to
a speed of approximately 3 knots for
§ 29.77 Landing Decision Point (LDP): water landings) from a point 50 feet
Category A. above the landing surface must be de-
(a) The LDP is the last point in the termined with—
approach and landing path from which (1) Speeds appropriate to the type of
a balked landing can be accomplished rotorcraft and chosen by the applicant

in accordance with § 29.85. to avoid the critical areas of the
729
§ 29.85 14 CFR Ch. I (1–1–10 Edition)
height-velocity envelope established need not exceed the highest weight al-
under § 29.87; and lowing hovering out-of-ground effect at
(2) The approach and landing made each altitude.
with power on and within approved (b) For single-engine or multiengine
limits. rotorcraft that do not meet the Cat-
(b) Each multiengined Category B egory A engine isolation requirements,
rotorcraft that meets the powerplant the height-velocity envelope for com-
installation requirements for Category plete power failure must be estab-
A must meet the requirements of— lished.
(1) Sections 29.79 and 29.81; or [Doc. No. 24802, 61 FR 21901, May 10, 1996; 61
(2) Paragraph (a) of this section. FR 33963, July 1, 1996]
(c) It must be possible to make a safe
landing on a prepared landing surface if FLIGHT CHARACTERISTICS
complete power failure occurs during
normal cruise. § 29.141 General.
[Doc. No. 24802, 61 FR 21900, May 10, 1996; 61 The rotorcraft must—
FR 33963, July 1, 1996] (a) Except as specifically required in
the applicable section, meet the flight
§ 29.85 Balked landing: Category A. characteristics requirements of this
For Category A rotorcraft, the subpart—
balked landing path with the critical (1) At the approved operating alti-
engine inoperative must be established tudes and temperatures;
so that— (2) Under any critical loading condi-
(a) The transition from each stage of tion within the range of weights and
the maneuver to the next stage can be centers of gravity for which certifi-
made smoothly and safely; cation is requested; and
(b) From the LDP on the approach (3) For power-on operations, under
path selected by the applicant, a safe any condition of speed, power, and
climbout can be made at speeds allow- rotor r.p.m. for which certification is
ing compliance with the climb require- requested; and
ments of § 29.67(a)(1) and (2); and (4) For power-off operations, under
(c) The rotorcraft does not descend any condition of speed, and rotor r.p.m.
below 15 feet above the landing surface. for which certification is requested
For elevated heliport operations, de- that is attainable with the controls
scent may be below the level of the rigged in accordance with the approved
landing surface provided the deck edge rigging instructions and tolerances;
clearance of § 29.60 is maintained and (b) Be able to maintain any required
the descent (loss of height) below the flight condition and make a smooth
landing surface is determined. transition from any flight condition to
any other flight condition without ex-
[Doc. No. 24802, 64 FR 45338, Aug. 19, 1999] ceptional piloting skill, alertness, or
strength, and without danger of ex-
§ 29.87 Height-velocity envelope. ceeding the limit load factor under any
(a) If there is any combination of operating condition probable for the
height and forward velocity (including type, including—
hover) under which a safe landing can- (1) Sudden failure of one engine, for
not be made after failure of the critical multiengine rotorcraft meeting Trans-
engine and with the remaining engines port Category A engine isolation re-
(where applicable) operating within ap- quirements;
proved limits, a height-velocity enve- (2) Sudden, complete power failure,
lope must be established for— for other rotorcraft; and
(1) All combinations of pressure alti- (3) Sudden, complete control system
tude and ambient temperature for failures specified in § 29.695 of this part;
which takeoff and landing are ap- and
proved; and (c) Have any additional characteris-
(2) Weight from the maximum weight tics required for night or instrument
(at sea level) to the highest weight ap- operation, if certification for those
proved for takeoff and landing at each kinds of operation is requested. Re-
altitude. For helicopters, this weight quirements for helicopter instrument
730
flight are contained in appendix B of (e) The rotorcraft, after (1) failure of
this part. one engine, in the case of multiengine
[Doc. No. 5084, 29 FR 16150, Dec. 8, 1964, as
rotorcraft that meet Transport Cat-
amended by Amdt. 29–3, 33 FR 905, Jan. 26, egory A engine isolation requirements,
1968; Amdt. 29–12, 41 FR 55471, Dec. 20, 1976; or (2) complete power failure in the
Amdt. 29–21, 48 FR 4391, Jan. 31, 1983; Amdt. case of other rotorcraft, must be con-
29–24, 49 FR 44436, Nov. 6, 1984] trollable over the range of speeds and
altitudes for which certification is re-
§ 29.143 Controllability and maneuver- quested when such power failure occurs
ability. with maximum continuous power and
(a) The rotorcraft must be safely con- critical weight. No corrective action
trollable and maneuverable— time delay for any condition following
(1) During steady flight; and power failure may be less than—
(2) During any maneuver appropriate (i) For the cruise condition, one sec-
to the type, including— ond, or normal pilot reaction time
(i) Takeoff; (whichever is greater); and
(ii) Climb; (ii) For any other condition, normal
(iii) Level flight; pilot reaction time.
(iv) Turning flight; (f) For helicopters for which a VNE
(v) Autorotation; and (power-off) is established under
(vi) Landing (power on and power § 29.1505(c), compliance must be dem-
off). onstrated with the following require-
(b) The margin of cyclic control must ments with critical weight, critical
allow satisfactory roll and pitch con- center of gravity, and critical rotor
trol at VNE with— r.p.m.:
(1) Critical weight; (1) The helicopter must be safely
(2) Critical center of gravity; slowed to VNE (power-off), without ex-
(3) Critical rotor r.p.m.; and ceptional pilot skill after the last oper-
(4) Power off (except for helicopters ating engine is made inoperative at
demonstrating compliance with para- power-on VNE.
graph (f) of this section) and power on. (2) At a speed of 1.1 VNE (power-off),
(c) Wind velocities from zero to at the margin of cyclic control must
least 17 knots, from all azimuths, must allow satisfactory roll and pitch con-
be established in which the rotorcraft trol with power off.
can be operated without loss of control
on or near the ground in any maneuver (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
appropriate to the type (such as cross- 1421, 1423, 1424, and 1425); and sec. 6(c) of the
wind takeoffs, sideward flight, and Dept. of Transportation Act (49 U.S.C.
rearward flight), with— 1655(c)))
(1) Critical weight;
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(2) Critical center of gravity;
(3) Critical rotor r.p.m.; and 1968; Amdt. 29–15, 43 FR 2326, Jan. 16, 1978;
(4) Altitude, from standard sea level Amdt. 29–24, 49 FR 44436, Nov. 6, 1984; Amdt.
conditions to the maximum takeoff No. 29–51, 73 FR 11001, Feb. 29, 2008]
and landing altitude capability of the
rotorcraft. § 29.151 Flight controls.
(d) Wind velocities from zero to at (a) Longitudinal, lateral, directional,
least 17 knots, from all azimuths, must and collective controls may not exhibit
be established in which the rotorcraft excessive breakout force, friction, or
can be operated without loss of control preload.
out-of-ground effect, with— (b) Control system forces and free
(1) Weight selected by the applicant; play may not inhibit a smooth, direct
(2) Critical center of gravity; rotorcraft response to control system
(3) Rotor r.p.m. selected by the appli- input.
cant; and
(4) Altitude, from standard sea level [Amdt. 29–24, 49 FR 44436, Nov. 6, 1984]
conditions to the maximum takeoff
and landing altitude capability of the § 29.161 Trim control.

rotorcraft. The trim control—
731
§ 29.171 14 CFR Ch. I (1–1–10 Edition)
(a) Must trim any steady longitu- (5) The rotorcraft trimmed at Vy.
dinal, lateral, and collective control (b) Cruise. Static longitudinal sta-
forces to zero in level flight at any ap- bility must be shown in the cruise con-
propriate speed; and dition at speeds from 0.8 VNE¥10 kt to
(b) May not introduce any undesir- 0.8 VNE + 10 kt or, if VH is less than 0.8
able discontinuities in control force VNE, from VH ¥ 10 kt to VH + 10 kt,
gradients. with—
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as (1) Critical weight;
amended by Amdt. 29–24, 49 FR 44436, Nov. 6, (2) Critical center of gravity;
1984] (3) Power for level flight at 0.8 VNE or
VH, whichever is less;
§ 29.171 Stability: general. (4) The landing gear retracted; and
The rotorcraft must be able to be (5) The rotorcraft trimmed at 0.8 VNE
flown, without undue pilot fatigue or or VH, whichever is less.
strain, in any normal maneuver for a (c) VNE. Static longitudinal stability
period of time as long as that expected must be shown at speeds from VNE ¥ 20
in normal operation. At least three kt to VNE with—
landings and takeoffs must be made (1) Critical weight;
during this demonstration. (2) Critical center of gravity;
(3) Power required for level flight at
§ 29.173 Static longitudinal stability. VNE ¥ 10 kt or maximum continuous
(a) The longitudinal control must be power, whichever is less;
designed so that a rearward movement (4) The landing gear retracted; and
of the control is necessary to obtain an (5) The rotorcraft trimmed at VNE ¥
airspeed less than the trim speed, and a 10 kt.
forward movement of the control is (d) Autorotation. Static longitudinal
necessary to obtain an airspeed more stability must be shown in autorota-
than the trim speed. tion at—
(b) Throughout the full range of alti- (1) Airspeeds from the minimum rate
tude for which certification is re- of descent airspeed ¥ 10 kt to the min-
quested, with the throttle and collec- imum rate of descent airspeed + 10 kt,
tive pitch held constant during the ma- with—
neuvers specified in § 29.175(a) through (i) Critical weight;
(d), the slope of the control position (ii) Critical center of gravity;
versus airspeed curve must be positive. (iii) The landing gear extended; and
However, in limited flight conditions (iv) The rotorcraft trimmed at the
or modes of operation determined by minimum rate of descent airspeed.
the Administrator to be acceptable, the (2) Airspeeds from the best angle-of-
slope of the control position versus air- glide airspeed ¥ 10kt to the best angle-
speed curve may be neutral or negative of-glide airspeed + 10kt, with—
if the rotorcraft possesses flight char- (i) Critical weight;
acteristics that allow the pilot to
(ii) Critical center of gravity;
maintain airspeed within ±5 knots of
(iii) The landing gear retracted; and
the desired trim airspeed without ex-
(iv) The rotorcraft trimmed at the
ceptional piloting skill or alertness.
best angle-of-glide airspeed.
[Amdt. 29–24, 49 FR 44436, Nov. 6, 1984, as
amended by Amdt. No.29–51, 73 FR 11001, Feb. [Amdt. No. 29–51, 73 FR 11001, Feb. 29, 2008]
29, 2008]
§ 29.177 Static directional stability.
§ 29.175 Demonstration of static longi- (a) The directional controls must op-
tudinal stability. erate in such a manner that the sense
(a) Climb. Static longitudinal sta- and direction of motion of the rotor-
bility must be shown in the climb con- craft following control displacement
dition at speeds from Vy ¥ 10 kt to Vy are in the direction of the pedal motion
+ 10 kt with— with throttle and collective controls
(1) Critical weight; held constant at the trim conditions
(2) Critical center of gravity; specified in § 29.175(a), (b), (c), and (d).
(3) Maximum continuous power; Sideslip angles must increase with

(4) The landing gear retracted; and steadily increasing directional control
732
deflection for sideslip angles up to the age the rotors, propellers, or other
lesser of— parts of the rotorcraft.
(1) ±25 degrees from trim at a speed of
15 knots less than the speed for min- § 29.241 Ground resonance.
imum rate of descent varying linearly The rotorcraft may have no dan-
to ±10 degrees from trim at VNE; gerous tendency to oscillate on the
(2) The steady-state sideslip angles ground with the rotor turning.
established by § 29.351;
(3) A sideslip angle selected by the MISCELLANEOUS FLIGHT REQUIREMENTS
applicant, which corresponds to a
sideforce of at least 0.1g; or § 29.251 Vibration.
(4) The sideslip angle attained by Each part of the rotorcraft must be
maximum directional control input. free from excessive vibration under
(b) Sufficient cues must accompany each appropriate speed and power con-
the sideslip to alert the pilot when ap- dition.
proaching sideslip limits.
(c) During the maneuver specified in Subpart C—Strength Requirements
paragraph (a) of this section, the side-
slip angle versus directional control GENERAL
position curve may have a negative
slope within a small range of angles § 29.301 Loads.
around trim, provided the desired head- (a) Strength requirements are speci-
ing can be maintained without excep- fied in terms of limit loads (the max-
tional piloting skill or alertness. imum loads to be expected in service)
[Amdt. No. 29–51, 73 FR 11001, Feb. 29, 2008] and ultimate loads (limit loads multi-
plied by prescribed factors of safety).
§ 29.181 Dynamic stability: Category A Unless otherwise provided, prescribed
rotorcraft. loads are limit loads.
Any short-period oscillation occur- (b) Unless otherwise provided, the
ring at any speed from VY to VNE must specified air, ground, and water loads
be positively damped with the primary must be placed in equilibrium with in-
flight controls free and in a fixed posi- ertia forces, considering each item of
tion. mass in the rotorcraft. These loads
must be distributed to closely approxi-
[Amdt. 29–24, 49 FR 44437, Nov. 6, 1984] mate or conservatively represent ac-
tual conditions.
GROUND AND WATER HANDLING (c) If deflections under load would
CHARACTERISTICS significantly change the distribution of
external or internal loads, this redis-
§ 29.231 General. tribution must be taken into account.
The rotorcraft must have satisfac-
tory ground and water handling char- § 29.303 Factor of safety.
acteristics, including freedom from un- Unless otherwise provided, a factor of
controllable tendencies in any condi- safety of 1.5 must be used. This factor
tion expected in operation. applies to external and inertia loads
unless its application to the resulting
§ 29.235 Taxiing condition. internal stresses is more conservative.
The rotorcraft must be designed to
withstand the loads that would occur § 29.305 Strength and deformation.
when the rotorcraft is taxied over the (a) The structure must be able to
roughest ground that may reasonably support limit loads without detri-
be expected in normal operation. mental or permanent deformation. At
any load up to limit loads, the defor-
§ 29.239 Spray characteristics. mation may not interfere with safe op-
If certification for water operation is eration.
requested, no spray characteristics (b) The structure must be able to
during taxiing, takeoff, or landing may support ultimate loads without failure.
obscure the vision of the pilot or dam- This must be shown by—
733
§ 29.307 14 CFR Ch. I (1–1–10 Edition)
(1) Applying ultimate loads to the (f) The rotational speed ratios be-
structure in a static test for at least tween each powerplant and each con-
three seconds; or nected rotating component.
(2) Dynamic tests simulating actual (g) The positive and negative limit
load application. maneuvering load factors.
§ 29.307 Proof of structure. FLIGHT LOADS

(a) Compliance with the strength and § 29.321 General.
deformation requirements of this sub-
(a) The flight load factor must be as-
part must be shown for each critical
sumed to act normal to the longitu-
loading condition accounting for the
dinal axis of the rotorcraft, and to be
environment to which the structure
equal in magnitude and opposite in di-
will be exposed in operation. Struc-
rection to the rotorcraft inertia load
tural analysis (static or fatigue) may
factor at the center of gravity.
be used only if the structure conforms
(b) Compliance with the flight load
to those structures for which experi-
requirements of this subpart must be
ence has shown this method to be reli-
shown—
able. In other cases, substantiating
(1) At each weight from the design
load tests must be made.
minimum weight to the design max-
(b) Proof of compliance with the imum weight; and
strength requirements of this subpart (2) With any practical distribution of
must include— disposable load within the operating
(1) Dynamic and endurance tests of limitations in the Rotorcraft Flight
rotors, rotor drives, and rotor controls; Manual.
(2) Limit load tests of the control
system, including control surfaces; § 29.337 Limit maneuvering load fac-
(3) Operation tests of the control sys- tor.
tem; The rotorcraft must be designed for—
(4) Flight stress measurement tests; (a) A limit maneuvering load factor
(5) Landing gear drop tests; and ranging from a positive limit of 3.5 to
(6) Any additional tests required for a negative limit of ¥1.0; or
new or unusual design features. (b) Any positive limit maneuvering
load factor not less than 2.0 and any
(Secs. 604, 605, 72 Stat. 778, 49 U.S.C. 1424,
negative limit maneuvering load factor
1425)
of not less than ¥0.5 for which—
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as (1) The probability of being exceeded
amended by Amdt. 29–4, 33 FR 14106, Sept. 18, is shown by analysis and flight tests to
1968; Amdt. 27–26, 55 FR 8001, Mar. 6, 1990] be extremely remote; and
(2) The selected values are appro-
§ 29.309 Design limitations.
priate to each weight condition be-
The following values and limitations tween the design maximum and design
must be established to show compli- minimum weights.
ance with the structural requirements
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
of this subpart: amended by Amdt. 27–26, 55 FR 8002, Mar. 6,
(a) The design maximum and design 1990]
minimum weights.
(b) The main rotor r.p.m. ranges, § 29.339 Resultant limit maneuvering
power on and power off. loads.
(c) The maximum forward speeds for The loads resulting from the applica-
each main rotor r.p.m. within the tion of limit maneuvering load factors
ranges determined under paragraph (b) are assumed to act at the center of
of this section. each rotor hub and at each auxiliary
(d) The maximum rearward and side- lifting surface, and to act in directions
ward flight speeds. and with distributions of load among
(e) The center of gravity limits cor- the rotors and auxiliary lifting sur-
responding to the limitations deter- faces, so as to represent each critical
mined under paragraphs (b), (c), and (d) maneuvering condition, including
of this section. power-on and power-off flight with the
734
maximum design rotor tip speed ratio. flection limited by the control stops or
The rotor tip speed ratio is the ratio of by the maximum pilot force specified
the rotorcraft flight velocity compo- in § 29.397(a);
nent in the plane of the rotor disc to (2) Attain a resulting sideslip angle
the rotational tip speed of the rotor or 15°, whichever is less, at the lesser
blades, and is expressed as follows: speed of VNE or VH;
(3) Vary the sideslip angles of para-
V cos a graphs (b)(2) and (c)(2) of this section
µ= directly with speed; and
ΩR (4) Return the directional control
where—
suddenly to neutral.
V=The airspeed along the flight path (f.p.s.);
a=The angle between the projection, in the [Amdt. 29–26, 55 FR 8002, Mar. 6, 1990, as
plane of symmetry, of the axis of no feath- amended by Amdt. 29–41, 62 FR 46173, Aug. 29,
ering and a line perpendicular to the flight 1997]
path (radians, positive when axis is point-
ing aft); § 29.361 Engine torque.
W=The angular velocity of rotor (radians per The limit engine torque may not be
second); and
less than the following:
R=The rotor radius (ft.).
(a) For turbine engines, the highest
§ 29.341 Gust loads. of—
(1) The mean torque for maximum
Each rotorcraft must be designed to continuous power multiplied by 1.25;
withstand, at each critical airspeed in- (2) The torque required by § 29.923;
cluding hovering, the loads resulting (3) The torque required by § 29.927; or
from vertical and horizontal gusts of 30
(4) The torque imposed by sudden en-
feet per second.
gine stoppage due to malfunction or
§ 29.351 Yawing conditions. structural failure (such as compressor
jamming).
(a) Each rotorcraft must be designed (b) For reciprocating engines, the
for the loads resulting from the maneu- mean torque for maximum continuous
vers specified in paragraphs (b) and (c) power multiplied by—
of this section, with— (1) 1.33, for engines with five or more
(1) Unbalanced aerodynamic mo- cylinders; and
ments about the center of gravity (2) Two, three, and four, for engines
which the aircraft reacts to in a ration- with four, three, and two cylinders, re-
al or conservative manner considering spectively.
the principal masses furnishing the re-
acting inertia forces; and [Amdt. 29–26, 53 FR 34215, Sept. 2, 1988]
(2) Maximum main rotor speed.
(b) To produce the load required in CONTROL SURFACE AND SYSTEM LOADS
paragraph (a) of this section, in unac- § 29.391 General.
celerated flight with zero yaw, at for-
ward speeds from zero up to 0.6 VNE— Each auxiliary rotor, each fixed or
(1) Displace the cockpit directional movable stabilizing or control surface,
control suddenly to the maximum de- and each system operating any flight
flection limited by the control stops or control must meet the requirements of
by the maximum pilot force specified §§ 29.395 through 29.399, 29.411, and
in § 29.397(a); 29.427.
(2) Attain a resulting sideslip angle [Amdt. 29–26, 55 FR 8002, Mar. 6, 1990, as
or 90°, whichever is less; and amended by Amdt. 29–41, 62 FR 46173, Aug. 29,
(3) Return the directional control 1997]
suddenly to neutral.
(c) To produce the load required in § 29.395 Control system.
paragraph (a) of the section, in unac- (a) The reaction to the loads pre-
celerated flight with zero yaw, at for- scribed in § 29.397 must be provided by—
ward speeds from 0.6 VNE up to VNE or (1) The control stops only;
VH, whichever is less— (2) The control locks only;
(1) Displace the cockpit directional (3) The irreversible mechanism only
control suddenly to the maximum de- (with the mechanism locked and with
735
EC28SE91.087</MATH>
§ 29.397 14 CFR Ch. I (1–1–10 Edition)
the control surface in the critical posi- (1) For foot controls, 130 pounds.
tions for the effective parts of the sys- (2) For stick controls, 100 pounds fore
tem within its limit of motion); and aft, and 67 pounds laterally.
(4) The attachment of the control (b) For flap, tab, stabilizer, rotor
system to the rotor blade pitch control brake, and landing gear operating con-
horn only (with the control in the crit- trols, the following apply (R=radius in
ical positions for the affected parts of inches):
the system within the limits of its mo- (1) Crank wheel, and lever controls, [1
tion); and + R]/3 × 50 pounds, but not less than 50
(5) The attachment of the control pounds nor more than 100 pounds for
system to the control surface horn hand operated controls or 130 pounds
(with the control in the critical posi- for foot operated controls, applied at
tions for the affected parts of the sys- any angle within 20 degrees of the
tem within the limits of its motion). plane of motion of the control.
(b) Each primary control system, in- (2) Twist controls, 80R inch-pounds.
cluding its supporting structure, must
be designed as follows: [Amdt. 29–12, 41 FR 55471, Dec. 20, 1976, as
(1) The system must withstand loads amended by Amdt. 29–47, 66 FR 23538, May 9,
2001]
resulting from the limit pilot forces
prescribed in § 29.397; § 29.399 Dual control system.
(2) Notwithstanding paragraph (b)(3)
of this section, when power-operated Each dual primary flight control sys-
actuator controls or power boost con- tem must be able to withstand the
trols are used, the system must also loads that result when pilot forces not
withstand the loads resulting from the less than 0.75 times those obtained
limit pilot forces prescribed in § 29.397 under § 29.395 are applied—
in conjunction with the forces output (a) In opposition; and
of each normally energized power de- (b) In the same direction.
vice, including any single power boost
or actuator system failure; § 29.411 Ground clearance: tail rotor
(3) If the system design or the normal guard.
operating loads are such that a part of (a) It must be impossible for the tail
the system cannot react to the limit rotor to contact the landing surface
pilot forces prescribed in § 29.397, that during a normal landing.
part of the system must be designed to (b) If a tail rotor guard is required to
withstand the maximum loads that can show compliance with paragraph (a) of
be obtained in normal operation. The this section—
minimum design loads must, in any (1) Suitable design loads must be es-
case, provide a rugged system for serv- tablished for the guard: and
ice use, including consideration of fa- (2) The guard and its supporting
tigue, jamming, ground gusts, control structure must be designed to with-
inertia, and friction loads. In the ab- stand those loads.
sence of a rational analysis, the design
loads resulting from 0.60 of the speci- § 29.427 Unsymmetrical loads.
fied limit pilot forces are acceptable (a) Horizontal tail surfaces and their
minimum design loads; and supporting structure must be designed
(4) If operational loads may be ex- for unsymmetrical loads arising from
ceeded through jamming, ground gusts, yawing and rotor wake effects in com-
control inertia, or friction, the system bination with the prescribed flight con-
must withstand the limit pilot forces ditions.
specified in § 29.397, without yielding. (b) To meet the design criteria of
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as paragraph (a) of this section, in the ab-
amended by Amdt. 29–26, 55 FR 8002, Mar. 6, sence of more rational data, both of the
1990] following must be met:
(1) One hundred percent of the max-
§ 29.397 Limit pilot forces and torques. imum loading from the symmetrical
(a) Except as provided in paragraph flight conditions acts on the surface on
(b) of this section, the limit pilot one side of the plane of symmetry, and
forces are as follows: no loading acts on the other side.
736
(2) Fifty percent of the maximum rotorcraft must be designed for a limit
loading from the symmetrical flight load factor of not less than the limit
conditions acts on the surface on each inertia load factor substantiated under
side of the plane of symmetry, in oppo- § 29.725.
site directions. (c) Triggering or actuating devices
(c) For empennage arrangements for additional or supplementary energy
where the horizontal tail surfaces are absorption may not fail under loads es-
supported by the vertical tail surfaces, tablished in the tests prescribed in
the vertical tail surfaces and sup- §§ 29.725 and 29.727, but the factor of
porting structure must be designed for safety prescribed in § 29.303 need not be
the combined vertical and horizontal used.
surface loads resulting from each pre- [Amdt. 29–3, 33 FR 966, Jan. 26, 1968]
scribed flight condition, considered
separately. The flight conditions must § 29.475 Tires and shock absorbers.
be selected so that the maximum de- Unless otherwise prescribed, for each
sign loads are obtained on each surface. specified landing condition, the tires
In the absence of more rational data, must be assumed to be in their static
the unsymmetrical horizontal tail sur- position and the shock absorbers to be
face loading distributions described in in their most critical position.
this section must be assumed.
[Amdt. 27–26, 55 FR 8002, Mar. 6, 1990, as § 29.477 Landing gear arrangement.
amended by Amdt. 29–31, 55 FR 38966, Sept. Sections 29.235, 29.479 through 29.485,
21, 1990] and 29.493 apply to landing gear with
two wheels aft, and one or more wheels
GROUND LOADS forward, of the center of gravity.
§ 29.471 General. § 29.479 Level landing conditions.
(a) Loads and equilibrium. For limit (a) Attitudes. Under each of the load-
ground loads— ing conditions prescribed in paragraph
(1) The limit ground loads obtained (b) of this section, the rotorcraft is as-
in the landing conditions in this part sumed to be in each of the following
must be considered to be external loads level landing attitudes:
that would occur in the rotorcraft (1) An attitude in which each wheel
structure if it were acting as a rigid contacts the ground simultaneously.
body; and (2) An attitude in which the aft
(2) In each specified landing condi- wheels contact the ground with the for-
tion, the external loads must be placed ward wheels just clear of the ground.
in equilibrium with linear and angular (b) Loading conditions. The rotorcraft
inertia loads in a rational or conserv- must be designed for the following
ative manner. landing loading conditions:
(b) Critical centers of gravity. The crit- (1) Vertical loads applied under
ical centers of gravity within the range § 29.471.
for which certification is requested (2) The loads resulting from a com-
must be selected so that the maximum bination of the loads applied under
design loads are obtained in each land- paragraph (b)(1) of this section with
ing gear element. drag loads at each wheel of not less
than 25 percent of the vertical load at
§ 29.473 Ground loading conditions that wheel.
and assumptions. (3) The vertical load at the instant of
(a) For specified landing conditions, peak drag load combined with a drag
a design maximum weight must be component simulating the forces re-
used that is not less than the max- quired to accelerate the wheel rolling
imum weight. A rotor lift may be as- assembly up to the specified ground
sumed to act through the center of speed, with—
gravity throughout the landing impact. (i) The ground speed for determina-
This lift may not exceed two-thirds of tion of the spin-up loads being at least
the design maximum weight. 75 percent of the optimum forward
(b) Unless otherwise prescribed, for flight speed for minimum rate of de-
each specified landing condition, the scent in autorotation; and
737
§ 29.481 14 CFR Ch. I (1–1–10 Edition)
(ii) The loading conditions of para- fied in paragraph (a) of this section;
graph (b) applied to the landing gear and
and its attaching structure only. (2) When the wheels contact the
(4) If there are two wheels forward, a ground simultaneously—
distribution of the loads applied to (i) For the aft wheels, the side loads
those wheels under paragraphs (b)(1) specified in paragraph (b)(1) of this sec-
and (2) of this section in a ratio of tion; and
40:60. (ii) For the forward wheels, a side
(c) Pitching moments. Pitching mo- load of 0.8 times the vertical reaction
ments are assumed to be resisted by— combined with the vertical load speci-
(1) In the case of the attitude in para- fied in paragraph (a) of this section.
graph (a)(1) of this section, the forward
landing gear; and § 29.493 Braked roll conditions.
(2) In the case of the attitude in para- Under braked roll conditions with
graph (a)(2) of this section, the angular the shock absorbers in their static po-
inertia forces. sitions—
(a) The limit vertical load must be
§ 29.481 Tail-down landing conditions. based on a load factor of at least—
(a) The rotorcraft is assumed to be in (1) 1.33, for the attitude specified in
the maximum nose-up attitude allow- § 29.479(a)(1); and
ing ground clearance by each part of (2) 1.0, for the attitude specified in
the rotorcraft. § 29.479(a)(2); and
(b) In this attitude, ground loads are (b) The structure must be designed to
assumed to act perpendicular to the withstand, at the ground contact point
ground. of each wheel with brakes, a drag load
of at least the lesser of—
§ 29.483 One-wheel landing conditions. (1) The vertical load multiplied by a
For the one-wheel landing condition, coefficient of friction of 0.8; and
the rotorcraft is assumed to be in the (2) The maximum value based on lim-
level attitude and to contact the iting brake torque.
ground on one aft wheel. In this atti-
tude— § 29.497 Ground loading conditions:
(a) The vertical load must be the landing gear with tail wheels.
same as that obtained on that side (a) General. Rotorcraft with landing
under § 29.479(b)(1); and gear with two wheels forward and one
(b) The unbalanced external loads wheel aft of the center of gravity must
must be reacted by rotorcraft inertia. be designed for loading conditions as
prescribed in this section.
§ 29.485 Lateral drift landing condi- (b) Level landing attitude with only the
tions. forward wheels contacting the ground. In
(a) The rotorcraft is assumed to be in this attitude—
the level landing attitude, with— (1) The vertical loads must be applied
(1) Side loads combined with one-half under §§ 29.471 through 29.475;
of the maximum ground reactions ob- (2) The vertical load at each axle
tained in the level landing conditions must be combined with a drag load at
of § 29.479(b)(1); and that axle of not less than 25 percent of
(2) The loads obtained under para- that vertical load; and
graph (a)(1) of this section applied— (3) Unbalanced pitching moments are
(i) At the ground contact point; or assumed to be resisted by angular iner-
(ii) For full-swiveling gear, at the tia forces.
center of the axle. (c) Level landing attitude with all
(b) The rotorcraft must be designed wheels contacting the ground simulta-
to withstand, at ground contact— neously. In this attitude, the rotorcraft
(1) When only the aft wheels contact must be designed for landing loading
the ground, side loads of 0.8 times the conditions as prescribed in paragraph
vertical reaction acting inward on one (b) of this section.
side and 0.6 times the vertical reaction (d) Maximum nose-up attitude with
acting outward on the other side, all only the rear wheel contacting the
combined with the vertical loads speci- ground. The attitude for this condition
738
must be the maximum nose-up attitude (i) 1.0, for the attitude specified in
expected in normal operation, includ- paragraph (b) of this section; and
ing autorotative landings. In this atti- (ii) 1.33, for the attitude specified in
tude— paragraph (c) of this section.
(1) The appropriate ground loads (2) For each wheel with brakes, a
specified in paragraph (b)(1) and (2) of drag load must be applied, at the
this section must be determined and ground contact point, of not less than
applied, using a rational method to ac- the lesser of—
count for the moment arm between the (i) 0.8 times the vertical load; and
rear wheel ground reaction and the (ii) The maximum based on limiting
rotorcraft center of gravity; or brake torque.
(2) The probability of landing with (h) Rear wheel turning loads in the
initial contact on the rear wheel must static ground attitude. In the static
be shown to be extremely remote. ground attitude, and with the shock
(e) Level landing attitude with only one absorbers and tires in their static posi-
forward wheel contacting the ground. In tions, the rotorcraft must be designed
this attitude, the rotorcraft must be for rear wheel turning loads as follows:
designed for ground loads as specified (1) A vertical ground reaction equal
in paragraph (b)(1) and (3) of this sec- to the static load on the rear wheel
tion. must be combined with an equal side
(f) Side loads in the level landing atti- load.
tude. In the attitudes specified in para- (2) The load specified in paragraph
graphs (b) and (c) of this section, the (h)(1) of this section must be applied to
following apply: the rear landing gear—
(1) The side loads must be combined (i) Through the axle, if there is a
at each wheel with one-half of the max- swivel (the rear wheel being assumed
imum vertical ground reactions ob- to be swiveled 90 degrees to the longi-
tained for that wheel under paragraphs tudinal axis of the rotorcraft); or
(b) and (c) of this section. In this condi- (ii) At the ground contact point if
tion, the side loads must be— there is a lock, steering device or shim-
(i) For the forward wheels, 0.8 times my damper (the rear wheel being as-
the vertical reaction (on one side) act- sumed to be in the trailing position).
ing inward, and 0.6 times the vertical (i) Taxiing condition. The rotorcraft
reaction (on the other side) acting out- and its landing gear must be designed
ward; and for the loads that would occur when
(ii) For the rear wheel, 0.8 times the the rotorcraft is taxied over the rough-
vertical reaction. est ground that may reasonably be ex-
(2) The loads specified in paragraph pected in normal operation.
(f)(1) of this section must be applied—
(i) At the ground contact point with § 29.501 Ground loading conditions:
the wheel in the trailing position (for landing gear with skids.
non-full swiveling landing gear or for (a) General. Rotorcraft with landing
full swiveling landing gear with a lock, gear with skids must be designed for
steering device, or shimmy damper to the loading conditions specified in this
keep the wheel in the trailing posi- section. In showing compliance with
tion); or this section, the following apply:
(ii) At the center of the axle (for full (1) The design maximum weight, cen-
swiveling landing gear without a lock, ter of gravity, and load factor must be
steering device, or shimmy damper). determined under §§ 29.471 through
(g) Braked roll conditions in the level 29.475.
landing attitude. In the attitudes speci- (2) Structural yielding of elastic
fied in paragraphs (b) and (c) of this spring members under limit loads is ac-
section, and with the shock absorbers ceptable.
in their static positions, the rotorcraft (3) Design ultimate loads for elastic
must be designed for braked roll loads spring members need not exceed those
as follows: obtained in a drop test of the gear
(1) The limit vertical load must be with—
based on a limit vertical load factor of (i) A drop height of 1.5 times that
not less than— specified in § 29.725; and
739
§ 29.505 14 CFR Ch. I (1–1–10 Edition)
(ii) An assumed rotor lift of not more along the bottom of one skid only, the
than 1.5 times that used in the limit following apply:
drop tests prescribed in § 29.725. (1) The vertical load on the ground
(4) Compliance with paragraph (b) contact side must be the same as that
through (e) of this section must be obtained on that side in the condition
shown with— specified in paragraph (b) of this sec-
(i) The gear in its most critically de- tion.
flected position for the landing condi- (2) The unbalanced moments are as-
tion being considered; and sumed to be resisted by angular iner-
(ii) The ground reactions rationally tia.
distributed along the bottom of the (f) Special conditions. In addition to
skid tube. the conditions specified in paragraphs
(b) Vertical reactions in the level land- (b) and (c) of this section, the rotor-
ing attitude. In the level attitude, and craft must be designed for the fol-
with the rotorcraft contacting the lowing ground reactions:
ground along the bottom of both skids, (1) A ground reaction load acting up
the vertical reactions must be applied and aft at an angle of 45 degrees to the
as prescribed in paragraph (a) of this longitudinal axis of the rotorcraft.
section. This load must be—
(c) Drag reactions in the level landing (i) Equal to 1.33 times the maximum
attitude. In the level attitude, and with weight;
the rotorcraft contacting the ground (ii) Distributed symmetrically among
along the bottom of both skids, the fol- the skids;
lowing apply: (iii) Concentrated at the forward end
of the straight part of the skid tube;
(1) The vertical reactions must be
and
combined with horizontal drag reac-
(iv) Applied only to the forward end
tions of 50 percent of the vertical reac-
of the skid tube and its attachment to
tion applied at the ground.
the rotorcraft.
(2) The resultant ground loads must (2) With the rotorcraft in the level
equal the vertical load specified in landing attitude, a vertical ground re-
paragraph (b) of this section. action load equal to one-half of the
(d) Sideloads in the level landing atti- vertical load determined under para-
tude. In the level attitude, and with the graph (b) of this section. This load
rotorcraft contacting the ground along must be—
the bottom of both skids, the following (i) Applied only to the skid tube and
apply: its attachment to the rotorcraft; and
(1) The vertical ground reaction must (ii) Distributed equally over 33.3 per-
be— cent of the length between the skid
(i) Equal to the vertical loads ob- tube attachments and centrally located
tained in the condition specified in midway between the skid tube attach-
paragraph (b) of this section; and ments.
(ii) Divided equally among the skids.
[Amdt. 29–3, 33 FR 966, Jan. 26, 1968; as
(2) The vertical ground reactions amended by Amdt. 27–26, 55 FR 8002, Mar. 6,
must be combined with a horizontal 1990]
sideload of 25 percent of their value.
(3) The total sideload must be applied § 29.505 Ski landing conditions.
equally between skids and along the If certification for ski operation is
length of the skids. requested, the rotorcraft, with skis,
(4) The unbalanced moments are as- must be designed to withstand the fol-
sumed to be resisted by angular iner- lowing loading conditions (where P is
tia. the maximum static weight on each ski
(5) The skid gear must be inves- with the rotorcraft at design maximum
tigated for— weight, and n is the limit load factor
(i) Inward acting sideloads; and determined under § 29.473(b)):
(ii) Outward acting sideloads. (a) Up-load conditions in which—
(e) One-skid landing loads in the level (1) A vertical load of Pn and a hori-
attitude. In the level attitude, and with zontal load of Pn/4 are simultaneously
the rotorcraft contacting the ground applied at the pedestal bearings; and
740
(2) A vertical load of 1.33 P is applied (c) Forward speed landing conditions.
at the pedestal bearings. The rotorcraft must contact the most
(b) A side load condition in which a critical wave at forward velocities
side load of 0.35 Pn is applied at the from zero up to 30 knots in likely
pedestal bearings in a horizontal plane pitch, roll, and yaw attitudes and with
perpendicular to the centerline of the a vertical descent velocity of not less
rotorcraft. than 6.5 feet per second relative to the
(c) A torque-load condition in which mean water surface. A maximum for-
a torque load of 1.33 P (in foot-pounds) ward velocity of less than 30 knots may
is applied to the ski about the vertical be used in design if it can be dem-
axis through the centerline of the ped- onstrated that the forward velocity se-
estal bearings. lected would not be exceeded in a nor-
mal one-engine-out landing.
§ 29.511 Ground load: unsymmetrical (d) Auxiliary float immersion condition.
loads on multiple-wheel units.
In addition to the loads from the land-
(a) In dual-wheel gear units, 60 per- ing conditions, the auxiliary float, and
cent of the total ground reaction for its support and attaching structure in
the gear unit must be applied to one the hull, must be designed for the load
wheel and 40 percent to the other. developed by a fully immersed float un-
(b) To provide for the case of one de- less it can be shown that full immer-
flated tire, 60 percent of the specified sion of the float is unlikely, in which
load for the gear unit must be applied case the highest likely float buoyancy
to either wheel except that the vertical load must be applied that considers
ground reaction may not be less than loading of the float immersed to create
the full static value. restoring moments compensating for
(c) In determining the total load on a upsetting moments caused by side
gear unit, the transverse shift in the wind, asymmetrical rotorcraft loading,
load centroid, due to unsymmetrical water wave action, and rotorcraft iner-
load distribution on the wheels, may be tia.
neglected.
[Amdt. 29–3, 33 FR 966, Jan. 26, 196; as amend-
[Amdt. 29–3, 33 FR 966, Jan. 26, 1968] ed by Amdt. 27–26, 55 FR 8002, Mar. 6, 1990]
WATER LOADS § 29.521 Float landing conditions.

§ 29.519 Hull type rotorcraft: Water- If certification for float operation
based and amphibian. (including float amphibian operation)
(a) General. For hull type rotorcraft, is requested, the rotorcraft, with
the structure must be designed to with- floats, must be designed to withstand
stand the water loading set forth in the following loading conditions (where
paragraphs (b), (c), and (d) of this sec- the limit load factor is determined
tion considering the most severe wave under § 29.473(b) or assumed to be equal
heights and profiles for which approval to that determined for wheel landing
is desired. The loads for the landing gear):
conditions of paragraphs (b) and (c) of (a) Up-load conditions in which—
this section must be developed and dis- (1) A load is applied so that, with the
tributed along and among the hull and rotorcraft in the static level attitude,
auxiliary floats, if used, in a rational the resultant water reaction passes
and conservative manner, assuming a vertically through the center of grav-
rotor lift not exceeding two-thirds of ity; and
the rotorcraft weight to act through- (2) The vertical load prescribed in
out the landing impact. paragraph (a)(1) of this section is ap-
(b) Vertical landing conditions. The plied simultaneously with an aft com-
rotorcraft must initially contact the ponent of 0.25 times the vertical com-
most critical wave surface at zero for- ponent
ward speed in likely pitch and roll atti- (b) A side load condition in which—
tudes which result in critical design (1) A vertical load of 0.75 times the
loadings. The vertical descent velocity total vertical load specified in para-
may not be less than 6.5 feet per second graph (a)(1) of this section is divided
relative to the mean water surface. equally among the floats; and
741
§ 29.547 14 CFR Ch. I (1–1–10 Edition)
(2) For each float, the load share de- (2) The limit torque must be equally
termined under paragraph (b)(1) of this and rationally distributed to the rotor
section, combined with a total side blades.
load of 0.25 times the total vertical
(Secs. 604, 605, 72 Stat. 778, 49 U.S.C. 1424,
load specified in paragraph (b)(1) of
1425)
this section, is applied to that float
only. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–4, 33 FR 14106, Sept. 18,
[Amdt. 29–3, 33 FR 967, Jan. 26, 1968] 1968; Amdt. 29–40, 61 FR 21907, May 10, 1996]
MAIN COMPONENT REQUIREMENTS § 29.549 Fuselage and rotor pylon

structures.
§ 29.547 Main and tail rotor structure.
(a) Each fuselage and rotor pylon
(a) A rotor is an assembly of rotating structure must be designed to with-
components, which includes the rotor stand—
hub, blades, blade dampers, the pitch
(1) The critical loads prescribed in
control mechanisms, and all other
§§ 29.337 through 29.341, and 29.351;
parts that rotate with the assembly.
(2) The applicable ground loads pre-
(b) Each rotor assembly must be de-
scribed in §§ 29.235, 29.471 through 29.485,
signed as prescribed in this section and
29.493, 29.497, 29.505, and 29.521; and
must function safely for the critical
flight load and operating conditions. A (3) The loads prescribed in § 29.547
design assessment must be performed, (d)(1) and (e)(1)(i).
including a detailed failure analysis to (b) Auxiliary rotor thrust, the torque
identify all failures that will prevent reaction of each rotor drive system,
continued safe flight or safe landing, and the balancing air and inertia loads
and must identify the means to mini- occurring under accelerated flight con-
mize the likelihood of their occurrence. ditions, must be considered.
(c) The rotor structure must be de- (c) Each engine mount and adjacent
signed to withstand the following loads fuselage structure must be designed to
prescribed in §§ 29.337 through 29.341 and withstand the loads occurring under
29.351: accelerated flight and landing condi-
(1) Critical flight loads. tions, including engine torque.
(2) Limit loads occurring under nor- (d) [Reserved]
mal conditions of autorotation. (e) If approval for the use of 21⁄2-
(d) The rotor structure must be de- minute OEI power is requested, each
signed to withstand loads simulating— engine mount and adjacent structure
(1) For the rotor blades, hubs, and must be designed to withstand the
flapping hinges, the impact force of loads resulting from a limit torque
each blade against its stop during equal to 1.25 times the mean torque for
ground operation; and 21⁄2-minute OEI power combined with 1g
(2) Any other critical condition ex- flight loads.
pected in normal operation. (Secs. 604, 605, 72 Stat. 778, 49 U.S.C. 1424,
(e) The rotor structure must be de- 1425)
signed to withstand the limit torque at
any rotational speed, including zero. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
In addition:
1968; Amdt. 29–26, 53 FR 34215, Sept. 2, 1988]
(1) The limit torque need not be
greater than the torque defined by a § 29.551 Auxiliary lifting surfaces.
torque limiting device (where pro-
vided), and may not be less than the Each auxiliary lifting surface must
greater of— be designed to withstand—
(i) The maximum torque likely to be (a) The critical flight loads in §§ 29.337
transmitted to the rotor structure, in through 29.341, and 29.351;
either direction, by the rotor drive or (b) the applicable ground loads in
by sudden application of the rotor §§ 29.235, 29.471 through 29.485, 29.493,
brake; and 29.505, and 29.521; and
(ii) For the main rotor, the limit en- (c) Any other critical condition ex-
gine torque specified in § 29.361. pected in normal operation.
742
EMERGENCY LANDING CONDITIONS (4) Downward—4.0g.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
§ 29.561 General.
amended by Amdt. 29–29, 54 FR 47319, Nov. 13,
(a) The rotorcraft, although it may 1989; Amdt. 29–38, 61 FR 10438, Mar. 13, 1996]
be damaged in emergency landing con-
ditions on land or water, must be de- § 29.562 Emergency landing dynamic
signed as prescribed in this section to conditions.
protect the occupants under those con- (a) The rotorcraft, although it may
ditions. be damaged in a crash landing, must be
(b) The structure must be designed to designed to reasonably protect each oc-
give each occupant every reasonable cupant when—
chance of escaping serious injury in a (1) The occupant properly uses the
crash landing when— seats, safety belts, and shoulder har-
(1) Proper use is made of seats, belts, nesses provided in the design; and
and other safety design provisions; (2) The occupant is exposed to loads
(2) The wheels are retracted (where equivalent to those resulting from the
applicable); and conditions prescribed in this section.
(3) Each occupant and each item of (b) Each seat type design or other
mass inside the cabin that could injure seating device approved for crew or
an occupant is restrained when sub- passenger occupancy during takeoff
jected to the following ultimate iner- and landing must successfully com-
tial load factors relative to the sur- plete dynamic tests or be demonstrated
rounding structure: by rational analysis based on dynamic
(i) Upward—4g. tests of a similar type seat in accord-
(ii) Forward—16g. ance with the following criteria. The
tests must be conducted with an occu-
(iii) Sideward—8g.
pant simulated by a 170-pound
(iv) Downward—20g, after the in-
anthropomorphic test dummy (ATD),
tended displacement of the seat device.
as defined by 49 CFR 572, Subpart B, or
(v) Rearward—1.5g.
its equivalent, sitting in the normal
(c) The supporting structure must be upright position.
designed to restrain under any ulti- (1) A change in downward velocity of
mate inertial load factor up to those not less than 30 feet per second when
specified in this paragraph, any item of the seat or other seating device is ori-
mass above and/or behind the crew and ented in its nominal position with re-
passenger compartment that could inspect to the rotorcraft’s reference sys-
jure an occupant if it came loose in an tem, the rotorcraft’s longitudinal axis
emergency landing. Items of mass to be is canted upward 60° with respect to
considered include, but are not limited the impact velocity vector, and the
to, rotors, transmission, and engines. rotorcraft’s lateral axis is perpen-
The items of mass must be restrained dicular to a vertical plane containing
for the following ultimate inertial load the impact velocity vector and the
factors: rotorcraft’s longitudinal axis. Peak
(1) Upward—1.5g. floor deceleration must occur in not
(2) Forward—12g. more than 0.031 seconds after impact
(3) Sideward—6g. and must reach a minimum of 30g’s.
(4) Downward—12g. (2) A change in forward velocity of
(5) Rearward—1.5g. not less than 42 feet per second when
(d) Any fuselage structure in the area the seat or other seating device is ori-
of internal fuel tanks below the pas- ented in its nominal position with re-
senger floor level must be designed to spect to the rotorcraft’s reference sys-
resist the following ultimate inertial tem, the rotorcraft’s longitudinal axis
factors and loads, and to protect the is yawed 10° either right or left of the
fuel tanks from rupture, if rupture is impact velocity vector (whichever
likely when those loads are applied to would cause the greatest load on the
that area: shoulder harness), the rotorcraft’s lat-
(1) Upward—1.5g. eral axis is contained in a horizontal
(2) Forward—4.0g. plane containing the impact velocity

(3) Sideward—2.0g. vector, and the rotorcraft’s vertical
743
§ 29.563 14 CFR Ch. I (1–1–10 Edition)
axis is perpendicular to a horizontal (d) An alternate approach that
plane containing the impact velocity achieves an equivalent or greater level
vector. Peak floor deceleration must of occupant protection, as required by
occur in not more than 0.071 seconds this section, must be substantiated on
after impact and must reach a min- a rational basis.
imum of 18.4g’s. [Amdt. 29–29, 54 FR 47320, Nov. 13, 1989, as
(3) Where floor rails or floor or side- amended by Amdt. 29–41, 62 FR 46173, Aug. 29,
wall attachment devices are used to at- 1997]
tach the seating devices to the air-
frame structure for the conditions of § 29.563 Structural ditching provi-
this section, the rails or devices must sions.
be misaligned with respect to each If certification with ditching provi-
other by at least 10° vertically (i.e., sions is requested, structural strength
pitch out of parallel) and by at least a for ditching must meet the require-
10° lateral roll, with the directions op- ments of this section and § 29.801(e).
tional, to account for possible floor (a) Forward speed landing conditions.
warp. The rotorcraft must initially contact
(c) Compliance with the following the most critical wave for reasonably
must be shown: probable water conditions at forward
(1) The seating device system must velocities from zero up to 30 knots in
remain intact although it may experi- likely pitch, roll, and yaw attitudes.
ence separation intended as part of its The rotorcraft limit vertical descent
design. velocity may not be less than 5 feet per
(2) The attachment between the seat- second relative to the mean water sur-
ing device and the airframe structure face. Rotor lift may be used to act
must remain intact although the struc- through the center of gravity through-
ture may have exceeded its limit load. out the landing impact. This lift may
(3) The ATD’s shoulder harness strap not exceed two-thirds of the design
or straps must remain on or in the im- maximum weight. A maximum forward
mediate vicinity of the ATD’s shoulder velocity of less than 30 knots may be
during the impact. used in design if it can be dem-
(4) The safety belt must remain on onstrated that the forward velocity se-
the ATD’s pelvis during the impact.
lected would not be exceeded in a nor-
(5) The ATD’s head either does not
mal one-engine-out touchdown.
contact any portion of the crew or pas-
(b) Auxiliary or emergency float condi-
senger compartment or, if contact is
tions—(1) Floats fixed or deployed before
made, the head impact does not exceed
initial water contact. In addition to the
a head injury criteria (HIC) of 1,000 as
landing loads in paragraph (a) of this
determined by this equation.
section, each auxiliary or emergency
2.5 float, or its support and attaching
 1  structure in the airframe or fuselage,
HIC = ( t 2 − t 1 ) 
t2
∫
 ( t 2 − t 1 ) t1
a(t)dt 

must be designed for the load devel-
oped by a fully immersed float unless it
Where: a(t) is the resultant acceleration at can be shown that full immersion is
the center of gravity of the head form ex- unlikely. If full immersion is unlikely,
pressed as a multiple of g (the acceleration the highest likely float buoyancy load
of gravity) and t2 ¥ t1 is the time duration, must be applied. The highest likely
in seconds, of major head impact, not to buoyancy load must include consider-
exceed 0.05 seconds. ation of a partially immersed float cre-
(6) Loads in individual shoulder har- ating restoring moments to com-
ness straps must not exceed 1,750 pensate the upsetting moments caused
pounds. If dual straps are used for re- by side wind, unsymmetrical rotorcraft
taining the upper torso, the total har- loading, water wave action, rotorcraft
ness strap loads must not exceed 2,000 inertia, and probable structural dam-
pounds. age and leakage considered under
(7) The maximum compressive load § 29.801(d). Maximum roll and pitch an-
measured between the pelvis and the gles determined from compliance with
lumbar column of the ATD must not § 29.801(d) may be used, if significant, to
exceed 1,500 pounds. determine the extent of immersion of
744
EC28SE91.088</MATH>
each float. If the floats are deployed in (iii) Loading spectra as severe as
flight, appropriate air loads derived those expected in operation based on
from the flight limitations with the loads or stresses determined under
floats deployed shall be used in sub- paragraph (a)(1)(ii) of this section, in-
stantiation of the floats and their at- cluding external load operations, if ap-
tachment to the rotorcraft. For this plicable, and other high frequency
purpose, the design airspeed for limit power cycle operations.
load is the float deployed airspeed op- (2) Based on the evaluations required
erating limit multiplied by 1.11. by this section, inspections, replace-
(2) Floats deployed after initial water ment times, combinations thereof, or
contact. Each float must be designed for other procedures must be established
full or partial immersion prescribed in as necessary to avoid catastrophic fail-
paragraph (b)(1) of this section. In addi- ure. These inspections, replacement
tion, each float must be designed for times, combinations thereof, or other
combined vertical and drag loads using procedures must be included in the air-
a relative limit speed of 20 knots be- worthiness limitations section of the
tween the rotorcraft and the water. Instructions for Continued Airworthi-
The vertical load may not be less than
ness required by § 29.1529 and section
the highest likely buoyancy load deter-
A29.4 of appendix A of this part.
mined under paragraph (b)(1) of this
section. (b) Fatigue tolerance evaluation (in-
cluding tolerance to flaws). The struc-
[Amdt. 27–26, 55 FR 8003, Mar. 6, 1990] ture must be shown by analysis sup-
ported by test evidence and, if avail-
FATIGUE EVALUATION able, service experience to be of fatigue
tolerant design. The fatigue tolerance
§ 29.571 Fatigue evaluation of struc-
ture. evaluation must include the require-
ments of either paragraph (b)(1), (2), or
(a) General. An evaluation of the (3) of this section, or a combination
strength of principal elements, detail thereof, and also must include a deter-
design points, and fabrication tech- mination of the probable locations and
niques must show that catastrophic modes of damage caused by fatigue,
failure due to fatigue, considering the considering environmental effects, in-
effects of environment, intrinsic/dis-
trinsic/discrete flaws, or accidental
crete flaws, or accidental damage will
damage. Compliance with the flaw tol-
be avoided. Parts to be evaluated in-
erance requirements of paragraph (b)(1)
clude, but are not limited to, rotors,
or (2) of this section is required unless
rotor drive systems between the en-
gines and rotor hubs, controls, fuse- the applicant establishes that these fa-
lage, fixed and movable control sur- tigue flaw tolerant methods for a par-
faces, engine and transmission mount- ticular structure cannot be achieved
ings, landing gear, and their related within the limitations of geometry,
primary attachments. In addition, the inspectability, or good design practice.
following apply: Under these circumstances, the safe-
(1) Each evaluation required by this life evaluation of paragraph (b)(3) of
section must include— this section is required.
(i) The identification of principal (1) Flaw tolerant safe-life evaluation. It
structural elements, the failure of must be shown that the structure, with
which could result in catastrophic fail- flaws present, is able to withstand re-
ure of the rotorcraft; peated loads of variable magnitude
(ii) In-flight measurement in deter- without detectable flaw growth for the
mining the loads or stresses for items following time intervals—
in paragraph (a)(1)(i) of this section in (i) Life of the rotorcraft; or
all critical conditions throughout the (ii) Within a replacement time fur-
range of limitations in § 29.309 (includ- nished under section A29.4 of appendix
ing altitude effects), except that ma- A to this part.
neuvering load factors need not exceed (2) Fail-safe (residual strength after
the maximum values expected in oper- flaw growth) evaluation. It must be

ations; and shown that the structure remaining
745
§ 29.601 14 CFR Ch. I (1–1–10 Edition)
after a partial failure is able to with- characteristics, identify processes that
stand design limit loads without fail- affect those characteristics, and iden-
ure within an inspection period fur- tify the design change and process
nished under section A29.4 of appendix change controls necessary for showing
A to this part. Limit loads are defined compliance with the quality assurance
in § 29.301(a). requirements of part 21 of this chapter.
(i) The residual strength evaluation
[Doc. No. 29311, 64 FR 46232, Aug. 24, 1999]
must show that the remaining struc-
ture after flaw growth is able to with- § 29.603 Materials.
stand design limit loads without fail-
ure within its operational life. The suitability and durability of ma-
(ii) Inspection intervals and methods terials used for parts, the failure of
must be established as necessary to en- which could adversely affect safety,
sure that failures are detected prior to must—
residual strength conditions being (a) Be established on the basis of ex-
reached. perience or tests;
(iii) If significant changes in struc- (b) Meet approved specifications that
tural stiffness or geometry, or both, ensure their having the strength and
follow from a structural failure or par- other properties assumed in the design
tial failure, the effect on flaw tolerance data; and
must be further investigated. (c) Take into account the effects of
(3) Safe-life evaluation. It must be environmental conditions, such as tem-
shown that the structure is able to perature and humidity, expected in
withstand repeated loads of variable service.
magnitude without detectable cracks (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
for the following time intervals— eral Aviation Act of 1958 (49 U.S.C. 1354(a),
(i) Life of the rotorcraft; or 1421, 1423, 1424), and sec. 6(c), Dept. of Trans-
(ii) Within a replacement time fur- portation Act (49 U.S.C. 1655(c)))
nished under section A29.4 of appendix [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
A to this part. amended by Amdt. 29–12, 41 FR 55471, Dec. 20,
[Amdt. 29–28, 54 FR 43930, Oct. 27, 1989] 1976; Amdt. 29–17, 43 FR 50599, Oct. 30, 1978]
§ 29.605 Fabrication methods.

Subpart D—Design and
(a) The methods of fabrication used
Construction must produce consistently sound struc-
GENERAL tures. If a fabrication process (such as
gluing, spot welding, or heat-treating)
§ 29.601 Design. requires close control to reach this ob-
(a) The rotorcraft may have no de- jective, the process must be performed
sign features or details that experience according to an approved process speci-
has shown to be hazardous or unreli- fication.
able. (b) Each new aircraft fabrication
(b) The suitability of each question- method must be substantiated by a
able design detail and part must be es- test program.
tablished by tests. (Secs. 313(a), 601, 603, 604, Federal Aviation
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424),
§ 29.602 Critical parts. sec. 6(c), Dept. of Transportation Act (49
(a) Critical part. A critical part is a U.S.C. 1655(c)))
part, the failure of which could have a [Doc. No. 5084, 29 FR 16150. Dec. 3, 1964, as
catastrophic effect upon the rotocraft, amended by Amdt. 29–17, 43 FR 50599, Oct. 30,
and for which critical characterists 1978]
have been identified which must be
controlled to ensure the required level § 29.607 Fasteners.
of integrity. (a) Each removable bolt, screw, nut,
(b) If the type design includes critical pin, or other fastener whose loss could
parts, a critical parts list shall be es- jeopardize the safe operation of the
tablished. Procedures shall be estab- rotorcraft must incorporate two sepa-

lished to define the critical design rate locking devices. The fastener and
746
its locking devices may not be ad- (4) Reduce to an acceptable level the
versely affected by the environmental effects of lightning and static elec-
conditions associated with the par- tricity on the functioning of essential
ticular installation. electrical and electronic equipment.
(b) No self-locking nut may be used [Amdt. 29–24, 49 FR 44437, Nov. 6, 1984; Amdt.
on any bolt subject to rotation in oper- 29–40, 61 FR 21907, May 10, 1996; 61 FR 33963,
ation unless a nonfriction locking de- July 1, 1996]
vice is used in addition to the self-lock-
ing device. § 29.611 Inspection provisions.
[Amdt. 29–5, 33 FR 14533, Sept. 27, 1968] There must be means to allow close
examination of each part that re-
§ 29.609 Protection of structure. quires—
Each part of the structure must— (a) Recurring inspection;
(b) Adjustment for proper alignment
(a) Be suitably protected against de-
and functioning; or
terioration or loss of strength in serv-
(c) Lubrication.
ice due to any cause, including—
(1) Weathering; § 29.613 Material strength properties
(2) Corrosion; and and design values.
(3) Abrasion; and (a) Material strength properties must
(b) Have provisions for ventilation be based on enough tests of material
and drainage where necessary to pre- meeting specifications to establish de-
vent the accumulation of corrosive, sign values on a statistical basis.
flammable, or noxious fluids. (b) Design values must be chosen to
minimize the probability of structural
§ 29.610 Lightning and static elec-
tricity protection. failure due to material variability. Ex-
cept as provided in paragraphs (d) and
(a) The rotorcraft structure must be (e) of this section, compliance with
protected against catastrophic effects this paragraph must be shown by se-
from lightning. lecting design values that assure mate-
(b) For metallic components, compli- rial strength with the following prob-
ance with paragraph (a) of this section ability—
may be shown by— (1) Where applied loads are eventu-
(1) Electrically bonding the compo- ally distributed through a single mem-
nents properly to the airframe; or ber within an assembly, the failure of
(2) Designing the components so that which would result in loss of structural
a strike will not endanger the rotor- integrity of the component, 99 percent
craft. probability with 95 percent confidence;
(c) For nonmetallic components, and
compliance with paragraph (a) of this (2) For redundant structures, those in
section may be shown by— which the failure of individual ele-
(1) Designing the components to min- ments would result in applied loads
imize the effect of a strike; or being safely distributed to other load-
(2) Incorporating acceptable means of carrying members, 90 percent prob-
diverting the resulting electrical cur- ability with 95 percent confidence.
rent to not endanger the rotorcraft. (c) The strength, detail design, and
(d) The electric bonding and protec- fabrication of the structure must mini-
tion against lightning and static elec- mize the probability of disastrous fa-
tricity must— tigue failure, particularly at points of
(1) Minimize the accumulation of stress concentration.
electrostatic charge; (d) Design values may be those con-
(2) Minimize the risk of electric tained in the following publications
shock to crew, passengers, and service (available from the Naval Publications
and maintenance personnel using nor- and Forms Center, 5801 Tabor Avenue,
mal precautions; Philadelphia, PA 19120) or other values
(3) Provide and electrical return approved by the Administrator:
path, under both normal and fault con- (1) MIL—HDBK–5, ‘‘Metallic Mate-
ditions, on rotorcraft having grounded rials and Elements for Flight Vehicle
electrical systems; and Structure’’.
747
§ 29.619 14 CFR Ch. I (1–1–10 Edition)
(2) MIL—HDBK–17, ‘‘Plastics for tems and do not support structural
Flight Vehicles’’. loads.
(3) ANC–18, ‘‘Design of Wood Aircraft (b) Bearing stresses and surfaces. The
Structures’’. casting factors specified in paragraphs
(4) MIL—HDBK–23, ‘‘Composite Con- (c) and (d) of this section—
struction for Flight Vehicles’’. (1) Need not exceed 1.25 with respect
(e) Other design values may be used if to bearing stresses regardless of the
a selection of the material is made in method of inspection used; and
which a specimen of each individual (2) Need not be used with respect to
item is tested before use and it is de- the bearing surfaces of a part whose
termined that the actual strength bearing factor is larger than the appli-
properties of that particular item will cable casting factor.
equal or exceed those used in design. (c) Critical castings. For each casting
whose failure would preclude continued
(Secs. 313(a), 601, 603, 604, Federal Aviation
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424), safe flight and landing of the rotorcraft
sec. 6(c), Dept. of Transportation Act (49 or result in serious injury to any occu-
U.S.C. 1655(c))) pant, the following apply:
(1) Each critical casting must—
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–17, 43 FR 50599, Oct. 30,
(i) Have a casting factor of not less
1978; Amdt. 27–26, 55 FR 8003, Mar. 6, 1990] than 1.25; and
(ii) Receive 100 percent inspection by
§ 29.619 Special factors. visual, radiographic, and magnetic par-
(a) The special factors prescribed in ticle (for ferromagnetic materials) or
penetrant (for nonferromagnetic mate-
§§ 29.621 through 29.625 apply to each
rials) inspection methods or approved
part of the structure whose strength
equivalent inspection methods.
is—
(2) For each critical casting with a
(1) Uncertain;
(2) Likely to deteriorate in service casting factor less than 1.50, three sam-
before normal replacement; or ple castings must be static tested and
(3) Subject to appreciable variability shown to meet—
due to— (i) The strength requirements of
(i) Uncertainties in manufacturing § 29.305 at an ultimate load cor-
processes; or responding to a casting factor of 1.25;
(ii) Uncertainties in inspection meth- and
ods. (ii) The deformation requirements of
(b) For each part of the rotorcraft to § 29.305 at a load of 1.15 times the limit
which §§ 29.621 through 29.625 apply, the load.
factor of safety prescribed in § 29.303 (d) Noncritical castings. For each cast-
must be multiplied by a special factor ing other than those specified in para-
equal to— graph (c) of this section, the following
(1) The applicable special factors pre- apply:
scribed in §§ 29.621 through 29.625; or (1) Except as provided in paragraphs
(2) Any other factor great enough to (d)(2) and (3) of this section, the casting
ensure that the probability of the part factors and corresponding inspections
being understrength because of the un- must meet the following table:
certainties specified in paragraph (a) of Casting factor Inspection
this section is extremely remote.
2.0 or greater ............... 100 percent visual.
Less than 2.0, greater 100 percent visual, and magnetic
§ 29.621 Casting factors. than 1.5. particle (ferromagnetic materials),
(a) General. The factors, tests, and in- penetrant (nonferromagnetic ma-
terials), or approved equivalent
spections specified in paragraphs (b) inspection methods.
and (c) of this section must be applied 1.25 through 1.50 ........ 100 percent visual, and magnetic
in addition to those necessary to estab- particle (ferromagnetic materials),
lish foundry quality control. The in- penetrant (nonferromagnetic ma-
terials), and radiographic or ap-
spections must meet approved speci- proved equivalent inspection
fications. Paragraphs (c) and (d) of this methods.
section apply to structural castings ex-
cept castings that are pressure tested (2) The percentage of castings in-
as parts of hydraulic or other fluid sys- spected by nonvisual methods may be
748
reduced below that specified in para- (c) For each integral fitting, the part
graph (d)(1) of this section when an ap- must be treated as a fitting up to the
proved quality control procedure is es- point at which the section properties
tablished. become typical of the member.
(3) For castings procured to a speci- (d) Each seat, berth, litter, safety
fication that guarantees the mechan- belt, and harness attachment to the
ical properties of the material in the structure must be shown by analysis,
casting and provides for demonstration tests, or both, to be able to withstand
of these properties by test of coupons the inertia forces prescribed in
cut from the castings on a sampling § 29.561(b)(3) multiplied by a fitting fac-
basis— tor of 1.33.
(i) A casting factor of 1.0 may be [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
used; and amended by Amdt. 29–42, 63 FR 43285, Aug. 12,
(ii) The castings must be inspected as 1998]
provided in paragraph (d)(1) of this sec-
tion for casting factors of ‘‘1.25 through § 29.629 Flutter and divergence.
1.50’’ and tested under paragraph (c)(2) Each aerodynamic surface of the
of this section. rotorcraft must be free from flutter
and divergence under each appropriate
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–41, 62 FR 46173, Aug. 29, speed and power condition.
1997] [Doc. No. 28008, 61 FR 21907, May 10, 1996]
§ 29.623 Bearing factors. § 29.631 Bird strike.

(a) Except as provided in paragraph The rotorcraft must be designed to
(b) of this section, each part that has ensure capability of continued safe
clearance (free fit), and that is subject flight and landing (for Category A) or
to pounding or vibration, must have a safe landing (for Category B) after im-
bearing factor large enough to provide pact with a 2.2-lb (1.0 kg) bird when the
for the effects of normal relative mo- velocity of the rotorcraft (relative to
tion. the bird along the flight path of the
(b) No bearing factor need be used on rotorcraft) is equal to VNE or VH
a part for which any larger special fac- (whichever is the lesser) at altitudes up
tor is prescribed. to 8,000 feet. Compliance must be
shown by tests or by analysis based on
§ 29.625 Fitting factors. tests carried out on sufficiently rep-
For each fitting (part or terminal resentative structures of similar de-
used to join one structural member to sign.
another) the following apply: [Doc. No. 28008, 61 FR 21907, May 10, 1996; 61
(a) For each fitting whose strength is FR 33963, July 1, 1996]
not proven by limit and ultimate load
tests in which actual stress conditions ROTORS
are simulated in the fitting and sur-
rounding structures, a fitting factor of § 29.653 Pressure venting and drain-
at least 1.15 must be applied to each age of rotor blades.
part of— (a) For each rotor blade—
(1) The fitting; (1) There must be means for venting
(2) The means of attachment; and the internal pressure of the blade;
(3) The bearing on the joined mem- (2) Drainage holes must be provided
bers. for the blade; and
(b) No fitting factor need be used— (3) The blade must be designed to pre-
(1) For joints made under approved vent water from becoming trapped in
practices and based on comprehensive it.
test data (such as continuous joints in (b) Paragraphs (a)(1) and (2) of this
metal plating, welded joints, and scarf section does not apply to sealed rotor
joints in wood); and blades capable of withstanding the
(2) With respect to any bearing sur- maximum pressure differentials ex-
face for which a larger special factor is pected in service.

used. [Amdt. 29–3, 33 FR 967, Jan. 26, 1968]
749
§ 29.659 14 CFR Ch. I (1–1–10 Edition)
§ 29.659 Mass balance. control authority is available prior to

flight.
(a) The rotor and blades must be
mass balanced as necessary to— [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(1) Prevent excessive vibration; and amended by Amdt. 29–24, 49 FR 44437, Nov. 6,
(2) Prevent flutter at any speed up to 1984]
the maximum forward speed.
§ 29.672 Stability augmentation, auto-
(b) The structural integrity of the matic, and power-operated systems.
mass balance installation must be sub-
stantiated. If the functioning of stability aug-
mentation or other automatic or
[Amdt. 29–3, 33 FR 967, Jan. 26, 1968] power-operated system is necessary to
show compliance with the flight char-
§ 29.661 Rotor blade clearance.
acteristics requirements of this part,
There must be enough clearance be- the system must comply with § 29.671 of
tween the rotor blades and other parts this part and the following:
of the structure to prevent the blades (a) A warning which is clearly distin-
from striking any part of the structure guishable to the pilot under expected
during any operating condition. flight conditions without requiring the
[Amdt. 29–3, 33 FR 967, Jan. 26, 1968] pilot’s attention must be provided for
any failure in the stability augmenta-
§ 29.663 Ground resonance prevention tion system or in any other automatic
means. or power-operated system which could
(a) The reliability of the means for result in an unsafe condition if the
preventing ground resonance must be pilot is unaware of the failure. Warning
shown either by analysis and tests, or systems must not activate the control
reliable service experience, or by show- systems.
ing through analysis or tests that mal- (b) The design of the stability aug-
function or failure of a single means mentation system or of any other auto-
will not cause ground resonance. matic or power-operated system must
(b) The probable range of variations, allow initial counteraction of failures
during service, of the damping action without requiring exceptional pilot
of the ground resonance prevention skill or strength, by overriding the
means must be established and must be failure by moving the flight controls in
investigated during the test required the normal sense, and by deactivating
by § 29.241. the failed system.
(c) It must be show that after any
[Amdt. 27–26, 55 FR 8003, Mar. 6, 1990] single failure of the stability aug-
mentation system or any other auto-
CONTROL SYSTEMS matic or power-operated system—
§ 29.671 General. (1) The rotorcraft is safely control-
lable when the failure or malfunction
(a) Each control and control system occurs at any speed or altitude within
must operate with the ease, smooth- the approved operating limitations;
ness, and positiveness appropriate to (2) The controllability and maneuver-
its function. ability requirements of this part are
(b) Each element of each flight con- met within a practical operational
trol system must be designed, or dis- flight envelope (for example, speed, al-
tinctively and permanently marked, to titude, normal acceleration, and rotor-
minimize the probability of any incor- craft configurations) which is described
rect assembly that could result in the in the Rotorcraft Flight Manual; and
malfunction of the system. (3) The trim and stability character-
(c) A means must be provided to istics are not impaired below a level
allow full control movement of all pri- needed to allow continued safe flight
mary flight controls prior to flight, or and landing.
a means must be provided that will

allow the pilot to determine that full [Amdt. 29–24, 49 FR 44437, Nov. 6, 1984]
750
§ 29.673 Primary flight controls. (b) Prevent the lock from engaging in
flight.
Primary flight controls are those
used by the pilot for immediate control § 29.681 Limit load static tests.
of pitch, roll, yaw, and vertical motion
of the rotorcraft. (a) Compliance with the limit load
requirements of this part must be
[Amdt. 29–24, 49 FR 44437, Nov. 6, 1984] shown by tests in which—
(1) The direction of the test loads
§ 29.674 Interconnected controls.
produces the most severe loading in the
Each primary flight control system control system; and
must provide for safe flight and landing (2) Each fitting, pulley, and bracket
and operate independently after a mal- used in attaching the system to the
function, failure, or jam of any auxil- main structure is included;
iary interconnected control. (b) Compliance must be shown (by
[Amdt. 27–26, 55 FR 8003, Mar. 6, 1990] analyses or individual load tests) with
the special factor requirements for
§ 29.675 Stops. control system joints subject to angu-
(a) Each control system must have lar motion.
stops that positively limit the range of
§ 29.683 Operation tests.
motionof the pilot’s controls.
(b) Each stop must be located in the It must be shown by operation tests
system so that the range of travel of that, when the controls are operated
its control is not appreciably affected from the pilot compartment with the
by— control system loaded to correspond
(1) Wear; with loads specified for the system, the
(2) Slackness; or system is free from—
(3) Takeup adjustments. (a) Jamming;
(c) Each stop must be able to with- (b) Excessive friction; and
stand the loads corresponding to the (c) Excessive deflection.
design conditions for the system.
(d) For each main rotor blade— § 29.685 Control system details.
(1) Stops that are appropriate to the (a) Each detail of each control sys-
blade design must be provided to limit tem must be designed to prevent jam-
travel of the blade about its hinge ming, chafing, and interference from
points; and cargo, passengers, loose objects, or the
(2) There must be means to keep the freezing of moisture.
blade from hitting the droop stops dur- (b) There must be means in the cock-
ing any operation other than starting pit to prevent the entry of foreign ob-
and stopping the rotor. jects into places where they would jam
(Secs. 313(a), 601, 603, 604, Federal Aviation the system.
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424), (c) There must be means to prevent
sec. 6(c), Dept. of Transportation Act (49 the slapping of cables or tubes against
U.S.C. 1655(c))) other parts.
[Doc. No. 5084, 29 FR 16150. Dec. 3, 1964, as (d) Cable systems must be designed
amended by Amdt. 29–17, 43 FR 50599, Oct. 30, as follows:
1978] (1) Cables, cable fittings, turn-
buckles, splices, and pulleys must be of
§ 29.679 Control system locks. an acceptable kind.
If there is a device to lock the con- (2) The design of cable systems must
trol system with the rotorcraft on the prevent any hazardous change in cable
ground or water, there must be means tension throughout the range of travel
to— under any operating conditions and
(a) Automatically disengage the lock temperature variations.
when the pilot operates the controls in (3) No cable smaller than 1⁄8 inch di-
a normal manner, or limit the oper- ameter may be used in any primary
ation of the rotorcraft so as to give un- control system.
mistakable warning to the pilot before (4) Pulley kinds and sizes must cor-
takeoff; and respond to the cables with which they
751
§ 29.687 14 CFR Ch. I (1–1–10 Edition)
are used. The pulley-cable combina- § 29.695 Power boost and power-oper-
tions and strength values specified in ated control system.
MIL-HDBK-5 must be used unless they (a) If a power boost or power-oper-
are inapplicable. ated control system is used, an alter-
(5) Pulleys must have close fitting nate system must be immediately
guards to prevent the cables from being available that allows continued safe
displaced or fouled. flight and landing in the event of—
(6) Pulleys must lie close enough to (1) Any single failure in the power
the plane passing through the cable to portion of the system; or
prevent the cable from rubbing against (2) The failure of all engines.
the pulley flange. (b) Each alternate system may be a
(7) No fairlead may cause a change in duplicate power portion or a manually
cable direction of more than three de- operated mechanical system. The
grees. power portion includes the power
(8) No clevis pin subject to load or source (such as hydrualic pumps), and
motion and retained only by cotter such items as valves, lines, and actu-
pins may be used in the control sys- ators.
tem. (c) The failure of mechanical parts
(9) Turnbuckles attached to parts (such as piston rods and links), and the
having angular motion must be in- jamming of power cylinders, must be
stalled to prevent binding throughout considered unless they are extremely
the range of travel. improbable.
(10) There must be means for visual
inspection at each fairlead, pulley, ter- LANDING GEAR
minal, and turnbuckle.
(e) Control system joints subject to § 29.723 Shock absorption tests.
angular motion must incorporate the The landing inertia load factor and
following special factors with respect the reserve energy absorption capacity
to the ultimate bearing strength of the of the landing gear must be substan-
softest material used as a bearing: tiated by the tests prescribed in
(1) 3.33 for push-pull systems other §§ 29.725 and 29.727, respectively. These
than ball and roller bearing systems. tests must be conducted on the com-
(2) 2.0 for cable systems. plete rotorcraft or on units consisting
(f) For control system joints, the of wheel, tire, and shock absorber in
manufacturer’s static, non-Brinell rat- their proper relation.
ing of ball and roller bearings may not
be exceeded. § 29.725 Limit drop test.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

The limit drop test must be con-
amended by Amdt. 29–12, 41 FR 55471, Dec. 20, ducted as follows:
1976] (a) The drop height must be at least
8 inches.
§ 29.687 Spring devices. (b) If considered, the rotor lift speci-
(a) Each control system spring device fied in § 29.473(a) must be introduced
whose failure could cause flutter or into the drop test by appropriate en-
other unsafe characteristics must be ergy absorbing devices or by the use of
reliable. an effective mass.
(b) Compliance with paragraph (a) of (c) Each landing gear unit must be
this section must be shown by tests tested in the attitude simulating the
simulating service conditions. landing condition that is most critical
from the standpoint of the energy to be
§ 29.691 Autorotation control mecha- absorbed by it.
nism. (d) When an effective mass is used in
Each main rotor blade pitch control showing compliance with paragraph (b)
of this section, the following formulae
mechanism must allow rapid entry into

autorotation after power failure. may be used instead of more rational
computations.
752
will not support the rotorcraft in the
h + (1 − L )d
We = W × ; and proper attitude or allows the rotorcraft
h+d structure, other than landing gear and
W external accessories, to impact the
n = nj e + L
W landing surface.
where: [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
We=the effective weight to be used in the amended by Amdt. 27–26, 55 FR 8003, Mar. 6,
drop test (lbs.). 1990]
W=WM for main gear units (lbs.), equal to the
static reaction on the particular unit with § 29.729 Retracting mechanism.
the rotorcraft in the most critical atti-
tude. A rational method may be used in
For rotorcraft with retractable land-
computing a main gear static reaction, ing gear, the following apply:
taking into consideration the moment arm (a) Loads. The landing gear, retract-
between the main wheel reaction and the ing mechanism, wheel well doors, and
rotorcraft center of gravity. supporting structure must be designed
W=WN for nose gear units (lbs.), equal to the for—
vertical component of the static reaction (1) The loads occurring in any ma-
that would exist at the nose wheel, assum-
neuvering condition with the gear re-
ing that the mass of the rotorcraft acts at
the center of gravity and exerts a force of tracted;
1.0g downward and 0.25g forward. (2) The combined friction, inertia,
W=Wt for tailwheel units (lbs.) equal to and air loads occurring during retrac-
whichever of the following is critical— tion and extension at any airspeed up
(1) The static weight on the tailwheel with to the design maximum landing gear
the rotorcraft resting on all wheels; or operating speed; and
(2) The vertical component of the ground
(3) The flight loads, including those
reaction that would occur at the tailwheel
assuming that the mass of the rotorcraft in yawed flight, occurring with the
acts at the center of gravity and exerts a gear extended at any airspeed up to the
force of 1g downward with the rotorcraft in design maximum landing gear extended
the maximum nose-up attitude considered in speed.
the nose-up landing conditions. (b) Landing gear lock. A positive
h=specified free drop height (inches). means must be provided to keep the
L=ratio of assumed rotor lift to the rotor- gear extended.
craft weight. (c) Emergency operation. When other
d=deflection under impact of the tire (at the than manual power is used to operate
proper inflation pressure) plus the vertical the gear, emergency means must be
component of the axle travel (inches) rel-
provided for extending the gear in the
ative to the drop mass.
n=limit inertia load factor. event of—
nj=the load factor developed, during impact, (1) Any reasonably probable failure in
on the mass used in the drop test (i.e., the the normal retraction system; or
acceleration dv/dt in g’s recorded in the (2) The failure of any single source of
drop test plus 1.0). hydraulic, electric, or equivalent en-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as ergy.
amended by Amdt. 29–3, 33 FR 967, Jan. 26. (d) Operation tests. The proper func-
1968] tioning of the retracting mechanism
must be shown by operation tests.
§ 29.727 Reserve energy absorption (e) Position indicator. There must be
drop test. means to indicate to the pilot when the
The reserve energy absorption drop gear is secured in the extreme posi-
test must be conducted as follows: tions.
(a) The drop height must be 1.5 times (f) Control. The location and oper-
that specified in § 29.725(a). ation of the retraction control must
(b) Rotor lift, where considered in a meet the requirements of §§ 29.777 and
manner similar to that prescribed in 29.779.
§ 29.725(b), may not exceed 1.5 times the (g) Landing gear warning. An aural or
lift allowed under that paragraph. equally effective landing gear warning
(c) The landing gear must withstand device must be provided that functions
this test without collapsing. Collapse continuously when the rotorcraft is in
of the landing gear occurs when a a normal landing mode and the landing
member of the nose, tail, or main gear gear is not fully extended and locked.
753
EC28SE91.089</MATH>
§ 29.731 14 CFR Ch. I (1–1–10 Edition)
A manual shutoff capability must be the tire and any part of the structure
provided for the warning device and the or systems.
warning system must automatically
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
reset when the rotorcraft is no longer amended by Amdt. 29–12, 41 FR 55471, Dec. 20,
in the landing mode. 1976]
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
§ 29.735 Brakes.
1984] For rotorcraft with wheel-type land-
ing gear, a braking device must be in-
§ 29.731 Wheels. stalled that is—
(a) Each landing gear wheel must be (a) Controllable by the pilot;
approved. (b) Usable during power-off landings;
(b) The maximum static load rating and
of each wheel may not be less than the (c) Adequate to—
corresponding static ground reaction (1) Counteract any normal unbal-
with— anced torque when starting or stopping
(1) Maximum weight; and the rotor; and
(2) Critical center of gravity. (2) Hold the rotorcraft parked on a
(c) The maximum limit load rating of 10-degree slope on a dry, smooth pave-
each wheel must equal or exceed the ment.
maximum radial limit load determined [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
under the applicable ground load re- amended by Amdt. 29–24, 49 FR 44437, Nov. 6,
quirements of this part. 1984]
§ 29.733 Tires. § 29.737 Skis.

Each landing gear wheel must have a (a) The maximum limit load rating of
tire— each ski must equal or exceed the max-
(a) That is a proper fit on the rim of imum limit load determined under the
the wheel; and applicable ground load requirements of
(b) Of a rating that is not exceeded this part.
under— (b) There must be a stabilizing means
(1) The design maximum weight; to maintain the ski in an appropriate
(2) A load on each main wheel tire position during flight. This means
equal to the static ground reaction cor- must have enough strength to with-
responding to the critical center of stand the maximum aerodynamic and
gravity; and inertia loads on the ski.
(3) A load on nose wheel tires (to be FLOATS AND HULLS
compared with the dynamic rating es-
tablished for those tires) equal to the § 29.751 Main float buoyancy.
reaction obtained at the nose wheel,
(a) For main floats, the buoyancy
assuming that the mass of the rotor-
necessary to support the maximum
craft acts as the most critical center of
weight of the rotorcraft in fresh water
gravity and exerts a force of 1.0 g down-
must be exceeded by—
ward and 0.25 g forward, the reactions
(1) 50 percent, for single floats; and
being distributed to the nose and main
(2) 60 percent, for multiple floats.
wheels according to the principles of
statics with the drag reaction at the (b) Each main float must have
enough water-tight compartments so
ground applied only at wheels with
that, with any single main float com-
brakes.
partment flooded, the mainfloats will
(c) Each tire installed on a retract- provide a margin of positive stability
able landing gear system must, at the great enough to minimize the prob-
maximum size of the tire type expected ability of capsizing.
in service, have a clearance to sur-
rounding structure and systems that is [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
adequate to prevent contact between amended by Amdt. 29–3, 33 FR 967, Jan. 26,
1968]
754
§ 29.753 Main float design. pilot position. Flight and powerplant

(a) Bag floats. Each bag float must be controls must be designed to prevent
designed to withstand— confusion or inadvertent operation
(1) The maximum pressure differen- when the rotorcraft is piloted from ei-
tial that might be developed at the ther position;
maximum altitude for which certifi- (c) The vibration and noise charac-
cation with that float is requested; and teristics of cockpit appurtenances may
(2) The vertical loads prescribed in not interfere with safe operation;
§ 29.521(a), distributed along the length (d) Inflight leakage of rain or snow
of the bag over three-quarters of its that could distract the crew or harm
projected area. the structure must be prevented.
(b) Rigid floats. Each rigid float must [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
be able to withstand the vertical, hori- amended by Amdt. 29–3, 33 FR 967, Jan. 26,
zontal, and side loads prescribed in 1968; Amdt. 29–24, 49 FR 44437, Nov. 6, 1984]
§ 29.521. An appropriate load distribu-
tion under critical conditions must be § 29.773 Pilot compartment view.
used.
(a) Nonprecipitation conditions. For
§ 29.755 Hull buoyancy. nonprecipitation conditions, the fol-
lowing apply:
Water-based and amphibian rotorcraft.
(1) Each pilot compartment must be
The hull and auxiliary floats, if used,
arranged to give the pilots a suffi-
must have enough watertight compart-
ciently extensive, clear, and undis-
ments so that, with any single com-
torted view for safe operation.
partment of the hull or auxiliary floats
flooded, the buoyancy of the hull and (2) Each pilot compartment must be
auxiliary floats, and wheel tires if free of glare and reflection that could
used, provides a margin of positive interfere with the pilot’s view. If cer-
water stability great enough to mini- tification for night operation is re-
mize the probability of capsizing the quested, this must be shown by night
rotorcraft for the worst combination of flight tests.
wave heights and surface winds for (b) Precipitation conditions. For pre-
which approval is desired. cipitation conditions, the following
apply:
[Amdt. 29–3, 33 FR 967, Jan. 26, 1968; as
amended by Amdt. 27–26, 55 FR 8003, Mar. 6,
(1) Each pilot must have a suffi-
1990] ciently extensive view for safe oper-
ation—
§ 29.757 Hull and auxiliary float (i) In heavy rain at forward speeds up
strength. to VH; and
The hull, and auxiliary floats if used, (ii) In the most severe icing condi-
must withstand the water loads pre- tion for which certification is re-
scribed by § 29.519 with a rational and quested.
conservative distribution of local and (2) The first pilot must have a win-
distributed water pressures over the dow that—
hull and float bottom. (i) Is openable under the conditions
[Amdt. 29–3, 33 FR 967, Jan. 26, 1968] prescribed in paragraph (b)(1) of this
section; and
PERSONNEL AND CARGO (ii) Provides the view prescribed in
ACCOMMODATIONS that paragraph.
§ 29.771 Pilot compartment. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

For each pilot compartment— 1968]
(a) The compartment and its equip-
ment must allow each pilot to perform § 29.775 Windshields and windows.
his duties without unreasonable con-
Windshields and windows must be
centration or fatigue;
made of material that will not break
(b) If there is provision for a second
into dangerous fragments.

pilot, the rotorcraft must be control-
lable with equal safety from either [Amdt. 29–31, 55 FR 38966, Sept. 21, 1990]
755
§ 29.777 14 CFR Ch. I (1–1–10 Edition)
§ 29.777 Cockpit controls. of the rotorcraft. The means of opening

Cockpit controls must be— must be simple and obvious and so ar-
(a) Located to provide convenient op- ranged and marked that it can be read-
eration and to prevent confusion and ily located and operated.
inadvertent operation; and (d) There must be reasonable provi-
(b) Located and arranged with re- sions to prevent the jamming of any
spect to the pilot’s seats so that there external doors in a minor crash as a re-
is full and unrestricted movement of sult of fuselage deformation under the
each control without interference from following ultimate inertial forces ex-
the cockpit structure or the pilot’s cept for cargo or service doors not suit-
clothing when pilots from 5′2″ to 6′0″ in able for use as an exit in an emergency:
height are seated. (1) Upward—1.5g.
(2) Forward—4.0g.
§ 29.779 Motion and effect of cockpit (3) Sideward—2.0g.
controls. (4) Downward—4.0g.
Cockpit controls must be designed so (e) There must be means for direct
that they operate in accordance with visual inspection of the locking mecha-
the following movements and actu- nism by crewmembers to determine
ation: whether the external doors (including
(a) Flight controls, including the col- passenger, crew, service, and cargo
lective pitch control, must operate doors) are fully locked. There must be
with a sense of motion which cor- visual means to signal to appropriate
responds to the effect on the rotor- crewmembers when normally used ex-
craft. ternal doors are closed and fully
(b) Twist-grip engine power controls locked.
must be designed so that, for lefthand (f) For outward opening external
operation, the motion of the pilot’s doors usable for entrance or egress,
hand is clockwise to increase power there must be an auxiliary safety
when the hand is viewed from the edge latching device to prevent the door
containing the index finger. Other en- from opening when the primary latch-
gine power controls, excluding the col- ing mechanism fails. If the door does
lective control, must operate with a not meet the requirements of para-
forward motion to increase power. graph (c) of this section with this de-
(c) Normal landing gear controls vice in place, suitable operating proce-
must operate downward to extend the dures must be established to prevent
landing gear. the use of the device during takeoff and
landing.
[Amdt. 29–24, 49 FR 44437, Nov. 6, 1984] (g) If an integral stair is installed in
a passenger entry door that is qualified
§ 29.783 Doors. as a passenger emergency exit, the
(a) Each closed cabin must have at stair must be designed so that under
least one adequate and easily acces- the following conditions the effective-
sible external door. ness of passenger emergency egress will
(b) Each external door must be lo- not be impaired:
cated, and appropriate operating proce- (1) The door, integral stair, and oper-
dures must be established, to ensure ating mechanism have been subjected
that persons using the door will not be to the inertial forces specified in para-
endangered by the rotors, propellers, graph (d) of this section, acting sepa-
engine intakes, and exhausts when the rately relative to the surrounding
operating procedures are used. structure.
(c) There must be means for locking (2) The rotorcraft is in the normal
crew and external passenger doors and ground attitude and in each of the atti-
for preventing their opening in flight tudes corresponding to collapse of one
inadvertently or as a result of mechan- or more legs, or primary members, as
ical failure. It must be possible to open applicable, of the landing gear.
external doors from inside and outside (h) Nonjettisonable doors used as
the cabin with the rotorcraft on the ditching emergency exits must have
ground even though persons may be means to enable them to be secured in

crowded against the door on the inside the open position and remain secure for
756
emergency egress in sea state condi- ertial forces, and reactions between the
tions prescribed for ditching. occupant, seat, and safety belt or har-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
ness corresponding with the applicable
amended by Amdt. 29–20, 45 FR 60178, Sept. flight and ground-load conditions, in-
11, 1980; Amdt. 29–29, 54 FR 47320, Nov. 13, cluding the emergency landing condi-
1989; Amdt. 27–26, 55 FR 8003, Mar. 6, 1990; tions of § 29.561(b). In addition—
Amdt. 29–31, 55 FR 38966, Sept. 21, 1990] (1) Each pilot seat must be designed
for the reactions resulting from the ap-
§ 29.785 Seats, berths, litters, safety plication of the pilot forces prescribed
belts, and harnesses. in § 29.397; and
(a) Each seat, safety belt, harness, (2) The inertial forces prescribed in
and adjacent part of the rotorcraft at § 29.561(b) must be multiplied by a fac-
each station designated for occupancy tor of 1.33 in determining the strength
during takeoff and landing must be free of the attachment of—
of potentially injurious objects, sharp (i) Each seat to the structure; and
edges, protuberances, and hard surfaces (ii) Each safety belt or harness to the
and must be designed so that a person seat or structure.
making proper use of these facilities (g) When the safety belt and shoulder
will not suffer serious injury in an harness are combined, the rated
emergency landing as a result of the strength of the safety belt and shoulder
inertial factors specified in § 29.561(b) harness may not be less than that cor-
and dynamic conditions specified in responding to the inertial forces speci-
§ 29.562. fied in § 29.561(b), considering the occu-
(b) Each occupant must be protected pant weight of at least 170 pounds, con-
from serious head injury by a safety sidering the dimensional characteris-
belt plus a shoulder harness that will tics of the restraint system installa-
prevent the head from contacting any tion, and using a distribution of at
injurious object, except as provided for least a 60-percent load to the safety
in § 29.562(c)(5). A shoulder harness belt and at least a 40-percent load to
(upper torso restraint), in combination the shoulder harness. If the safety belt
with the safety belt, constitutes a is capable of being used without the
torso restraint system as described in shoulder harness, the inertial forces
TSO-C114. specified must be met by the safety
(c) Each occupant’s seat must have a belt alone.
combined safety belt and shoulder har- (h) When a headrest is used, the head-
ness with a single-point release. Each rest and its supporting structure must
pilot’s combined safety belt and shoul- be designed to resist the inertia forces
der harness must allow each pilot when specified in § 29.561, with a 1.33 fitting
seated with safety belt and shoulder factor and a head weight of at least 13
harness fastened to perform all func- pounds.
tions necessary for flight operations. (i) Each seating device system in-
There must be a means to secure belt cludes the device such as the seat, the
and harness when not in use to prevent cushions, the occupant restraint sys-
interference with the operation of the tem and attachment devices.
rotorcraft and with rapid egress in an (j) Each seating device system may
emergency. use design features such as crushing or
(d) If seat backs do not have a firm separation of certain parts of the seat
handhold, there must be hand grips or in the design to reduce occupant loads
rails along each aisle to let the occu- for the emergency landing dynamic
pants steady themselves while using conditions of § 29.562; otherwise, the
the aisle in moderately rough air. system must remain intact and must
(e) Each projecting object that would not interfere with rapid evacuation of
injure persons seated or moving about the rotorcraft.
in the rotorcraft in normal flight must (k) For purposes of this section, a lit-
be padded. ter is defined as a device designed to
(f) Each seat and its supporting carry a nonambulatory person, pri-
structure must be designed for an occu- marily in a recumbent position, into
pant weight of at least 170 pounds, con- and on the rotorcraft. Each berth or
sidering the maximum load factors, in- litter must be designed to withstand
757
§ 29.787 14 CFR Ch. I (1–1–10 Edition)
the load reaction of an occupant vided for use after an emergency land-
weight of at least 170 pounds when the ing; or
occupant is subjected to the forward (2) Have sufficient strength to with-
inertial factors specified in § 29.561(b). stand the conditions specified in
A berth or litter installed within 15° or § 29.561, including the means of re-
less of the longitudinal axis of the straint and their attachments required
rotorcraft must be provided with a pad- by paragraph (b) of this section. Suffi-
ded end-board, cloth diaphragm, or cient strength must be provided for the
equivalent means that can withstand maximum authorized weight of cargo
the forward load reaction. A berth or and baggage at the critical loading dis-
litter oriented greater than 15° with tribution.
the longitudinal axis of the rotorcraft (d) If cargo compartment lamps are
must be equipped with appropriate re- installed, each lamp must be installed
straints, such as straps or safety belts, so as to prevent contact between lamp
to withstand the forward reaction. In bulb and cargo.
addition—
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(1) The berth or litter must have a re- amended by Amdt. 29–12, 41 FR 55472, Dec. 20,
straint system and must not have cor- 1976; Amdt. 29–31, 55 FR 38966, Sept. 21, 1990]
ners or other protuberances likely to
cause serious injury to a person occu- § 29.801 Ditching.
pying it during emergency landing con-
(a) If certification with ditching pro-
ditions; and
visions is requested, the rotorcraft
(2) The berth or litter attachment must meet the requirements of this
and the occupant restraint system at- section and §§ 29.807(d), 29.1411 and
tachments to the structure must be de- 29.1415.
signed to withstand the critical loads
(b) Each practicable design measure,
resulting from flight and ground load
compatible with the general character-
conditions and from the conditions pre-
istics of the rotorcraft, must be taken
scribed in § 29.561(b). The fitting factor
to minimize the probability that in an
required by § 29.625(d) shall be applied.
emergency landing on water, the be-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as havior of the rotorcraft would cause
amended by Amdt. 29–24, 49 FR 44437, Nov. 6, immediate injury to the occupants or
1984; Amdt. 29–29, 54 FR 47320, Nov. 13, 1989; would make it impossible for them to
Amdt. 29–42, 63 FR 43285, Aug. 12, 1998] escape.
(c) The probable behavior of the
§ 29.787 Cargo and baggage compart-
ments. rotorcraft in a water landing must be
investigated by model tests or by com-
(a) Each cargo and baggage compart- parison with rotorcraft of similar con-
ment must be designed for its plac- figuration for which the ditching char-
arded maximum weight of contents and acteristics are known. Scoops, flaps,
for the critical load distributions at projections, and any other factors like-
the appropriate maximum load factors ly to affect the hydrodynamic charac-
corresponding to the specified flight teristics of the rotorcraft must be con-
and ground load conditions, except the sidered.
emergency landing conditions of (d) It must be shown that, under rea-
§ 29.561. sonably probable water conditions, the
(b) There must be means to prevent flotation time and trim of the rotor-
the contents of any compartment from craft will allow the occupants to leave
becoming a hazard by shifting under the rotorcraft and enter the liferafts
the loads specified in paragraph (a) of required by § 29.1415. If compliance with
this section. this provision is shown by bouyancy
(c) Under the emergency landing con- and trim computations, appropriate al-
ditions of § 29.561, cargo and baggage lowances must be made for probable
compartments must— structural damage and leakage. If the
(1) Be positioned so that if the con- rotorcraft has fuel tanks (with fuel jet-
tents break loose they are unlikely to tisoning provisions) that can reason-
cause injury to the occupants or re- ably be expected to withstand a ditch-

strict any of the escape facilities pro- ing without leakage, the jettisonable
758
volume of fuel may be considered as equivalent to that which would be ob-
bouyancy volume. tained by actual demonstration.
(e) Unless the effects of the collapse [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
of external doors and windows are ac- amended by Amdt. 29–3, 33 FR 967, Jan. 26,
counted for in the investigation of the 1968; Amdt. 27–26, 55 FR 8004, Mar. 6, 1990]
probable behavior of the rotorcraft in a
water landing (as prescribed in para- § 29.805 Flight crew emergency exits.
graphs (c) and (d) of this section), the (a) For rotorcraft with passenger
external doors and windows must be emergency exits that are not conven-
designed to withstand the probable ient to the flight crew, there must be
maximum local pressures. flight crew emergency exits, on both
[Amdt. 29–12, 41 FR 55472, Dec. 20, 1976] sides of the rotorcraft or as a top
hatch, in the flight crew area.
§ 29.803 Emergency evacuation. (b) Each flight crew emergency exit
must be of sufficient size and must be
(a) Each crew and passenger area located so as to allow rapid evacuation
must have means for rapid evacuation of the flight crew. This must be shown
in a crash landing, with the landing by test.
gear (1) extended and (2) retracted, con- (c) Each exit must not be obstructed
sidering the possibility of fire. by water or flotation devices after a
(b) Passenger entrance, crew, and ditching. This must be shown by test,
service doors may be considered as demonstration, or analysis.
emergency exits if they meet the re-
quirements of this section and of [Amdt. 29–3, 33 FR 968, Jan. 26, 1968; as
§§ 29.805 through 29.815. 1990]
(c) [Reserved]
(d) Except as provided in paragraph § 29.807 Passenger emergency exits.
(e) of this section, the following cat- (a) Type. For the purpose of this part,
egories of rotorcraft must be tested in the types of passenger emergency exit
accordance with the requirements of are as follows:
appendix D of this part to demonstrate (1) Type I. This type must have a rec-
that the maximum seating capacity, tangular opening of not less than 24
including the crewmembers required by inches wide by 48 inches high, with cor-
the operating rules, can be evacuated ner radii not greater than one-third the
from the rotorcraft to the ground with- width of the exit, in the passenger area
in 90 seconds: in the side of the fuselage at floor level
(1) Rotorcraft with a seating capacity and as far away as practicable from
of more than 44 passengers. areas that might become potential fire
(2) Rotorcraft with all of the fol- hazards in a crash.
lowing: (2) Type II. This type is the same as
(i) Ten or more passengers per pas- Type I, except that the opening must
senger exit as determined under be at least 20 inches wide by 44 inches
§ 29.807(b). high.
(ii) No main aisle, as described in (3) Type III. This type is the same as
§ 29.815, for each row of passenger seats. Type I, except that—
(iii) Access to each passenger exit for (i) The opening must be at least 20
each passenger by virtue of design fea- inches wide by 36 inches high; and
tures of seats, such as folding or break- (ii) The exits need not be at floor
over seat backs or folding seats. level.
(e) A combination of analysis and (4) Type IV. This type must have a
tests may be used to show that the rectangular opening of not less than 19
rotorcraft is capable of being evacu- inches wide by 26 inches high, with cor-
ated within 90 seconds under the condi- ner radii not greater than one-third the
tions specified in § 29.803(d) if the Ad- width of the exit, in the side of the fu-
ministrator finds that the combination selage with a step-up inside the rotor-
of analysis and tests will provide data, craft of not more than 29 inches.
with respect to the emergency evacu- Openings with dimensions larger than
ation capability of the rotorcraft, those specified in this section may be
759
§ 29.809 14 CFR Ch. I (1–1–10 Edition)
used, regardless of shape, if the base of of the rotorcraft during ditching is im-
the opening has a flat surface of not proved by the use of larger exits, or by
less than the specified width. other means, the passenger seat to exit
(b) Passenger emergency exits; side-of- ratio may be increased.
fuselage. Emergency exits must be ac- (3) Flotation devices, whether stowed
cessible to the passengers and, except or deployed, may not interfere with or
as provided in paragraph (d) of this sec- obstruct the exits.
tion, must be provided in accordance (e) Ramp exits. One Type I exit only,
with the following table: or one Type II exit only, that is re-
Emergency exits for each
quired in the side of the fuselage under
Passenger seating side of the fuselage paragraph (b) of this section, may be
capacity installed instead in the ramp of floor
Type I Type II Type III Type IV
ramp rotorcraft if—
1 through 10 ............ ............ ............ ............ 1 (1) Its installation in the side of the
11 through 19 .......... ............ ............ 1 or 2
20 through 39 .......... ............ 1 ............ 1
fuselage is impractical; and
40 through 59 .......... 1 ............ ............ 1 (2) Its installation in the ramp meets
60 through 79 .......... 1 ............ 1 or 2 § 29.813.
(f) Tests. The proper functioning of
(c) Passenger emergency exits; other each emergency exit must be shown by
than side-of-fuselage. In addition to the test.
requirements of paragraph (b) of this
section— [Amdt. 29–3, 33 FR 968, Jan. 26, 1968, as
(1) There must be enough openings in amended by Amdt. 29–12, 41 FR 55472, Dec. 20,
1976; Amdt. 27–26, 55 FR 8004, Mar. 6, 1990]
the top, bottom, or ends of the fuselage
to allow evacuation with the rotorcraft § 29.809 Emergency exit arrangement.
on its side; or
(2) The probability of the rotorcraft (a) Each emergency exit must consist
coming to rest on its side in a crash of a movable door or hatch in the ex-
landing must be extremely remote. ternal walls of the fuselage and must
(d) Ditching emergency exits for pas- provide an unobstructed opening to the
sengers. If certification with ditching outside.
provisions is requested, ditching emer- (b) Each emergency exit must be
gency exits must be provided in accord- openable from the inside and from the
ance with the following requirements outside.
and must be proven by test, demonstra- (c) The means of opening each emer-
tion, or analysis unless the emergency gency exit must be simple and obvious
exits required by paragraph (b) of this and may not require exceptional effort.
section already meet these require- (d) There must be means for locking
ments. each emergency exit and for preventing
(1) For rotorcraft that have a pas- opening in flight inadvertently or as a
senger seating configuration, excluding result of mechanical failure.
pilots seats, of nine seats or less, one (e) There must be means to minimize
exit above the waterline in each side of the probability of the jamming of any
the rotorcraft, meeting at least the di- emergency exit in a minor crash land-
mensions of a Type IV exit. ing as a result of fuselage deformation
(2) For rotorcraft that have a pas- under the ultimate inertial forces in
senger seating configuration, excluding § 29.783(d).
pilots seats, of 10 seats or more, one (f) Except as provided in paragraph
exit above the waterline in a side of the (h) of this section, each land-based
rotorcraft meeting at least the dimen- rotorcraft emergency exit must have
sions of a Type III exit, for each unit an approved slide as stated in para-
(or part of a unit) of 35 passenger seats, graph (g) of this section, or its equiva-
but no less than two such exits in the lent, to assist occupants in descending
passenger cabin, with one on each side to the ground from each floor level exit
of the rotorcraft. However, where it and an approved rope, or its equivalent,
has been shown through analysis, for all other exits, if the exit threshold
ditching demonstrations, or any other is more that 6 feet above the ground—
tests found necessary by the Adminis- (1) With the rotorcraft on the ground
trator, that the evacuation capability and with the landing gear extended;
760
(2) With one or more legs or part of (h) For rotorcraft having 30 or fewer
the landing gear collapsed, broken, or passenger seats and having an exit
not extended; and threshold more than 6 feet above the
(3) With the rotorcraft resting on its ground, a rope or other assist means
side, if required by § 29.803(d). may be used in place of the slide speci-
(g) The slide for each passenger emer- fied in paragraph (f) of this section,
gency exit must be a self-supporting provided an evacuation demonstration
slide or equivalent, and must be de- is accomplished as prescribed in
signed to meet the following require- § 29.803(d) or (e).
ments: (i) If a rope, with its attachment, is
used for compliance with paragraph (f),
(1) It must be automatically de-
(g), or (h) of this section, it must—
ployed, and deployment must begin
(1) Withstand a 400-pound static load;
during the interval between the time
and
the exit opening means is actuated
(2) Attach to the fuselage structure
from inside the rotorcraft and the time
at or above the top of the emergency
the exit is fully opened. However, each
exit opening, or at another approved
passenger emergency exit which is also location if the stowed rope would re-
a passenger entrance door or a service duce the pilot’s view in flight.
door must be provided with means to
prevent deployment of the slide when [Amdt. 29–3, 33 FR 968, Jan. 26, 1968, as
the exit is opened from either the in- amended by Amdt. 29–29, 54 FR 47321, Nov. 13,
1989; Amdt. 27–26, 55 FR 8004, Mar. 6, 1990]
side or the outside under non-
emergency conditions for normal use. § 29.811 Emergency exit marking.
(2) It must be automatically erected
(a) Each passenger emergency exit,
within 10 seconds after deployment is
its means of access, and its means of
begun.
opening must be conspicuously marked
(3) It must be of such length after full for the guidance of occupants using the
deployment that the lower end is self- exits in daylight or in the dark. Such
supporting on the ground and provides markings must be designed to remain
safe evacuation of occupants to the visible for rotorcraft equipped for
ground after collapse of one or more overwater flights if the rotorcraft is
legs or part of the landing gear. capsized and the cabin is submerged.
(4) It must have the capability, in 25- (b) The identity and location of each
knot winds directed from the most passenger emergency exit must be rec-
critical angle, to deploy and, with the ognizable from a distance equal to the
assistance of only one person, to re- width of the cabin.
main usable after full deployment to (c) The location of each passenger
evacuate occupants safely to the emergency exit must be indicated by a
ground. sign visible to occupants approaching
(5) Each slide installation must be along the main passenger aisle. There
qualified by five consecutive deploy- must be a locating sign—
ment and inflation tests conducted (per (1) Next to or above the aisle near
exit) without failure, and at least three each floor emergency exit, except that
tests of each such five-test series must one sign may serve two exits if both ex-
be conducted using a single representa- ists can be seen readily from that sign;
tive sample of the device. The sample and
devices must be deployed and inflated (2) On each bulkhead or divider that
by the system’s primary means after prevents fore and aft vision along the
being subjected to the inertia forces passenger cabin, to indicate emergency
specified in § 29.561(b). If any part of the exits beyond and obscured by it, except
system fails or does not function prop- that if this is not possible the sign may
erly during the required tests, the be placed at another appropriate loca-
cause of the failure or malfunction tion.
must be corrected by positive means (d) Each passenger emergency exit
and after that, the full series of five marking and each locating sign must
consecutive deployment and inflation have white letters 1 inch high on a red
tests must be conducted without fail- background 2 inches high, be self or

ure. electrically illuminated, and have a
761
§ 29.812 14 CFR Ch. I (1–1–10 Edition)
minimum luminescence (brightness) of Emergency exits need only be marked
at least 160 microlamberts. The colors with the word ‘‘Exit.’’
may be reversed if this will increase [Amdt. 29–3, 33 FR 968, Jan. 26, 1968, as
the emergency illumination of the pas- amended by Amdt. 29–24, 49 FR 44438, Nov. 6,
senger compartment. 1984; Amdt. 27–26, 55 FR 8004, Mar. 6, 1990;
(e) The location of each passenger Amdt. 29–31, 55 FR 38967, Sept. 21, 1990]
emergency exit operating handle and
instructions for opening must be § 29.812 Emergency lighting.
shown— For transport Category A rotorcraft,
(1) For each emergency exit, by a the following apply:
marking on or near the exit that is (a) A source of light with its power
readable from a distance of 30 inches; supply independent of the main light-
and ing system must be installed to—
(2) For each Type I or Type II emer- (1) Illuminate each passenger emer-
gency exit with a locking mechanism gency exit marking and locating sign;
released by rotary motion of the han- and
dle, by— (2) Provide enough general lighting
(i) A red arrow, with a shaft at least in the passenger cabin so that the aver-
three-fourths inch wide and a head age illumination, when measured at 40-
twice the width of the shaft, extending inch intervals at seat armrest height
on the center line of the main pas-
along at least 70 degrees of arc at a ra-
senger aisle, is at least 0.05 foot-candle.
dius approximately equal to three-
(b) Exterior emergency lighting must
fourths of the handle length; and
be provided at each emergency exit.
(ii) The word ‘‘open’’ in red letters 1 The illumination may not be less than
inch high, placed horizontally near the 0.05 foot-candle (measured normal to
head of the arrow. the direction of incident light) for min-
(f) Each emergency exit, and its imum width on the ground surface,
means of opening, must be marked on with landing gear extended, equal to
the outside of the rotorcraft. In addi- the width of the emergency exit where
tion, the following apply: an evacuee is likely to make first con-
(1) There must be a 2-inch colored tact with the ground outside the cabin.
band outlining each passenger emer- The exterior emergency lighting may
gency exit, except small rotorcraft be provided by either interior or exte-
with a maximum weight of 12,500 rior sources with light intensity meas-
pounds or less may have a 2-inch col- urements made with the emergency
ored band outlining each exit release exits open.
lever or device of passenger emergency (c) Each light required by paragraph
exits which are normally used doors. (a) or (b) of this section must be oper-
(2) Each outside marking, including able manually from the cockpit station
the band, must have color contrast to and from a point in the passenger com-
be readily distinguishable from the sur- partment that is readily accessible.
rounding fuselage surface. The contrast The cockpit control device must have
must be such that, if the reflectance of an ‘‘on,’’ ‘‘off,’’ and ‘‘armed’’ position
the darker color is 15 percent or less, so that when turned on at the cockpit
the reflectance of the lighter color or passenger compartment station or
must be at least 45 percent. ‘‘Reflec- when armed at the cockpit station, the
tance’’ is the ratio of the luminous flux emergency lights will either illuminate
reflected by a body to the luminous or remain illuminated upon interrup-
flux it receives. When the reflectance tion of the rotorcraft’s normal electric
of the darker color is greater than 15 power.
percent, at least a 30 percent difference (d) Any means required to assist the
between its reflectance and the reflec- occupants in descending to the ground
tance of the lighter color must be pro- must be illuminated so that the erect-
vided. ed assist means is visible from the
(g) Exits marked as such, though in rotorcraft.
excess of the required number of exits, (1) The assist means must be pro-
must meet the requirements for emer- vided with an illumination of not less
gency exits of the particular type. than 0.03 foot-candle (measured normal
762
to the direction of the incident light) rowest passenger seat installed on the
at the ground end of the erected assist rotorcraft;
means where an evacuee using the es- (2) For rotorcraft that have a pas-
tablished escape route would normally senger seating configuration, excluding
make first contact with the ground, pilot seats, of 19 or less, there may be
with the rotorcraft in each of the atti- minor obstructions in the region de-
tudes corresponding to the collapse of scribed in paragraph (c)(1) of this sec-
one or more legs of the landing gear. tion, if there are compensating factors
(2) If the emergency lighting sub- to maintain the effectiveness of the
system illuminating the assist means exit.
is independent of the rotorcraft’s main
emergency lighting system, it— [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(i) Must automatically be activated amended by Amdt. 29–12, 41 FR 55472, Dec. 20,
1976]
when the assist means is erected;
(ii) Must provide the illumination re- § 29.815 Main aisle width.
quired by paragraph (d)(1); and
(iii) May not be adversely affected by The main passenger aisle width be-
stowage. tween seats must equal or exceed the
(e) The energy supply to each emer- values in the following table:
gency lighting unit must provide the Minimum main passenger
required level of illumination for at aisle width
least 10 minutes at the critical ambient Passenger seating capacity Less than 25 Inches
conditions after an emergency landing. 25 inches and more
(f) If storage batteries are used as the from floor from floor
(inches) (inches)
energy supply for the emergency light-
ing system, they may be recharged 10 or less ................................... 12 15
from the rotorcraft’s main electrical 11 through 19 ............................ 12 20
power system provided the charging 20 or more ................................. 15 20
circuit is designed to preclude inad- 1 A narrower width not less than 9 inches may be approved
vertent battery discharge into charg- when substantiated by tests found necessary by the
Administrator.
ing circuit faults.
[Amdt. 29–24, 49 FR 44438, Nov. 6, 1984] [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–12, 41 FR 55472, Dec. 20,
§ 29.813 Emergency exit access. 1976]
(a) Each passageway between pas- § 29.831 Ventilation.

senger compartments, and each pas-
sageway leading to Type I and Type II (a) Each passenger and crew compart-
emergency exits, must be— ment must be ventilated, and each
(1) Unobstructed; and crew compartment must have enough
(2) At least 20 inches wide. fresh air (but not less than 10 cu. ft. per
(b) For each emergency exit covered minute per crewmember) to let crew-
by § 29.809(f), there must be enough members perform their duties without
space adjacent to that exit to allow a undue discomfort or fatigue.
crewmember to assist in the evacu- (b) Crew and passenger compartment
ation of passengers without reducing air must be free from harmful or haz-
the unobstructed width of the passage- ardous concentrations of gases or va-
way below that required for that exit. pors.
(c) There must be access from each (c) The concentration of carbon mon-
aisle to each Type III and Type IV exit, oxide may not exceed one part in 20,000
and parts of air during forward flight. If the
(1) For rotorcraft that have a pas- concentration exceeds this value under
senger seating configuration, excluding other conditions, there must be suit-
pilot seats, of 20 or more, the projected able operating restrictions.
opening of the exit provided must not (d) There must be means to ensure
be obstructed by seats, berths, or other compliance with paragraphs (b) and (c)
protrusions (including seatbacks in any of this section under any reasonably
position) for a distance from that exit probable failure of any ventilating,
of not less than the width of the nar- heating, or other system or equipment.
763
§ 29.833 14 CFR Ch. I (1–1–10 Edition)
§ 29.833 Heaters. not exceed 15 seconds. Drippings from

Each combustion heater must be ap- the test specimen may not continue to
proved. flame for more than an average of 3
seconds after falling.
FIRE PROTECTION (2) Floor covering, textiles (including
draperies and upholstery), seat cush-
§ 29.851 Fire extinguishers. ions, padding, decorative and non-
(a) Hand fire extinguishers. For hand decorative coated fabrics, leather,
fire extinguishers the following apply: trays and galley furnishings, electrical
(1) Each hand fire extinguisher must conduit, thermal and acoustical insula-
be approved. tion and insulation covering, air duct-
(2) The kinds and quantities of each ing, joint and edge covering, cargo
extinguishing agent used must be ap- compartment liners, insulation blan-
propriate to the kinds of fires likely to kets, cargo covers, and transparencies,
occur where that agent is used. molded and thermoformed parts, air
(3) Each extinguisher for use in a per- ducting joints, and trim strips (decora-
sonnel compartment must be designed tive and chafing) that are constructed
to minimize the hazard of toxic gas of materials not covered in paragraph
concentrations. (a)(3) of this section, must be self ex-
(b) Built-in fire extinguishers. If a tinguishing when tested vertically in
built-in fire extinguishing system is re- accordance with the applicable portion
quired— of appendix F of Part 25 of this chapter,
(1) The capacity of each system, in or other approved equivalent methods.
relation to the volume of the compart- The average burn length may not ex-
ment where used and the ventilation ceed 8 inches and the average flame
rate, must be adequate for any fire time after removal of the flame source
likely to occur in that compartment. may not exceed 15 seconds. Drippings
(2) Each system must be installed so from the test specimen may not con-
that— tinue to flame for more than an aver-
(i) No extinguishing agent likely to age of 5 seconds after falling.
enter personnel compartments will be (3) Acrylic windows and signs, parts
present in a quantity that is hazardous constructed in whole or in part of
to the occupants; and elastometric materials, edge lighted
(ii) No discharge of the extinguisher instrument assemblies consisting of
can cause structural damage. two or more instruments in a common
housing, seat belts, shoulder harnesses,
§ 29.853 Compartment interiors. and cargo and baggage tiedown equip-
For each compartment to be used by ment, including containers, bins, pal-
the crew or passengers— lets, etc., used in passenger or crew
(a) The materials (including finishes compartments, may not have an aver-
or decorative surfaces applied to the age burn rate greater than 2.5 inches
materials) must meet the following per minute when tested horizontally in
test criteria as applicable: accordance with the applicable por-
(1) Interior ceiling panels, interior tions of appendix F of Part 25 of this
wall panels, partitions, galley struc- chapter, or other approved equivalent
ture, large cabinet walls, structural methods.
flooring, and materials used in the con- (4) Except for electrical wire and
struction of stowage compartments cable insulation, and for small parts
(other than underseat stowage com- (such as knobs, handles, rollers, fas-
partments and compartments for stow- teners, clips, grommets, rub strips, pul-
ing small items such as magazines and leys, and small electrical parts) that
maps) must be self-extinguishing when the Administrator finds would not con-
tested vertically in accordance with tribute significantly to the propaga-
the applicable portions of appendix F tion of a fire, materials in items not
of Part 25 of this chapter, or other ap- specified in paragraphs (a)(1), (a)(2), or
proved equivalent methods. The aver- (a)(3) of this section may not have a
age burn length may not exceed 6 burn rate greater than 4 inches per
inches and the average flame time minute when tested horizontally in ac-
after removal of the flame source may cordance with the applicable portions
764
of appendix F of Part 25 of this chapter, with materials in accordance with the
or other approved equivalent methods. following:
(b) In addition to meeting the re- (1) For accessible and inaccessible
quirements of paragraph (a)(2), seat compartments not occupied by pas-
cushions, except those on flight crew- sengers or crew, the material must be
member seats, must meet the test re- at least fire resistant.
quirements of Part II of appendix F of (2) Materials must meet the require-
Part 25 of this chapter, or equivalent. ments in § 29.853(a)(1), (a)(2), and (a)(3)
(c) If smoking is to be prohibited, for cargo or baggage compartments in
there must be a placard so stating, and which—
if smoking is to be allowed— (i) The presence of a compartment
(1) There must be an adequate num- fire would be easily discovered by a
ber of self-contained, removable ash- crewmember while at the crew-
trays; and member’s station;
(2) Where the crew compartment is (ii) Each part of the compartment is
separated from the passenger compart- easily accessible in flight;
ment, there must be at least one illu- (iii) The compartment has a volume
minated sign (using either letters or of 200 cubic feet or less; and
symbols) notifying all passengers when (iv) Notwithstanding § 29.1439(a), pro-
smoking is prohibited. Signs which no- tective breathing equipment is not re-
tify when smoking is prohibited must— quired.
(i) When illuminated, be legible to (b) No compartment may contain any
each passenger seated in the passenger controls, wiring, lines, equipment, or
cabin under all probable lighting condi- accessories whose damage or failure
tions; and would affect safe operation, unless
(ii) Be so constructed that the crew those items are protected so that—
can turn the illumination on and off. (1) They cannot be damaged by the
(d) Each receptacle for towels, paper, movement of cargo in the compart-
or waste must be at least fire-resistant ment; and
and must have means for containing (2) Their breakage or failure will not
possible fires; create a fire hazard.
(e) There must be a hand fire extin- (c) The design and sealing of inacces-
guisher for the flight crewmembers; sible compartments must be adequate
and to contain compartment fires until a
landing and safe evacuation can be
(f) At least the following number of
made.
hand fire extinguishers must be con-
(d) Each cargo and baggage compart-
veniently located in passenger com-
ment that is not sealed so as to contain
partments:
cargo compartment fires completely
Fire extin- without endangering the safety of a
Passenger capacity
guishers rotorcraft or its occupants must be de-
7 through 30 .................................................. 1 signed, or must have a device, to en-
31 through 60 ................................................ 2 sure detection of fires or smoke by a
61 or more ..................................................... 3 crewmember while at his station and
to prevent the accumulation of harm-
(Secs. 313(a), 601, 603, 604, Federal Aviation ful quantities of smoke, flame, extin-
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424), guishing agents, and other noxious
sec. 6(c), Dept. of Transportation Act (49 gases in any crew or passenger com-
U.S.C. 1655(c))) partment. This must be shown in
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as flight.
amended by Amdt. 29–3, 33 FR 969, Jan. 26, (e) For rotorcraft used for the car-
1968; Amdt. 29–17, 43 FR 50600, Oct. 30, 1978; riage of cargo only, the cabin area may
Amdt 29–18, 45 FR 7756, Feb. 4, 1980; Amdt. 29– be considered a cargo compartment
23, 49 FR 43200, Oct. 26, 1984] and, in addition to paragraphs (a)
through (d) of this section, the fol-
§ 29.855 Cargo and baggage compart- lowing apply:
ments. (1) There must be means to shut off
(a) Each cargo and baggage compart- the ventilating airflow to or within the
ment must be construced of or lined compartment. Controls for this purpose
765
§ 29.859 14 CFR Ch. I (1–1–10 Edition)
must be accessible to the flight crew in distance great enough to prevent dam-
the crew compartment. age from backfiring or reverse flame
(2) Required crew emergency exits propagation. In addition—
must be accessible under all cargo (1) No combustion air duct may com-
loading conditions. municate with the ventilating air-
(3) Sources of heat within each com- stream unless flames from backfires or
partment must be shielded and insu- reverse burning cannot enter the ven-
lated to prevent igniting the cargo. tilating airstream under any operating
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
condition, including reverse flow or
amended by Amdt. 29–3, 33 FR 969, Jan 26, malfunction of the heater or its associ-
1968; Amdt. 29–24, 49 FR 44438, Nov. 6, 1984; ated components; and
Amdt. 27–26, 55 FR 8004, Mar. 6, 1990] (2) No combustion air duct may re-
strict the prompt relief of any backfire
§ 29.859 Combustion heater fire pro- that, if so restricted, could cause heat-
tection. er failure.
(a) Combustion heater fire zones. The (d) Heater controls; general. There
following combustion heater fire zones must be means to prevent the haz-
must be protected against fire under ardous accumulation of water or ice on
the applicable provisions of §§ 29.1181 or in any heater control component,
through 29.1191, and 29.1195 through control system tubing, or safety con-
29.1203: trol.
(1) The region surrounding any heat- (e) Heater safety controls. For each
er, if that region contains any flam- combustion heater, safety control
mable fluid system components (in- means must be provided as follows:
cluding the heater fuel system), that (1) Means independent of the compo-
could— nents provided for the normal contin-
(i) Be damaged by heater malfunc- uous control of air temperature, air-
tioning; or flow, and fuel flow must be provided,
(ii) Allow flammable fluids or vapors for each heater, to automatically shut
to reach the heater in case of leakage. off the ignition and fuel supply of that
(2) Each part of any ventilating air heater at a point remote from that
passage that— heater when any of the following oc-
(i) Surrounds the combustion cham- curs:
ber; and (i) The heat exchanger temperature
(ii) Would not contain (without dam- exceeds safe limits.
age to other rotorcraft components) (ii) The ventilating air temperature
any fire that may occur within the pas- exceeds safe limits.
sage. (iii) The combustion airflow becomes
(b) Ventilating air ducts. Each ven- inadequate for safe operation.
tilating air duct passing through any (iv) The ventilating airflow becomes
fire zone must be fireproof. In addi- inadequate for safe operation.
tion— (2) The means of complying with
(1) Unless isolation is provided by paragraph (e)(1) of this section for any
fireproof valves or by equally effective individual heater must—
means, the ventilating air duct down- (i) Be independent of components
stream of each heater must be fireproof serving any other heater whose heat
for a distance great enough to ensure output is essential for safe operation;
that any fire originating in the heater and
can be contained in the duct; and (ii) Keep the heater off until re-
(2) Each part of any ventilating duct started by the crew.
passing through any region having a (3) There must be means to warn the
flammable fluid system must be so crew when any heater whose heat out-
constructed or isolated from that sys- put is essential for safe operation has
tem that the malfunctioning of any been shut off by the automatic means
component of that system cannot in- prescribed in paragraph (e)(1) of this
troduce flammable fluids or vapors section.
into the ventilating airstream. (f) Air intakes. Each combustion and
(c) Combustion air ducts. Each com- ventilating air intake must be where
bustion air duct must be fireproof for a no flammable fluids or vapors can
766
enter the heater system under any op- least 5 minutes under any foreseeable
erating condition— powerplant fire conditions.
(1) During normal operation; or
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(2) As a result of the malfunction of amended by Amdt. 27–26, 55 FR 8005, Mar. 6,
any other component. 1990]
(g) Heater exhaust. Each heater ex-
haust system must meet the require- § 29.863 Flammable fluid fire protec-
ments of §§ 29.1121 and 29.1123. In addition.
tion— (a) In each area where flammable
(1) Each exhaust shroud must be fluids or vapors might escape by leak-
sealed so that no flammable fluids or age of a fluid system, there must be
hazardous quantities of vapors can means to minimize the probability of
reach the exhaust systems through ignition of the fluids and vapors, and
joints; and the resultant hazards if ignition does
(2) No exhaust system may restrict occur.
the prompt relief of any backfire that, (b) Compliance with paragraph (a) of
if so restricted, could cause heater fail- this section must be shown by analysis
ure. or tests, and the following factors must
(h) Heater fuel systems. Each heater be considered:
fuel system must meet the powerplant (1) Possible sources and paths of fluid
fuel system requirements affecting safe leakage, and means of detecting leak-
heater operation. Each heater fuel sys- age.
tem component in the ventilating air- (2) Flammability characteristics of
stream must be protected by shrouds fluids, including effects of any combus-
so that no leakage from those compo- tible or absorbing materials.
nents can enter the ventilating air-
(3) Possible ignition sources, includ-
stream.
ing electrical faults, overheating of
(i) Drains. There must be means for equipment, and malfunctioning of pro-
safe drainage of any fuel that might ac-
tective devices.
cumulate in the combustion chamber
(4) Means available for controlling or
or the heat exchanger. In addition—
extinguishing a fire, such as stopping
(1) Each part of any drain that oper-
flow of fluids, shutting down equip-
ates at high temperatures must be pro-
ment, fireproof containment, or use of
tected in the same manner as heater
extinguishing agents.
exhausts; and
(5) Ability of rotorcraft components
(2) Each drain must be protected
that are critical to safety of flight to
against hazardous ice accumulation
withstand fire and heat.
under any operating condition.
(c) If action by the flight crew is re-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as quired to prevent or counteract a fluid
amended by Amdt. 29–2, 32 FR 6914, May 5, fire (e.g. equipment shutdown or actu-
1967]
ation of a fire extinguisher), quick act-
§ 29.861 Fire protection of structure, ing means must be provided to alert
controls, and other parts. the crew.
(d) Each area where flammable fluids
Each part of the structure, controls,
or vapors might escape by leakage of a
and the rotor mechanism, and other
fluid system must be identified and de-
parts essential to controlled landing
fined.
and (for category A) flight that would
be affected by powerplant fires must be (Secs. 313(a), 601, 603, 604, Federal Aviation
isolated under § 29.1191, or must be— Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424),
(a) For category A rotorcraft, fire- sec. 6(c), Dept. of Transportation Act (49
proof; and U.S.C. 1655(c)))
(b) For Category B rotorcraft, fire- [Amdt. 29–17, 43 FR 50600, Oct. 30, 1978]
proof or protected so that they can per-

form their essential functions for at
767
§ 29.865 14 CFR Ch. I (1–1–10 Edition)
EXTERNAL LOADS location and must be designed and lo-
cated so that it may be operated by ei-
§ 29.865 External loads. ther the pilot or a crewmember with-
(a) It must be shown by analysis, out hazardously limiting the ability to
test, or both, that the rotorcraft exter- control the rotorcraft during an emer-
nal load attaching means for rotor- gency situation.
craft-load combinations to be used for (2) A control for the backup quick re-
nonhuman external cargo applications lease subsystem, readily accessible to
can withstand a limit static load equal either the pilot or another crew-
to 2.5, or some lower load factor ap- member, must be provided.
proved under §§ 29.337 through 29.341, (3) Both the primary and backup
multiplied by the maximum external quick release subsystems must—
load for which authorization is re- (i) Be reliable, durable, and function
quested. It must be shown by analysis, properly with all external loads up to
test, or both that the rotorcraft exter- and including the maximum external
nal load attaching means and cor- limit load for which authorization is
responding personnel carrying device requested.
system for rotorcraft-load combina- (ii) Be protected against electro-
tions to be used for human external magnetic interference (EMI) from ex-
cargo applications can withstand a ternal and internal sources and against
limit static load equal to 3.5 or some lightning to prevent inadvertent load
lower load factor, not less than 2.5, ap- release.
proved under §§ 29.337 through 29.341, (A) The minimum level of protection
multiplied by the maximum external required for jettisonable rotorcraft-
load for which authorization is re- load combinations used for nonhuman
quested. The load for any rotorcraft- external cargo is a radio frequency
load combination class, for any exter- field strength of 20 volts per meter.
nal cargo type, must be applied in the (B) The minimum level of protection
vertical direction. For jettisonable ex- required for jettisonable rotorcraft-
ternal loads of any applicable external load combinations used for human ex-
cargo type, the load must also be ap- ternal cargo is a radio frequency field
plied in any direction making the max- strength of 200 volts per meter.
imum angle with the vertical that can
(iii) Be protected against any failure
be achieved in service but not less than
that could be induced by a failure mode
30°. However, the 30° angle may be re-
of any other electrical or mechanical
duced to a lesser angle if—
rotorcraft system.
(1) An operating limitation is estab-
lished limiting external load oper- (c) For rotorcraft-load combinations
ations to such angles for which compli- to be used for human external cargo
ance with this paragraph has been applications, the rotorcraft must—
shown; or (1) For jettisonable external loads,
(2) It is shown that the lesser angle have a quick-release system that meets
can not be exceeded in service. the requirements of paragraph (b) of
(b) The external load attaching this section and that—
means, for jettisonable rotorcraft-load (i) Provides a dual actuation device
combinations, must include a quick-re- for the primary quick release sub-
lease system to enable the pilot to re- system, and
lease the external load quickly during (ii) Provides a separate dual actu-
flight. The quick-release system must ation device for the backup quick re-
consist of a primary quick release sub- lease subsystem;
system and a backup quick release sub- (2) Have a reliable, approved per-
system that are isolated from one an- sonnel carrying device system that has
other. The quick release system, and the structural capability and personnel
the means by which it is controlled, safety features essential for external
must comply with the following: occupant safety;
(1) A control for the primary quick (3) Have placards and markings at all
release subsystem must be installed ei- appropriate locations that clearly state
ther on one of the pilot’s primary con- the essential system operating instruc-
trols or in an equivalently accessible tions and, for the personnel carrying
768
device system, ingress and egress in- § 29.873 Ballast provisions.
structions; Ballast provisions must be designed
(4) Have equipment to allow direct and constructed to prevent inadvertent
intercommunication among required shifting of ballast in flight.
crewmembers and external occupants;
(5) Have the appropriate limitations Subpart E—Powerplant
and procedures incorporated in the
flight manual for conducting human GENERAL
external cargo operations; and
(6) For human external cargo applica- § 29.901 Installation.
tions requiring use of Category A (a) For the purpose of this part, the
rotorcraft, have one-engine-inoperative powerplant installation includes each
hover performance data and procedures part of the rotorcraft (other than the
in the flight manual for the weights, main and auxiliary rotor structures)
altitudes, and temperatures for which that—
(1) Is necessary for propulsion;
external load approval is requested.
(2) Affects the control of the major
(d) The critically configured jettison- propulsive units; or
able external loads must be shown by a (3) Affects the safety of the major
combination of analysis, ground tests, propulsive units between normal in-
and flight tests to be both transport- spections or overhauls.
able and releasable throughout the ap- (b) For each powerplant installa-
proved operational envelope without tion—
hazard to the rotorcraft during normal (1) The installation must comply
flight conditions. In addition, these ex- with—
ternal loads—must be shown to be re- (i) The installation instructions pro-
leasable without hazard to the rotor- vided under § 33.5 of this chapter; and
craft during emergency flight condi- (ii) The applicable provisions of this
tions. subpart.
(e) A placard or marking must be in- (2) Each component of the installa-
stalled next to the external-load at- tion must be constructed, arranged,
and installed to ensure its continued
taching means clearly stating any
safe operation between normal inspec-
operational limitations and the max-
tions or overhauls for the range of tem-
imum authorized external load as dem-
perature and altitude for which ap-
onstrated under § 29.25 and this section. proval is requested.
(f) The fatigue evaluation of § 29.571 (3) Accessibility must be provided to
of this part does not apply to rotor- allow any inspection and maintenance
craft-load combinations to be used for necessary for continued airworthiness;
nonhuman external cargo except for and
the failure of critical structural ele- (4) Electrical interconnections must
ments that would result in a hazard to be provided to prevent differences of
the rotorcraft. For rotorcraft-load potential between major components of
combinations to be used for human ex- the installation and the rest of the
ternal cargo, the fatigue evaluation of rotorcraft.
§ 29.571 of this part applies to the entire (5) Axial and radial expansion of tur-
quick release and personnel carrying bine engines may not affect the safety
device structural systems and their at- of the installation.
tachments. (6) Design precautions must be taken
to minimize the possibility of incorrect
[Amdt. 29–12, 41 FR 55472, Dec. 20, 1976, as assembly of components and equipment
amended by Amdt. 27–26, 55 FR 8005, Mar. 6, essential to safe operation of the rotor-
1990; Amdt. 29–43, 64 FR 43020, Aug. 6, 1999] craft, except where operation with the
incorrect assembly can be shown to be
MISCELLANEOUS
extremely improbable.
§ 29.871 Leveling marks. (c) For each powerplant and auxiliary
power unit installation, it must be es-
There must be reference marks for tablished that no single failure or mal-
leveling the rotorcraft on the ground. function or probable combination of
769
§ 29.903 14 CFR Ch. I (1–1–10 Edition)
failures will jeopardize the safe oper- (d) Turbine engine installation. For
ation of the rotorcraft except that the turbine engine installations—
failure of structural elements need not (1) Design precautions must be taken
be considered if the probability of any to minimize the hazards to the rotor-
such failure is extremely remote. craft in the event of an engine rotor
(d) Each auxiliary power unit instal- failure; and
lation must meet the applicable provi- (2) The powerplant systems associ-
sions of this subpart. ated with engine control devices, sys-
(Secs. 313(a), 601, 603, 604, Federal Aviation tems, and instrumentation must be de-
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424), signed to give reasonable assurance
sec. 6(c), Dept. of Transportation Act (49 that those engine operating limitations
U.S.C. 1655(c))) that adversely affect engine rotor
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as structural integrity will not be exceed-
amended by Amdt. 29–3, 33 FR 969, Jan. 26, ed in service.
1968; Amdt, 29–13, 42 FR 15046, Mar. 17, 1977; (e) Restart capability. (1) A means to
Amdt. 29–17, 43 FR 50600, Oct. 30, 1978; Amdt. restart any engine in flight must be
29–26, 53 FR 34215, Sept. 2, 1988; Amdt. 29–36,
60 FR 55776, Nov. 2, 1995]
provided.
(2) Except for the in-flight shutdown
§ 29.903 Engines. of all engines, engine restart capability
(a) Engine type certification. Each en- must be demonstrated throughout a
gine must have an approved type cer- flight envelope for the rotorcraft.
tificate. Reciprocating engines for use (3) Following the in-flight shutdown
in helicopters must be qualified in ac- of all engines, in-flight engine restart
cordance with § 33.49(d) of this chapter capability must be provided.
or be otherwise approved for the in- (Secs. 313(a), 601, and 603, 72 Stat. 752, 775, 49
tended usage. U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49
(b) Category A; engine isolation. For U.S.C. 1655(c))
each category A rotorcraft, the power-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
plants must be arranged and isolated amended by Amdt. 29–12, 41 FR 55472, Dec. 20,
from each other to allow operation, in 1976; Amdt. 29–26, 53 FR 34215, Sept. 2, 1988;
at least one configuration, so that the Amdt. 29–31, 55 FR 38967, Sept. 21, 1990; 55 FR
failure or malfunction of any engine, or 41309, Oct. 10, 1990; Amdt. 29–36, 60 FR 55776,
the failure of any system that can af- Nov. 2, 1995]
fect any engine, will not—
(1) Prevent the continued safe oper- § 29.907 Engine vibration.
ation of the remaining engines; or (a) Each engine must be installed to
(2) Require immediate action, other prevent the harmful vibration of any
than normal pilot action with primary part of the engine or rotorcraft.
flight controls, by any crewmember to (b) The addition of the rotor and the
maintain safe operation. rotor drive system to the engine may
(c) Category A; control of engine rota- not subject the principal rotating parts
tion. For each Category A rotorcraft, of the engine to excessive vibration
there must be a means for stopping the stresses. This must be shown by a vi-
rotation of any engine individually in bration investigation.
flight, except that, for turbine engine
installations, the means for stopping § 29.908 Cooling fans.
the engine need be provided only where
necessary for safety. In addition— For cooling fans that are a part of a
(1) Each component of the engine powerplant installation the following
stopping system that is located on the apply:
engine side of the firewall, and that (a) Category A. For cooling fans in-
might be exposed to fire, must be at stalled in Category A rotorcraft, it
least fire resistant; or must be shown that a fan blade failure
(2) Duplicate means must be avail- will not prevent continued safe flight
able for stopping the engine and the either because of damage caused by the
controls must be where all are not like- failed blade or loss of cooling air.
ly to be damaged at the same time in (b) Category B. For cooling fans in-
case of fire. stalled in category B rotorcraft, there
770
must be means to protect the rotor- and control will continue to be driven
craft and allow a safe landing if a fan by the remaining engines if any engine
blade fails. It must be shown that— fails.
(1) The fan blade would be contained (2) For single-engine rotorcraft, each
in the case of a failure; rotor drive system must be so arranged
(2) Each fan is located so that a fan that each rotor necessary for control in
blade failure will not jeopardize safety; autorotation will continue to be driven
or by the main rotors after disengage-
(3) Each fan blade can withstand an ment of the engine from the main and
ultimate load of 1.5 times the cen- auxiliary rotors.
trifugal force expected in service, lim- (3) Each rotor drive system must in-
ited by either— corporate a unit for each engine to
(i) The highest rotational speeds automatically disengage that engine
achievable under uncontrolled condi- from the main and auxiliary rotors if
tions; or that engine fails.
(ii) An overspeed limiting device. (4) If a torque limiting device is used
(c) Fatigue evaluation. Unless a fa- in the rotor drive system, it must be
tigue evaluation under § 29.571 is con- located so as to allow continued con-
ducted, it must be shown that cooling trol of the rotorcraft when the device
fan blades are not operating at reso- is operating.
nant conditions within the operating (5) If the rotors must be phased for
limits of the rotorcraft. intermeshing, each system must pro-
(Secs. 313(a), 601, and 603, 72 Stat. 752, 775, 49 vide constant and positive phase rela-
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 tionship under any operating condi-
U.S.C. 1655 (c)) tion.
[Amdt. 29–13, 42 FR 15046, Mar. 17, 1977, as (6) If a rotor dephasing device is in-
amended by Amdt. 29–26, 53 FR 34215, Sept. 2, corporated, there must be means to
1988] keep the rotors locked in proper phase
before operation.
ROTOR DRIVE SYSTEM
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
§ 29.917 Design. amended by Amdt. 29–12, 41 FR 55472, Dec. 20,
1976; Amdt. 29–40, 61 FR 21908, May 10, 1996]
(a) General. The rotor drive system
includes any part necessary to trans- § 29.921 Rotor brake.
mit power from the engines to the
rotor hubs. This includes gear boxes, If there is a means to control the ro-
shafting, universal joints, couplings, tation of the rotor drive system inde-
rotor brake assemblies, clutches, sup- pendently of the engine, any limita-
porting bearings for shafting, any at- tions on the use of that means must be
tendant accessory pads or drives, and specified, and the control for that
any cooling fans that are a part of, at- means must be guarded to prevent in-
tached to, or mounted on the rotor advertent operation.
drive system.
(b) Design assessment. A design assess- § 29.923 Rotor drive system and con-
trol mechanism tests.
ment must be performed to ensure that
the rotor drive system functions safely (a) Endurance tests, general. Each
over the full range of conditions for rotor drive system and rotor control
which certification is sought. The de- mechanism must be tested, as pre-
sign assessment must include a described in paragraphs (b) through (n)
tailed failure analysis to identify all and (p) of this section, for at least 200
failures that will prevent continued hours plus the time required to meet
safe flight or safe landing and must the requirements of paragraphs (b)(2),
identify the means to minimize the (b)(3), and (k) of this section. These
likelihood of their occurrence. tests must be conducted as follows:
(c) Arrangement. Rotor drive systems (1) Ten-hour test cycles must be used,
must be arranged as follows: except that the test cycle must be ex-
(1) Each rotor drive system of multi- tended to include the OEI test of para-
engine rotorcraft must be arranged so graphs (b)(2) and (k), of this section if
that each rotor necessary for operation OEI ratings are requested.
771
§ 29.923 14 CFR Ch. I (1–1–10 Edition)
(2) The tests must be conducted on prescribed in paragraph (b)(1) of this
the rotorcraft. section except for the following:
(3) The test torque and rotational (i) Immediately following any one 5-
speed must be— minute power-on run required by para-
(i) Determined by the powerplant graph (b)(1) of this section, simulate a
limitations; and failure for each power source in turn,
(ii) Absorbed by the rotors to be ap- and apply the maximum torque and the
proved for the rotorcraft. maximum speed for use with 30-second
(b) Endurance tests; takeoff run. The OEI power to the remaining affected
takeoff run must be conducted as fol- drive system power inputs for not less
lows: than 30 seconds. Each application of 30-
second OEI power must be followed by
(1) Except as prescribed in para-
two applications of the maximum
graphs (b)(2) and (b)(3) of this section,
torque and the maximum speed for use
the takeoff torque run must consist of
with the 2 minute OEI power for not
1 hour of alternate runs of 5 minutes at
less than 2 minutes each; the second
takeoff torque and the maximum speed
application must follow a period at sta-
for use with takeoff torque, and 5 min- bilized continuous or 30 minute OEI
utes at as low an engine idle speed as power (whichever is requested by the
practicable. The engine must be de- applicant). At least one run sequence
clutched from the rotor drive system, must be conducted from a simulated
and the rotor brake, if furnished and so ‘‘flight idle’’ condition. When con-
intended, must be applied during the ducted on a bench test, the test se-
first minute of the idle run. During the quence must be conducted following
remaining 4 minutes of the idle run, stabilization at take-off power.
the clutch must be engaged so that the (ii) For the purpose of this para-
engine drives the rotors at the min- graph, an affected power input includes
imum practical r.p.m. The engine and all parts of the rotor drive system
the rotor drive system must be acceler- which can be adversely affected by the
ated at the maximum rate. When de- application of higher or asymmetric
clutching the engine, it must be decel- torque and speed prescribed by the
erated rapidly enough to allow the op- test.
eration of the overrunning clutch. (iii) This test may be conducted on a
(2) For helicopters for which the use representative bench test facility when
of a 21⁄2-minute OEI rating is requested, engine limitations either preclude re-
the takeoff run must be conducted as peated use of this power or would re-
prescribed in paragraph (b)(1) of this sult in premature engine removals dur-
section, except for the third and sixth ing the test. The loads, the vibration
runs for which the takeoff torque and frequency, and the methods of applica-
the maximum speed for use with take- tion to the affected rotor drive system
off torque are prescribed in that para- components must be representative of
graph. For these runs, the following rotorcraft conditions. Test components
apply: must be those used to show compliance
(i) Each run must consist of at least with the remainder of this section.
one period of 21⁄2 minutes with takeoff (c) Endurance tests; maximum contin-
torque and the maximum speed for use uous run. Three hours of continuous op-
with takeoff torque on all engines. eration at maximum continuous torque
(ii) Each run must consist of at least and the maximum speed for use with
one period, for each engine in sequence, maximum continuous torque must be
during which that engine simulates a conducted as follows:
power failure and the remaining en- (1) The main rotor controls must be
gines are run at the 21⁄2-minute OEI operated at a minimum of 15 times
torque and the maximum speed for use each hour through the main rotor pitch
with 21⁄2-minute OEI torque for 21⁄2 min- positions of maximum vertical thrust,
utes. maximum forward thrust component,
(3) For multiengine, turbine-powered maximum aft thrust component, max-
rotorcraft for which the use of 30-sec- imum left thrust component, and max-
ond/2-minute OEI power is requested, imum right thrust component, except

the takeoff run must be conducted as that the control movements need not
772
produce loads or blade flapping motion (h) Endurance tests; overspeed run. One
exceeding the maximum loads of mo- hour of continuous operation must be
tions encountered in flight. conducted at maximum continuous
(2) The directional controls must be torque and the maximum power-on
operated at a minimum of 15 times overspeed expected in service, assum-
each hour through the control ex- ing that speed and torque limiting de-
tremes of maximum right turning vices, if any, function properly.
torque, neutral torque as required by (i) Endurance tests; rotor control posi-
the power applied to the main rotor, tions. When the rotor controls are not
and maximum left turning torque. being cycled during the tie-down tests,
(3) Each maximum control position the rotor must be operated, using the
must be held for at least 10 seconds, procedures prescribed in paragraph (c)
and the rate of change of control posi- of this section, to produce each of the
tion must be at least as rapid as that maximum thrust positions for the fol-
for normal operation. lowing percentages of test time (except
(d) Endurance tests; 90 percent of max- that the control positions need not
imum continuous run. One hour of con- produce loads or blade flapping motion
tinuous operation at 90 percent of max- exceeding the maximum loads or mo-
imum continuous torque and the max- tions encountered in flight):
imum speed for use with 90 percent of (1) For full vertical thrust, 20 per-
maximum continuous torque must be cent.
conducted. (2) For the forward thrust compo-
(e) Endurance tests; 80 percent of max- nent, 50 percent.
imum continuous run. One hour of con- (3) For the right thrust component,
tinuous operation at 80 percent of max- 10 percent.
imum continuous torque and the min- (4) For the left thrust component, 10
imum speed for use with 80 percent of percent.
maximum continuous torque must be (5) For the aft thrust component, 10
conducted. percent.
(f) Endurance tests; 60 percent of max- (j) Endurance tests, clutch and brake
imum continuous run. Two hours or, for engagements. A total of at least 400
helicopters for which the use of either clutch and brake engagements, includ-
30-minute OEI power or continuous OEI ing the engagements of paragraph (b)
power is requested, 1 hour of contin- of this section, must be made during
uous operation at 60 percent of max- the takeoff torque runs and, if nec-
imum continuous torque and the min- essary, at each change of torque and
imum speed for use with 60 percent of speed throughout the test. In each
maximum continuous torque must be clutch engagement, the shaft on the
conducted. driven side of the clutch must be accel-
(g) Endurance tests; engine malfunc- erated from rest. The clutch engage-
tioning run. It must be determined ments must be accomplished at the
whether malfunctioning of compo- speed and by the method prescribed by
nents, such as the engine fuel or igni- the applicant. During deceleration
tion systems, or whether unequal en- after each clutch engagement, the en-
gine power can cause dynamic condi- gines must be stopped rapidly enough
tions detrimental to the drive system. to allow the engines to be automati-
If so, a suitable number of hours of op- cally disengaged from the rotors and
eration must be accomplished under rotor drives. If a rotor brake is in-
those conditions, 1 hour of which must stalled for stopping the rotor, the
be included in each cycle, and the re- clutch, during brake engagements,
maining hours of which must be ac- must be disengaged above 40 percent of
complished at the end of the 20 cycles. maximum continuous rotor speed and
If no detrimental condition results, an the rotors allowed to decelerate to 40
additional hour of operation in compli- percent of maximum continuous rotor
ance with paragraph (b) of this section speed, at which time the rotor brake
must be conducted in accordance with must be applied. If the clutch design
the run schedule of paragraph (b)(1) of does not allow stopping the rotors with
this section without consideration of the engine running, or if no clutch is

paragraph (b)(2) of this section. provided, the engine must be stopped
773
§ 29.927 14 CFR Ch. I (1–1–10 Edition)
before each application of the rotor tervening disassembly which might af-
brake, and then immediately be started fect test results may be conducted.
after the rotors stop. (p) Endurance tests; operating lubri-
(k) Endurance tests; OEI power run— cants. To be approved for use in rotor
(1) 30-minute OEI power run. For rotor- drive and control systems, lubricants
craft for which the use of 30-minute must meet the specifications of lubri-
OEI power is requested, a run at 30- cants used during the tests prescribed
minute OEI torque and the maximum by this section. Additional or alternate
speed for use with 30-minute OEI lubricants may be qualified by equiva-
torque must be conducted as follows: lent testing or by comparative analysis
For each engine, in sequence, that en- of lubricant specifications and rotor
gine must be inoperative and the re- drive and control system characteris-
maining engines must be run for a 30- tics. In addition—
minute period. (1) At least three 10-hour cycles re-
(2) Continuous OEI power run. For quired by this section must be con-
rotorcraft for which the use of contin- ducted with transmission and gearbox
uous OEI power is requested, a run at lubricant temperatures, at the location
continuous OEI torque and the max- prescribed for measurement, not lower
imum speed for use with continuous than the maximum operating tempera-
OEI torque must be conducted as fol- ture for which approval is requested;
lows: For each engine, in sequence, (2) For pressure lubricated systems,
that engine must be inoperative and at least three 10-hour cycles required
the remaining engines must be run for by this section must be conducted with
1 hour. the lubricant pressure, at the location
(3) The number of periods prescribed prescribed for measurement, not higher
in paragraph (k)(1) or (k)(2) of this sec- than the minimum operating pressure
tion may not be less than the number for which approval is requested; and
of engines, nor may it be less than two. (3) The test conditions of paragraphs
(l) [Reserved] (p)(1) and (p)(2) of this section must be
(m) Any components that are af- applied simultaneously and must be ex-
fected by maneuvering and gust loads tended to include operation at any one-
must be investigated for the same engine-inoperative rating for which ap-
flight conditions as are the main ro- proval is requested.
tors, and their service lives must be de-
termined by fatigue tests or by other (Secs. 313(a), 601, 603, 604, Federal Aviation
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424),
acceptable methods. In addition, a sec. 6(c), Dept. of Transportation Act (49
level of safety equal to that of the U.S.C. 1655(c)))
main rotors must be provided for—
(1) Each component in the rotor drive [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–1, 30 FR 8778, July 13,
system whose failure would cause an
1965; Amdt. 29–17, 43 FR 50600, Oct. 30, 1978;
uncontrolled landing; Amdt. 29–26, 53 FR 34215, Sept. 2, 1988; Amdt.
(2) Each component essential to the 29–31, 55 FR 38967, Sept. 21, 1990; Amdt. 29–34,
phasing of rotors on multirotor rotor- 59 FR 47768, Sept. 16, 1994; Amdt. 29–40, 61 FR
craft, or that furnishes a driving link 21908, May 10, 1996; Amdt. 29–42, 63 FR 43285,
for the essential control of rotors in Aug. 12, 1998]
autorotation; and
(3) Each component common to two § 29.927 Additional tests.
or more engines on multiengine rotor- (a) Any additional dynamic, endur-
craft. ance, and operational tests, and vibra-
(n) Special tests. Each rotor drive sys- tory investigations necessary to deter-
tem designed to operate at two or more mine that the rotor drive mechanism is
gear ratios must be subjected to special safe, must be performed.
testing for durations necessary to sub- (b) If turbine engine torque output to
stantiate the safety of the rotor drive the transmission can exceed the high-
system. est engine or transmission torque
(o) Each part tested as prescribed in limit, and that output is not directly
this section must be in a serviceable controlled by the pilot under normal

condition at the end of the tests. No in- operating conditions (such as where
774
the primary engine power control is ac- These runs must be conducted as fol-
complished through the flight control), lows:
the following test must be made: (1) Overspeed runs must be alternated
(1) Under conditions associated with with stabilizing runs of from 1 to 5
all engines operating, make 200 appli- minutes duration each at 60 to 80 per-
cations, for 10 seconds each, of torque cent of maximum continuous speed.
that is at least equal to the lesser of— (2) Acceleration and deceleration
(i) The maximum torque used in must be accomplished in a period not
meeting § 29.923 plus 10 percent; or longer than 10 seconds (except where
(ii) The maximum torque attainable maximum engine acceleration rate will
under probable operating conditions, require more than 10 seconds), and the
assuming that torque limiting devices, time for changing speeds may not be
if any, function properly. deducted from the specified time for
(2) For multiengine rotorcraft under the overspeed runs.
conditions associated with each engine, (3) Overspeed runs must be made with
in turn, becoming inoperative, apply to the rotors in the flattest pitch for
the remaining transmission torque in- smooth operation.
puts the maximum torque attainable (e) The tests prescribed in paragraphs
under probable operating conditions, (b) and (d) of this section must be con-
assuming that torque limiting devices, ducted on the rotorcraft and the torque
if any, function properly. Each trans- must be absorbed by the rotors to be
mission input must be tested at this installed, except that other ground or
maximum torque for at least fifteen flight test facilities with other appro-
minutes. priate methods of torque absorption
(c) Lubrication system failure. For lu- may be used if the conditions of sup-
brication systems required for proper port and vibration closely simulate the
operation of rotor drive systems, the conditions that would exist during a
following apply: test on the rotorcraft.
(1) Category A. Unless such failures (f) Each test prescribed by this sec-
are extremely remote, it must be tion must be conducted without inter-
shown by test that any failure which vening disassembly and, except for the
results in loss of lubricant in any nor- lubrication system failure test re-
mal use lubrication system will not quired by paragraph (c) of this section,
prevent continued safe operation, al- each part tested must be in a service-
though not necessarily without dam- able condition at the conclusion of the
age, at a torque and rotational speed test.
prescribed by the applicant for contin- (Secs. 313(a), 601, 603, 604, Federal Aviation
ued flight, for at least 30 minutes after Act of 1958 (49 U.S.C. 1354(a), 1421, 1423 1424),
perception by the flightcrew of the lu- sec. 6(c), Dept. of Transportation Act (49
brication system failure or loss of lu- U.S.C. 1655(c)))
bricant. [Amdt. 29–3, 33 FR 969, Jan. 26, 1968, as
(2) Category B. The requirements of amended by Amdt. 29–17, 43 FR 50601, Oct. 30,
Category A apply except that the rotor 1978; Amdt. 29–26, 53 FR 34216, Sept. 2, 1988]
drive system need only be capable of
operating under autorotative condi- § 29.931 Shafting critical speed.
tions for at least 15 minutes. (a) The critical speeds of any shafting
(d) Overspeed test. The rotor drive sys- must be determined by demonstration
tem must be subjected to 50 overspeed except that analytical methods may be
runs, each 30 ±3 seconds in duration, at used if reliable methods of analysis are
not less than either the higher of the available for the particular design.
rotational speed to be expected from an (b) If any critical speed lies within,
engine control device failure or 105 per- or close to, the operating ranges for
cent of the maximum rotational speed, idling, power-on, and autorotative con-
including transients, to be expected in ditions, the stresses occurring at that
service. If speed and torque limiting speed must be within safe limits. This
devices are installed, are independent must be shown by tests.
of the normal engine control, and are (c) If analytical methods are used and
shown to be reliable, their rotational show that no critical speed lies within
speed limits need not be exceeded. the permissible operating ranges, the
775
§ 29.935 14 CFR Ch. I (1–1–10 Edition)
margins between the calculated crit- (c) Each fuel system for a turbine en-
ical speeds and the limits of the allow- gine must be capable of sustained oper-
able operating ranges must be adequate ation throughout its flow and pressure
to allow for possible variations be- range with fuel initially saturated with
tween the computed and actual values. water at 80 degrees F. and having 0.75cc
of free water per gallon added and
[Amdt. 29–12, 41 FR 55472, Dec. 20, 1976]
cooled to the most critical condition
§ 29.935 Shafting joints. for icing likely to be encountered in
operation.
Each universal joint, slip joint, and
other shafting joints whose lubrication [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–10, 39 FR 35462, Oct. 1,
is necessary for operation must have
1974; Amdt. 29–12, 41 FR 55473, Dec. 20, 1976]
provision for lubrication.
§ 29.952 Fuel system crash resistance.
§ 29.939 Turbine engine operating
characteristics. Unless other means acceptable to the
Administrator are employed to mini-
(a) Turbine engine operating charac-
mize the hazard of fuel fires to occu-
teristics must be investigated in flight
pants following an otherwise surviv-
to determine that no adverse charac-
able impact (crash landing), the fuel
teristics (such as stall, surge, of flame-
systems must incorporate the design
out) are present, to a hazardous degree,
features of this section. These systems
during normal and emergency oper-
must be shown to be capable of sus-
ation within the range of operating
taining the static and dynamic decel-
limitations of the rotorcraft and of the
eration loads of this section, consid-
engine.
ered as ultimate loads acting alone,
(b) The turbine engine air inlet sys-
measured at the system component’s
tem may not, as a result of airflow dis-
center of gravity without structural
tortion during normal operation, cause
damage to the system components, fuel
vibration harmful to the engine.
tanks, or their attachments that would
(c) For governor-controlled engines, leak fuel to an ignition source.
it must be shown that there exists no (a) Drop test requirements. Each tank,
hazardous torsional instability of the or the most critical tank, must be
drive system associated with critical drop-tested as follows:
combinations of power, rotational (1) The drop height must be at least
speed, and control displacement. 50 feet.
[Amdt. 29–2, 32 FR 6914, May 5, 1967, as (2) The drop impact surface must be
amended by Amdt. 29–12, 41 FR 55473, Dec. 20, nondeforming.
1976] (3) The tanks must be filled with
water to 80 percent of the normal, full
FUEL SYSTEM capacity.
(4) The tank must be enclosed in a
§ 29.951 General.
surrounding structure representative
(a) Each fuel system must be con- of the installation unless it can be es-
structed and arranged to ensure a flow tablished that the surrounding struc-
of fuel at a rate and pressure estab- ture is free of projections or other de-
lished for proper engine and auxiliary sign features likely to contribute to
power unit functioning under any like- upture of the tank.
ly operating conditions, including the (5) The tank must drop freely and im-
maneuvers for which certification is pact in a horizontal position ±10°.
requested and during which the engine (6) After the drop test, there must be
or auxiliary power unit is permitted to no leakage.
be in operation. (b) Fuel tank load factors. Except for
(b) Each fuel system must be ar- fuel tanks located so that tank rupture
ranged so that— with fuel release to either significant
(1) No engine or fuel pump can draw ignition sources, such as engines, heat-
fuel from more than one tank at a ers, and auxiliary power units, or occu-
time; or pants is extremely remote, each fuel
(2) There are means to prevent intro- tank must be designed and installed to
ducing air into the system. retain its contents under the following
776
ultimate inertial load factors, acting to operational shocks, vibrations, or
alone. accelerations.
(1) For fuel tanks in the cabin: (v) No breakaway coupling design
(i) Upward—4g. may allow the release of fuel once the
(ii) Forward—16g. coupling has performed its intended
(iii) Sideward—8g. function.
(iv) Downward—20g. (2) All individual breakaway cou-
(2) For fuel tanks located above or plings, coupling fuel feed systems, or
behind the crew or passenger compart- equivalent means must be designed,
ment that, if loosened, could injure an tested, installed, and maintained so in-
occupant in an emergency landing: advertent fuel shutoff in flight is im-
(i) Upward—1.5g. probable in accordance with § 29.955(a)
(ii) Forward—8g. and must comply with the fatigue eval-
(iii) Sideward—2g. uation requirements of § 29.571 without
(iv) Downward—4g. leaking.
(3) For fuel tanks in other areas: (3) Alternate, equivalent means to
(i) Upward—1.5g. the use of breakaway couplings must
(ii) Forward—4g. not create a survivable impact-induced
(iii) Sideward—2g. load on the fuel line to which it is in-
(iv) Downward—4g. stalled greater than 25 to 50 percent of
(c) Fuel line self-sealing breakaway the ultimate load (strength) of the
couplings. Self-sealing breakaway cou- weakest component in the line and
plings must be installed unless haz- must comply with the fatigue require-
ardous relative motion of fuel system ments of § 29.571 without leaking.
components to each other or to local (d) Frangible or deformable structural
rotorcraft structure is demonstrated to attachments. Unless hazardous relative
be extremely improbable or unless motion of fuel tanks and fuel system
other means are provided. The cou- components to local rotorcraft struc-
plings or equivalent devices must be ture is demonstrated to be extremely
installed at all fuel tank-to-fuel line improbable in an otherwise survivable
connections, tank-to-tank intercon- impact, frangible or locally deformable
nects, and at other points in the fuel attachments of fuel tanks and fuel sys-
system where local structural deforma- tem components to local rotorcraft
tion could lead to the release of fuel. structure must be used. The attach-
(1) The design and construction of ment of fuel tanks and fuel system
self-sealing breakaway couplings must components to local rotorcraft struc-
incorporate the following design feature, whether frangible or locally de-
tures: formable, must be designed such that
(i) The load necessary to separate a its separation or relative local defor-
breakaway coupling must be between mation will occur without rupture or
25 to 50 percent of the minimum ulti- local tear-out of the fuel tank or fuel
mate failure load (ultimate strength) system component that will cause fuel
of the weakest component in the fluid- leakage. The ultimate strength of fran-
carrying line. The separation load gible or deformable attachments must
must in no case be less than 300 pounds, be as follows:
regardless of the size of the fluid line. (1) The load required to separate a
(ii) A breakaway coupling must sepa- frangible attachment from its support
rate whenever its ultimate load (as de- structure, or deform a locally deform-
fined in paragraph (c)(1)(i) of this sec- able attachment relative to its support
tion) is applied in the failure modes structure, must be between 25 and 50
most likely to occur. percent of the minimum ultimate load
(iii) All breakaway couplings must (ultimate strength) of the weakest
incorporate design provisions to vis- component in the attached system. In
ually ascertain that the coupling is no case may the load be less than 300
locked together (leak-free) and is open pounds.
during normal installation and service. (2) A frangible or locally deformable
(iv) All breakaway couplings must in- attachment must separate or locally
corporate design provisions to prevent deform as intended whenever its ulti-

uncoupling or unintended closing due mate load (as defined in paragraph
777
§ 29.953 14 CFR Ch. I (1–1–10 Edition)
(d)(1) of this section) is applied in the conditions to be approved for the rotor-
modes most likely to occur. craft, including, as applicable, the fuel
(3) All frangible or locally deformable required to operate the engines under
attachments must comply with the fa- the test conditions required by § 29.927.
tigue requirements of § 29.571. Unless equivalent methods are used,
(e) Separation of fuel and ignition compliance must be shown by test dur-
sources. To provide maximum crash re- ing which the following provisions are
sistance, fuel must be located as far as met, except that combinations of con-
practicable from all occupiable areas ditions which are shown to be improb-
and from all potential ignition sources. able need not be considered.
(f) Other basic mechanical design cri- (1) The fuel pressure, corrected for
teria. Fuel tanks, fuel lines, electrical accelerations (load factors), must be
wires, and electrical devices must be within the limits specified by the en-
designed, constructed, and installed, as gine type certificate data sheet.
far as practicable, to be crash resist- (2) The fuel level in the tank may not
ant. exceed that established as the unusable
(g) Rigid or semirigid fuel tanks. Rigid fuel supply for that tank under § 29.959,
or semirigid fuel tank or bladder walls plus that necessary to conduct the
must be impact and tear resistant. test.
[Doc. No. 26352, 59 FR 50387, Oct. 3, 1994]
(3) The fuel head between the tank
and the engine must be critical with
§ 29.953 Fuel system independence. respect to rotorcraft flight attitudes.
(4) The fuel flow transmitter, if in-
(a) For category A rotorcraft—
stalled, and the critical fuel pump (for
(1) The fuel system must meet the re-
pump-fed systems) must be installed to
quirements of § 29.903(b); and
produce (by actual or simulated fail-
(2) Unless other provisions are made
ure) the critical restriction to fuel flow
to meet paragraph (a)(1) of this section,
to be expected from component failure.
the fuel system must allow fuel to be
(5) Critical values of engine rota-
supplied to each engine through a sys-
tional speed, electrical power, or other
tem independent of those parts of each
sources of fuel pump motive power
system supplying fuel to other engines.
(b) Each fuel system for a multien- must be applied.
gine category B rotorcraft must meet (6) Critical values of fuel properties
the requirements of paragraph (a)(2) of which adversely affect fuel flow are ap-
this section. However, separate fuel plied during demonstrations of fuel
tanks need not be provided for each en- flow capability.
gine. (7) The fuel filter required by § 29.997
is blocked to the degree necessary to
§ 29.954 Fuel system lightning protec- simulate the accumulation of fuel con-
tion. tamination required to activate the in-
The fuel system must be designed dicator required by § 29.1305(a)(17).
and arranged to prevent the ignition of (b) Fuel transfer system. If normal op-
fuel vapor within the system by— eration of the fuel system requires fuel
(a) Direct lightning strikes to areas to be transferred to another tank, the
having a high probability of stroke at- transfer must occur automatically via
tachment; a system which has been shown to
(b) Swept lightning strokes to areas maintain the fuel level in the receiving
where swept strokes are highly prob- tank within acceptable limits during
able; and flight or surface operation of the rotor-
(c) Corona and streamering at fuel craft.
vent outlets. (c) Multiple fuel tanks. If an engine
can be supplied with fuel from more
[Amdt. 29–26, 53 FR 34217, Sept. 2, 1988] than one tank, the fuel system, in addi-
tion to having appropriate manual
§ 29.955 Fuel flow. switching capability, must be designed
(a) General. The fuel system for each to prevent interruption of fuel flow to
engine must provide the engine with at that engine, without attention by the
least 100 percent of the fuel required flightcrew, when any tank supplying
under all operating and maneuvering fuel to that engine is depleted of usable
778
fuel during normal operation and any suitable for the particular application
other tank that normally supplies fuel and must be puncture resistant. Punc-
to that engine alone contains usable ture resistance must be shown by
fuel. meeting the TSO-C80, paragraph 16.0,
requirements using a minimum punc-
[Amdt. 29–26, 53 FR 34217, Sept. 2, 1988]
ture force of 370 pounds.
§ 29.957 Flow between interconnected (c) Each integral fuel tank must have
tanks. facilities for inspection and repair of
its interior.
(a) Where tank outlets are inter-
(d) The maximum exposed surface
connected and allow fuel to flow be-
temperature of all components in the
tween them due to gravity or flight ac-
fuel tank must be less by a safe margin
celerations, it must be impossible for than the lowest expected autoignition
fuel to flow between tanks in quan- temperature of the fuel or fuel vapor in
tities great enough to cause overflow the tank. Compliance with this re-
from the tank vent in any sustained quirement must be shown under all op-
flight condition. erating conditions and under all nor-
(b) If fuel can be pumped from one mal or malfunction conditions of all
tank to another in flight— components inside the tank.
(1) The design of the vents and the (e) Each fuel tank installed in per-
fuel transfer system must prevent sonnel compartments must be isolated
structural damage to tanks from over- by fume-proof and fuel-proof enclosures
filling; and that are drained and vented to the ex-
(2) There must be means to warn the terior of the rotorcraft. The design and
crew before overflow through the vents construction of the enclosures must
occurs. provide necessary protection for the
§ 29.959 Unusable fuel supply. tank, must be crash resistant during a
survivable impact in accordance with
The unusable fuel supply for each § 29.952, and must be adequate to with-
tank must be established as not less stand loads and abrasions to be ex-
than the quantity at which the first pected in personnel compartments.
evidence of malfunction occurs under
the most adverse fuel feed condition [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
occurring under any intended oper- amended by Amdt. 29–26, 53 FR 34217, Sept. 2,
1988; Amdt. 29–35, 59 FR 50388, Oct. 3, 1994]
ations and flight maneuvers involving
that tank. § 29.965 Fuel tank tests.
§ 29.961 Fuel system hot weather oper- (a) Each fuel tank must be able to
ation. withstand the applicable pressure tests
Each suction lift fuel system and in this section without failure or leak-
other fuel systems conducive to vapor age. If practicable, test pressures may
formation must be shown to operate be applied in a manner simulating the
satisfactorily (within certification lim- pressure distribution in service.
its) when using fuel at the most crit- (b) Each conventional metal tank,
ical temperature for vapor formation each nonmetallic tank with walls that
under critical operating conditions in- are not supported by the rotorcraft
cluding, if applicable, the engine oper- structure, and each integral tank must
ating conditions defined by § 29.927(b)(1) be subjected to a pressure of 3.5 p.s.i.
and (b)(2). unless the pressure developed during
maximum limit acceleration or emer-
[Amdt. 29–26, 53 FR 34217, Sept. 2, 1988] gency deceleration with a full tank ex-
ceeds this value, in which case a hydro-
§ 29.963 Fuel tanks: general. static head, or equivalent test, must be
(a) Each fuel tank must be able to applied to duplicate the acceleration
withstand, without failure, the vibra- loads as far as possible. However, the
tion, inertia, fluid, and structural loads pressure need not exceed 3.5 p.s.i. on
to which it may be subjected in oper- surfaces not exposed to the accelera-
ation. tion loading.
(b) Each flexible fuel tank bladder or (c) Each nonmetallic tank with walls
liner must be approved or shown to be supported by the rotorcraft structure
779
§ 29.967 14 CFR Ch. I (1–1–10 Edition)
must be subjected to the following (4) Under paragraph (d)(3)(ii) and (iii),
tests: the time of test must be adjusted to ac-
(1) A pressure test of at least 2.0 p.s.i. complish the same number of vibration
This test may be conducted on the cycles as would be accomplished in 25
tank alone in conjunction with the test hours at the frequency specified in
specified in paragraph (c)(2) of this sec- paragraph (d)(3)(i) of this section.
tion. (5) During the test, the tank assem-
(2) A pressure test, with the tank bly must be rocked at the rate of 16 to
mounted in the rotorcraft structure, 20 complete cycles per minute through
equal to the load developed by the re- an angle of 15 degrees on both sides of
action of the contents, with the tank the horizontal (30 degrees total), about
full, during maximum limit accelera- the most critical axis, for 25 hours. If
tion or emergency deceleration. How- motion about more than one axis is
likely to be critical, the tank must be
ever, the pressure need not exceed 2.0
rocked about each critical axis for 121⁄2
p.s.i. on surfaces faces not exposed to
hours.
the acceleration loading.
(d) Each tank with large unsupported (Secs. 313(a), 601, and 603, 72 Stat. 752, 775, 49
or unstiffened flat areas, or with other U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49
U.S.C. 1655 (c))
features whose failure or deformation
could cause leakage, must be subjected [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
to the following test or its equivalent: amended by Amdt. 29–13, 42 FR 15046, Mar. 17,
1977]
(1) Each complete tank assembly and
its supports must be vibration tested § 29.967 Fuel tank installation.
while mounted to simulate the actual
installation. (a) Each fuel tank must be supported
so that tank loads are not con-
(2) The tank assembly must be vi-
centrated on unsupported tank sur-
brated for 25 hours while two-thirds
faces. In addition—
full of any suitable fluid. The ampli-
(1) There must be pads, if necessary,
tude of vibration may not be less than
to prevent chafing between each tank
one thirty-second of an inch, unless
and its supports;
otherwise substantiated.
(2) The padding must be non-
(3) The test frequency of vibration absorbent or treated to prevent the ab-
must be as follows: sorption of fuel;
(i) If no frequency of vibration result- (3) If flexible tank liners are used,
ing from any r.p.m. within the normal they must be supported so that they
operating range of engine or rotor sys- are not required to withstand fluid
tem speeds is critical, the test fre- loads; and
quency of vibration, in number of cy- (4) Each interior surface of tank com-
cles per minute, must, unless a fre- partments must be smooth and free of
quency based on a more rational anal- projections that could cause wear of
ysis is used, be the number obtained by the liner, unless—
averaging the maximum and minimum (i) There are means for protection of
power-on engine speeds (r.p.m.) for re- the liner at those points; or
ciprocating engine powered rotorcraft (ii) The construction of the liner
or 2,000 c.p.m. for turbine engine pow- itself provides such protection.
ered rotorcraft. (b) Any spaces adjacent to tank sur-
(ii) If only one frequency of vibration faces must be adequately ventilated to
resulting from any r.p.m. within the avoid accumulation of fuel or fumes in
normal operating range of engine or those spaces due to minor leakage. If
rotor system speeds is critical, that the tank is in a sealed compartment,
frequency of vibration must be the test ventilation may be limited to drain
frequency. holes that prevent clogging and that
(iii) If more than one frequency of vi- prevent excessive pressure resulting
bration resulting from any r.p.m. with- from altitude changes. If flexible tank
in the normal operating range of en- liners are installed, the venting ar-
gine or rotor system speeds is critical, rangement for the spaces between the
the most critical of these frequencies liner and its container must maintain
must be the test frequency. the proper relationship to tank vent
780
pressures for any expected flight condi- (1) Each filler must be marked as pre-
tion. scribed in § 29.1557(c)(1);
(c) The location of each tank must (2) Each recessed filler connection
meet the requirements of § 29.1185(b) that can retain any appreciable quan-
and (c). tity of fuel must have a drain that dis-
(d) No rotorcraft skin immediately charges clear of the entire rotorcraft;
adjacent to a major air outlet from the and
engine compartment may act as the (3) Each filler cap must provide a
wall of an integral tank. fuel-tight seal under the fluid pressure
expected in normal operation and in a
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
survivable impact.
1988; Amdt. 29–35, 59 FR 50388, Oct. 3, 1994] (b) Each filler cap or filler cap cover
must warn when the cap is not fully
§ 29.969 Fuel tank expansion space. locked or seated on the filler connec-
tion.
Each fuel tank or each group of fuel
tanks with interconnected vent sys- [Doc. No. 26352, 59 FR 50388, Oct. 3, 1994]
tems must have an expansion space of
not less than 2 percent of the combined § 29.975 Fuel tank vents and carbu-
tank capacity. It must be impossible to retor vapor vents.
fill the fuel tank expansion space inad- (a) Fuel tank vents. Each fuel tank
vertently with the rotorcraft in the must be vented from the top part of the
normal ground attitude. expansion space so that venting is ef-
fective under normal flight conditions.
[Amdt. 29–26, 53 FR 34217, Sept. 2, 1988]
In addition—
§ 29.971 Fuel tank sump. (1) The vents must be arranged to
avoid stoppage by dirt or ice forma-
(a) Each fuel tank must have a sump tion;
with a capacity of not less than the (2) The vent arrangement must pre-
greater of— vent siphoning of fuel during normal
(1) 0.10 per cent of the tank capacity; operation;
or (3) The venting capacity and vent
(2) 1⁄16 gallon. pressure levels must maintain accept-
(b) The capacity prescribed in para- able differences of pressure between
graph (a) of this section must be effec- the interior and exterior of the tank,
tive with the rotorcraft in any normal during—
attitude, and must be located so that (i) Normal flight operation;
the sump contents cannot escape (ii) Maximum rate of ascent and de-
through the tank outlet opening. scent; and
(c) Each fuel tank must allow drain- (iii) Refueling and defueling (where
age of hazardous quantities of water applicable);
from each part of the tank to the sump (4) Airspaces of tanks with inter-
with the rotorcraft in any ground atti- connected outlets must be inter-
tude to be expected in service. connected;
(d) Each fuel tank sump must have a (5) There may be no point in any vent
drain that allows complete drainage of line where moisture can accumulate
the sump on the ground. with the rotorcraft in the ground atti-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as tude or the level flight attitude, unless
amended by Amdt. 29–12, 41 FR 55473, Dec. 20, drainage is provided;
1976; Amdt. 29–26, 53 FR 34217, Sept. 2, 1988] (6) No vent or drainage provision may
end at any point—
§ 29.973 Fuel tank filler connection. (i) Where the discharge of fuel from
(a) Each fuel tank filler connection the vent outlet would constitute a fire
must prevent the entrance of fuel into hazard; or
any part of the rotorcraft other than (ii) From which fumes could enter
the tank itself during normal oper- personnel compartments; and
ations and must be crash resistant dur- (7) The venting system must be de-
ing a survivable impact in accordance signed to minimize spillage of fuel

with § 29.952(c). In addition— through the vents to an ignition source
781
§ 29.977 14 CFR Ch. I (1–1–10 Edition)
in the event of a rollover during land- load that is 2.0 times the load arising
ing, ground operations, or a survivable from the maximum pressure, including
impact. surge, that is likely to occur during
(b) Carburetor vapor vents. Each car- fueling. The maximum surge pressure
buretor with vapor elimination connec- must be established with any combina-
tions must have a vent line to lead va- tion of tank valves being either inten-
pors back to one of the fuel tanks. In tionally or inadvertently closed.
addition— (d) The rotorcraft defueling system
(1) Each vent system must have (not including fuel tanks and fuel tank
means to avoid stoppage by ice; and vents) must withstand an ultimate
(2) If there is more than one fuel load that is 2.0 times the load arising
tank, and it is necessary to use the from the maximum permissible
tanks in a definite sequence, each defueling pressure (positive or nega-
vapor vent return line must lead back tive) at the rotorcraft fueling connec-
to the fuel tank used for takeoff and tion.
landing.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as amended by Amdt. 29–12, 41 FR 55473, Dec. 20,
amended by Amdt. 29–26, 53 FR 34217, Sept. 2, 1976]
1988; Amdt. 29–35, 59 FR 50388, Oct. 3, 1994;
Amdt. 29–42, 63 FR 43285, Aug. 12, 1998] FUEL SYSTEM COMPONENTS
§ 29.977 Fuel tank outlet. § 29.991 Fuel pumps.
(a) There must be a fuel strainer for (a) Compliance with § 29.955 must not
the fuel tank outlet or for the booster be jeopardized by failure of—
pump. This strainer must— (1) Any one pump except pumps that
(1) For reciprocating engine powered are approved and installed as parts of a
airplanes, have 8 to 16 meshes per inch; type certificated engine; or
and (2) Any component required for pump
(2) For turbine engine powered air- operation except the engine served by
planes, prevent the passage of any ob-
that pump.
ject that could restrict fuel flow or
(b) The following fuel pump installa-
damage any fuel system component.
tion requirements apply:
(b) The clear area of each fuel tank
(1) When necessary to maintain the
outlet strainer must be at least five
proper fuel pressure—
times the area of the outlet line.
(c) The diameter of each strainer (i) A connection must be provided to
must be at least that of the fuel tank transmit the carburetor air intake
outlet. static pressure to the proper fuel pump
(d) Each finger strainer must be ac- relief valve connection; and
cessible for inspection and cleaning. (ii) The gauge balance lines must be
independently connected to the carbu-
[Amdt. 29–12, 41 FR 55473, Dec. 20, 1976] retor inlet pressure to avoid incorrect
fuel pressure readings.
§ 29.979 Pressure refueling and fueling
provisions below fuel level. (2) The installation of fuel pumps
having seals or diaphragms that may
(a) Each fueling connection below the leak must have means for draining
fuel level in each tank must have leaking fuel.
means to prevent the escape of haz- (3) Each drain line must discharge
ardous quantities of fuel from that where it will not create a fire hazard.
tank in case of malfunction of the fuel
entry valve. [Amdt. 29–26, 53 FR 34217, Sept. 2, 1988]
(b) For systems intended for pressure
refueling, a means in addition to the § 29.993 Fuel system lines and fittings.
normal means for limiting the tank (a) Each fuel line must be installed
content must be installed to prevent and supported to prevent excessive vi-
damage to the tank in case of failure of bration and to withstand loads due to
the normal means. fuel pressure, valve actuation, and ac-
(c) The rotorcraft pressure fueling celerated flight conditions.
system (not fuel tanks and fuel tank (b) Each fuel line connected to com-
vents) must withstand an ultimate ponents of the rotorcraft between
782
which relative motion could exist must ponents required for proper rotorcraft
have provisions for flexibility. or engine fuel system operation.
(c) Each flexible connection in fuel [Amdt. No. 29–10, 39 FR 35462, Oct. 1, 1974, as
lines that may be under pressure or amended by Amdt. 29–22, 49 FR 6850, Feb. 23,
subjected to axial loading must use 1984; Amdt. 29–26, 53 FR 34217, Sept. 2, 1988]
flexible hose assemblies.
(d) Flexible hose must be approved. § 29.999 Fuel system drains.
(e) No flexible hose that might be ad- (a) There must be at least one acces-
versely affected by high temperatures sible drain at the lowest point in each
may be used where excessive tempera- fuel system to completely drain the
tures will exist during operation or system with the rotorcraft in any
after engine shutdown. ground attitude to be expected in serv-
ice.
§ 29.995 Fuel valves.
(b) Each drain required by paragraph
In addition to meeting the require- (a) of this section including the drains
ments of § 29.1189, each fuel valve prescribed in § 29.971 must—
must— (1) Discharge clear of all parts of the
(a) [Reserved] rotorcraft;
(b) Be supported so that no loads re- (2) Have manual or automatic means
sulting from their operation or from to ensure positive closure in the off po-
accelerated flight conditions are trans- sition; and
mitted to the lines attached to the (3) Have a drain valve—
valve. (i) That is readily accessible and
(Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49 which can be easily opened and closed;
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 and
U.S.C. 1655 (c)) (ii) That is either located or pro-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
tected to prevent fuel spillage in the
amended by Amdt. 29–13, 42 FR 15046, Mar. 17, event of a landing with landing gear re-
1977] tracted.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
§ 29.997 Fuel strainer or filter. amended by Amdt. 29–12, 41 FR 55473, Dec. 20,
There must be a fuel strainer or filter 1976; Amdt. 29–26, 53 FR 34218, Sept. 2, 1988]
between the fuel tank outlet and the
inlet of the first fuel system compo- § 29.1001 Fuel jettisoning.
nent which is susceptible to fuel con- If a fuel jettisoning system is in-
tamination, including but not limited stalled, the following apply:
to the fuel metering device or an en- (a) Fuel jettisoning must be safe dur-
gine positive displacement pump, ing all flight regimes for which jetti-
whichever is nearer the fuel tank out- soning is to be authorized.
let. This fuel strainer or filter must— (b) In showing compliance with para-
(a) Be accessible for draining and graph (a) of this section, it must be
cleaning and must incorporate a screen shown that—
or element which is easily removable; (1) The fuel jettisoning system and
(b) Have a sediment trap and drain, its operation are free from fire hazard;
except that it need not have a drain if (2) No hazard results from fuel or fuel
the strainer or filter is easily remov- vapors which impinge on any part of
able for drain purposes; the rotorcraft during fuel jettisoning;
(c) Be mounted so that its weight is and
not supported by the connecting lines (3) Controllability of the rotorcraft
or by the inlet or outlet connections of remains satisfactory throughout the
the strainer or filter inself, unless ade- fuel jettisoning operation.
quate strengh margins under all load- (c) Means must be provided to auto-
ing conditions are provided in the lines matically prevent jettisoning fuel
and connections; and below the level required for an all-en-
(d) Provide a means to remove from gine climb at maximum continuous
the fuel any contaminant which would power from sea level to 5,000 feet alti-
jeopardize the flow of fuel through tude and cruise thereafter for 30 min-
rotorcraft or engine fuel system com- utes at maximum range engine power.
783
§ 29.1011 14 CFR Ch. I (1–1–10 Edition)
(d) The controls for any fuel jetti- (b) Expansion space. Oil tank expan-
soning system must be designed to sion space must be provided so that—
allow flight personnel (minimum crew) (1) Each oil tank used with a recipro-
to safely interrupt fuel jettisoning dur- cating engine has an expansion space of
ing any part of the jettisoning oper- not less than the greater of 10 percent
ation. of the tank capacity or 0.5 gallon, and
(e) The fuel jettisoning system must each oil tank used with a turbine en-
be designed to comply with the power- gine has an expansion space of not less
plant installation requirements of than 10 percent of the tank capacity;
§ 29.901(c). (2) Each reserve oil tank not directly
(f) An auxiliary fuel jettisoning sys- connected to any engine has an expan-
tem which meets the requirements of sion space of not less than two percent
paragraphs (a), (b), (d), and (e) of this of the tank capacity; and
section may be installed to jettison ad- (3) It is impossible to fill the expan-
ditional fuel provided it has separate sion space inadvertently with the
and independent controls. rotorcraft in the normal ground atti-
[Amdt. 29–26, 53 FR 34218, Sept. 2, 1988] tude.
(c) Filler connections. Each recessed
OIL SYSTEM oil tank filler connection that can re-
tain any appreciable quantity of oil
§ 29.1011 Engines: general. must have a drain that discharges clear
(a) Each engine must have an inde- of the entire rotorcraft. In addition—
pendent oil system that can supply it (1) Each oil tank filler cap must pro-
with an appropriate quantity of oil at a vide an oil-tight seal under the pres-
temperature not above that safe for sure expected in operation;
continuous operation. (2) For category A rotorcraft, each
(b) The usable oil capacity of each oil tank filler cap or filler cap cover
system may not be less than the prod- must incorporate features that provide
uct of the endurance of the rotorcraft a warning when caps are not fully
under critical operating conditions and locked or seated on the filler connec-
the maximum allowable oil consumption; and
tion of the engine under the same con- (3) Each oil filler must be marked
ditions, plus a suitable margin to en- under § 29.1557(c)(2).
sure adequate circulation and cooling. (d) Vent. Oil tanks must be vented as
Instead of a rational analysis of endur- follows:
ance and consumption, a usable oil ca- (1) Each oil tank must be vented
pacity of one gallon for each 40 gallons from the top part of the expansion
of usable fuel may be used for recipro- space to that venting is effective under
cating engine installations. all normal flight conditions.
(c) Oil-fuel ratios lower than those (2) Oil tank vents must be arranged
prescribed in paragraph (c) of this sec- so that condensed water vapor that
tion may be used if they are substan- might freeze and obstruct the line can-
tiated by data on the oil consumption not accumulate at any point;
of the engine. (e) Outlet. There must be means to
(d) The ability of the engine and oil prevent entrance into the tank itself,
cooling provisions to maintain the oil or into the tank outlet, of any object
temperature at or below the maximum that might obstruct the flow of oil
established value must be shown under through the system. No oil tank outlet
the applicable requirements of §§ 29.1041 may be enclosed by a screen or guard
through 29.1049. that would reduce the flow of oil below
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as a safe value at any operating tempera-
amended by Amdt. 29–26, 53 FR 34218, Sept. 2, ture. There must be a shutoff valve at
1988] the outlet of each oil tank used with a
turbine engine unless the external por-
§ 29.1013 Oil tanks. tion of the oil system (including oil
(a) Installation. Each oil tank instal- tank supports) is fireproof.
lation must meet the requirements of (f) Flexible liners. Each flexible oil
§ 29.967. tank liner must be approved or shown
784
to be suitable for the particular instal- the oil is contaminated to a degree
lation. (with respect to particle size and den-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as sity) that is greater than that estab-
amended by Amdt. 29–10, 39 FR 35462, Oct. 1, lished for the engine under Part 33 of
1974] this chapter.
(3) The oil strainer or filter, unless it
§ 29.1015 Oil tank tests. is installed at an oil tank outlet, must
Each oil tank must be designed and incorporate a means to indicate con-
installed so that— tamination before it reaches the capac-
(a) It can withstand, without failure, ity established in accordance with
any vibration, inertia, and fluid loads paragraph (a)(2) of this section.
to which it may be subjected in oper- (4) The bypass of a strainer or filter
ation; and
must be constructed and installed so
(b) It meets the requirements of
that the release of collected contami-
§ 29.965, except that instead of the pres-
sure specified in § 29.965(b)— nants is minimized by appropriate lo-
(1) For pressurized tanks used with a cation of the bypass to ensure that col-
turbine engine, the test pressure may lected contaminants are not in the by-
not be less than 5 p.s.i. plus the max- pass flow path.
imum operating pressure of the tank; (5) An oil strainer or filter that has
and no bypass, except one that is installed
(2) For all other tanks, the test pres- at an oil tank outlet, must have a
sure may not be less than 5 p.s.i. means to connect it to the warning
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as system required in § 29.1305(a)(18).
amended by Amdt. 29–10, 39 FR 35462, Oct. 1, (b) Each oil strainer or filter in a
1974] powerplant installation using recipro-
cating engines must be constructed and
§ 29.1017 Oil lines and fittings. installed so that oil will flow at the
(a) Each oil line must meet the re- normal rate through the rest of the
quirements of § 29.993. system with the strainer or filter ele-
(b) Breather lines must be arranged ment completely blocked.
so that—
(1) Condensed water vapor that might [Amdt. 29–10, 39 FR 35463, Oct. 1, 1974, as
freeze and obstruct the line cannot ac- amended by Amdt. 29–22, 49 FR 6850, Feb. 23,
cumulate at any point; 1984; Amdt. 29–26, 53 FR 34218, Sept. 2, 1988]
(2) The breather discharge will not
constitute a fire hazard if foaming oc- § 29.1021 Oil system drains.
curs, or cause emitted oil to strike the A drain (or drains) must be provided
pilot’s windshield; and to allow safe drainage of the oil sys-
(3) The breather does not discharge tem. Each drain must—
into the engine air induction system. (a) Be accessible; and
§ 29.1019 Oil strainer or filter. (b) Have manual or automatic means
for positive locking in the closed posi-
(a) Each turbine engine installation tion.
must incorporate an oil strainer or fil-
ter through which all of the engine oil [Amdt. 29–22, 49 FR 6850, Feb. 23, 1984]
flows and which meets the following re-
quirements: § 29.1023 Oil radiators.
(1) Each oil strainer or filter that has (a) Each oil radiator must be able to
a bypass must be constructed and in- withstand any vibration, inertia, and
stalled so that oil will flow at the nor- oil pressure loads to which it would be
mal rate through the rest of the sys- subjected in operation.
tem with the strainer or filter com-
(b) Each oil radiator air duct must be
pletely blocked.
(2) The oil strainer or filter must located, or equipped, so that, in case of
have the capacity (with respect to op- fire, and with the airflow as it would be
erating limitations established for the with and without the engine operating,
engine) to ensure that engine oil sys- flames cannot directly strike the radi-
tem functioning is not impaired when ator.
785
§ 29.1025 14 CFR Ch. I (1–1–10 Edition)
§ 29.1025 Oil valves. flow of lubricant from the outlet to the

(a) Each oil shutoff must meet the re- filter required by paragraph (b)(1) of
quirements of § 29.1189. this section. The requirements of para-
(b) The closing of oil shutoffs may graph (b)(1) of this section do not apply
not prevent autorotation. to screens installed at lubricant tank
(c) Each oil valve must have positive or sump outlets.
stops or suitable index provisions in (c) Splash type lubrication systems
the ‘‘on’’ and ‘‘off’’ positions and must for rotor drive system gearboxes must
be supported so that no loads resulting comply with §§ 29.1021 and 29.1337(d).
from its operation or from accelerated [Amdt. 29–26, 53 FR 34218, Sept. 2, 1988]
flight conditions are transmitted to
the lines attached to the valve. COOLING
§ 29.1027 Transmission and gearboxes: § 29.1041 General.

general.
(a) The powerplant and auxiliary
(a) The oil system for components of power unit cooling provisions must be
the rotor drive system that require able to maintain the temperatures of
continuous lubrication must be suffi- powerplant components, engine fluids,
ciently independent of the lubrication and auxiliary power unit components
systems of the engine(s) to ensure— and fluids within the temperature lim-
(1) Operation with any engine inoper- its established for these components
ative; and and fluids, under ground, water, and
(2) Safe autorotation. flight operating conditions for which
(b) Pressure lubrication systems for certification is requested, and after
transmissions and gearboxes must normal engine or auxiliary power unit
comply with the requirements of shutdown, or both.
§§ 29.1013, paragraphs (c), (d), and (f) (b) There must be cooling provisions
only, 29.1015, 29.1017, 29.1021, 29.1023, and to maintain the fluid temperatures in
29.1337(d). In addition, the system must any power transmission within safe
have— values under any critical surface
(1) An oil strainer or filter through (ground or water) and flight operating
which all the lubricant flows, and conditions.
must— (c) Except for ground-use-only auxil-
(i) Be designed to remove from the iary power units, compliance with
lubricant any contaminant which may paragraphs (a) and (b) of this section
damage transmission and drive system must be shown by flight tests in which
components or impede the flow of lu- the temperatures of selected power-
bricant to a hazardous degree; and plant component and auxiliary power
(ii) Be equipped with a bypass con- unit component, engine, and trans-
structed and installed so that— mission fluids are obtained under the
(A) The lubricant will flow at the conditions prescribed in those para-
normal rate through the rest of the graphs.
system with the strainer or filter com-
pletely blocked; and [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(B) The release of collected contami- amended by Amdt. 29–26, 53 FR 34218, Sept. 2,
1988]
nants is minimized by appropriate lo-
cation of the bypass to ensure that col- § 29.1043 Cooling tests.
lected contaminants are not in the by-
pass flowpath; (a) General. For the tests prescribed
(iii) Be equipped with a means to in- in § 29.1041(c), the following apply:
dicate collection of contaminants on (1) If the tests are conducted under
the filter or strainer at or before open- conditions deviating from the max-
ing of the bypass; imum ambient atmospheric tempera-
(2) For each lubricant tank or sump ture specified in paragraph (b) of this
outlet supplying lubrication to rotor section, the recorded powerplant tem-
drive systems and rotor drive system peratures must be corrected under
components, a screen to prevent en- paragraphs (c) and (d) of this section,
trance into the lubrication system of unless a more rational correction

any object that might obstruct the method is applicable.
786
(2) No corrected temperature deter- barrel temperature recorded during the
mined under paragraph (a)(1) of this cooling test.
section may exceed established limits. (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
(3) The fuel used during the cooling eral Aviation Act of 1958 (49 U.S.C. 1354(a),
tests must be of the minimum grade 1421, 1423, 1424, and 1425); and sec. 6(c) of the
approved for the engines, and the mix- Dept. of Transportation Act (49 U.S.C.
1655(c)))
ture settings must be those used in
normal operation. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(4) The test procedures must be as 1976; Amdt. 29–15, 43 FR 2327, Jan. 16, 1978;
prescribed in §§ 29.1045 through 29.1049. Amdt. 29–26, 53 FR 34218, Sept. 2, 1988]
(5) For the purposes of the cooling
tests, a temperature is ‘‘stabilized’’ § 29.1045 Climb cooling test proce-
dures.
when its rate of change is less than 2 °F
per minute. (a) Climb cooling tests must be con-
(b) Maximum ambient atmospheric tem- ducted under this section for—
perature. A maximum ambient atmos- (1) Category A rotorcraft; and
pheric temperature corresponding to (2) Multiengine category B rotorcraft
sea level conditions of at least 100 defor which certification is requested
under the category A powerplant in-
grees F. must be established. The as-
stallation requirements, and under the
sumed temperature lapse rate is 3.6 de-
requirements of § 29.861(a) at the steady
grees F. per thousand feet of altitude rate of climb or descent established
above sea level until a temperature of under § 29.67(b).
¥69.7 degrees F. is reached, above (b) The climb or descent cooling tests
which altitude the temperature is con- must be conducted with the engine in-
sidered constant at ¥69.7 degrees F. operative that produces the most ad-
However, for winterization installa- verse cooling conditions for the re-
tions, the applicant may select a max- maining engines and powerplant com-
imum ambient atmospheric tempera- ponents.
ture corresponding to sea level condi- (c) Each operating engine must—
tions of less than 100 degrees F. (1) For helicopters for which the use
(c) Correction factor (except cylinder of 30-minute OEI power is requested, be
barrels). Unless a more rational correc- at 30-minute OEI power for 30 minutes,
tion applies, temperatures of engine and then at maximum continuous
fluids and powerplant components (ex- power (or at full throttle when above
cept cylinder barrels) for which tem- the critical altitude);
perature limits are established, must (2) For helicopters for which the use
be corrected by adding to them the dif- of continuous OEI power is requested,
ference between the maximum ambient be at continuous OEI power (or at full
atmospheric temperature and the tem- throttle when above the critical alti-
perature of the ambient air at the time tude); and
of the first occurrence of the maximum (3) For other rotorcraft, be at max-
component or fluid temperature re- imum continuous power (or at full
throttle when above the critical alti-
corded during the cooling test.
tude).
(d) Correction factor for cylinder barrel (d) After temperatures have sta-
temperatures. Cylinder barrel tempera- bilized in flight, the climb must be—
tures must be corrected by adding to (1) Begun from an altitude not great-
them 0.7 times the difference between er than the lower of—
the maximum ambient atmospheric (i) 1,000 feet below the engine critcal
temperature and the temperature of altitude; and
the ambient air at the time of the first (ii) 1,000 feet below the maximum al-
occurrence of the maximum cylinder titude at which the rate of climb is 150
f.p.m; and
(2) Continued for at least five min-
utes after the occurrence of the highest

temperature recorded, or until the
787
§ 29.1047 14 CFR Ch. I (1–1–10 Edition)
rotorcraft reaches the maximum alti- (ii) At least 5 minutes after the oc-
tude for which certification is re- currence of the highest temperature re-
quested. corded, if continuous OEI power or
(e) For category B rotorcraft without maximum continuous power is used.
a positive rate of climb, the descent (5) The speeds must be those used in
must begin at the all-engine-critical determining the takeoff flight path
altitude and end at the higher of— under § 29.59.
(1) The maximum altitude at which (b) Category B. For each category B
level flight can be maintained with one rotorcraft, cooling must be shown dur-
engine operative; and ing takeoff and subsequent climb as
(2) Sea level. follows:
(f) The climb or descent must be con- (1) Each temperature must be sta-
ducted at an airspeed representing a bilized while hovering in ground effect
normal operational practice for the with—
configuration being tested. However, if (i) The power necessary for hovering;
the cooling provisions are sensitive to (ii) The appropriate cowl flap and
rotorcraft speed, the most critical air- shutter settings; and
speed must be used, but need not ex- (iii) The maximum weight.
ceed the speeds established under (2) After the temperatures have sta-
§ 29.67(a)(2) or § 29.67(b). The climb cool- bilized, a climb must be started at the
ing test may be conducted in conjunc- lowest practicable altitude with take-
tion with the takeoff cooling test of off power.
§ 29.1047. (3) Takeoff power must be used for
the same time interval as takeoff
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as power is used in determining the take-
amended by Amdt. 29–26, 53 FR 34218, Sept. 2, off flight path under § 29.63.
1988] (4) At the end of the time interval
prescribed in paragraph (a)(3) of this
§ 29.1047 Takeoff cooling test proce-
dures. section, the power must be reduced to
maximum continuous power and the
(a) Category A. For each category A climb must be continued for at least
rotorcraft, cooling must be shown dur- five minutes after the occurence of the
ing takeoff and subsequent climb as highest temperature recorded.
follows: (5) The cooling test must be con-
(1) Each temperature must be sta- ducted at an airspeed corresponding to
bilized while hovering in ground effect normal operating practice for the con-
with— figuration being tested. However, if the
(i) The power necessary for hovering; cooling provisions are sensitive to
(ii) The appropriate cowl flap and rotorcraft speed, the most critical air-
shutter settings; and speed must be used, but need not ex-
(iii) The maximum weight. ceed the speed for best rate of climb
(2) After the temperatures have sta- with maximum continuous power.
bilized, a climb must be started at the [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
lowest practicable altitude and must be amended by Amdt. 29–1, 30 FR 8778, July 13,
conducted with one engine inoperative. 1965; Amdt. 29–26, 53 FR 34219, Sept. 2, 1988]
(3) The operating engines must be at
the greatest power for which approval § 29.1049 Hovering cooling test proce-
is sought (or at full throttle when dures.
above the critical altitude) for the The hovering cooling provisions must
same period as this power is used in de- be shown—
termining the takeoff climbout path (a) At maximum weight or at the
under § 29.59. greatest weight at which the rotorcraft
(4) At the end of the time interval can hover (if less), at sea level, with
prescribed in paragraph (b)(3) of this the power required to hover but not
section, the power must be changed to more than maximum continuous
that used in meeting § 29.67(a)(2) and power, in the ground effect in still air,
the climb must be continued for— until at least five minutes after the oc-
(i) Thirty minutes, if 30-minute OEI currence of the highest temperature re-
power is used; or corded; and
788
(b) With maximum continuous power, free of visible moisture at a tempera-
maximum weight, and at the altitude ture of 30 °F., and with the engines at
resulting in zero rate of climb for this 60 percent of maximum continuous
configuration, until at least five min- power—
utes after the occurrence of the highest (1) Each rotorcraft with sea level en-
temperature recorded. gines using conventional venturi car-
buretors has a preheater that can pro-
INDUCTION SYSTEM vide a heat rise of 90 °F.;
(2) Each rotorcraft with sea level en-
§ 29.1091 Air induction.
gines using carburetors tending to pre-
(a) The air induction system for each vent icing has a preheater that can
engine and auxiliary power unit must provide a heat rise of 70 °F.;
supply the air required by that engine (3) Each rotorcraft with altitude en-
and auxiliary power unit under the op- gines using conventional venturi car-
erating conditions for which certifi- buretors has a preheater that can pro-
cation is requested. vide a heat rise of 120 °F.; and
(b) Each engine and auxiliary power (4) Each rotorcraft with altitude en-
unit air induction system must provide gines using carburetors tending to pre-
air for proper fuel metering and mix- vent icing has a preheater that can
ture distribution with the induction provide a heat rise of 100 °F.
system valves in any position. (b) Turbine engines. (1) It must be
(c) No air intake may open within shown that each turbine engine and its
the engine accessory section or within air inlet system can operate through-
other areas of any powerplant compart- out the flight power range of the en-
ment where emergence of backfire gine (including idling)—
flame would constitute a fire hazard. (i) Without accumulating ice on en-
(d) Each reciprocating engine must gine or inlet system components that
have an alternate air source. would adversely affect engine oper-
(e) Each alternate air intake must be ation or cause a serious loss of power
located to prevent the entrance of rain, under the icing conditions specified in
ice, or other foreign matter. appendix C of this Part; and
(f) For turbine engine powered rotor- (ii) In snow, both falling and blowing,
craft and rotorcraft incorporating aux- without adverse effect on engine oper-
iliary power units— ation, within the limitations estab-
(1) There must be means to prevent lished for the rotorcraft.
hazardous quantities of fuel leakage or (2) Each turbine engine must idle for
overflow from drains, vents, or other 30 minutes on the ground, with the air
components of flammable fluid systems bleed available for engine icing protec-
from entering the engine or auxiliary tion at its critical condition, without
power unit intake system; and adverse effect, in an atmosphere that is
(2) The air inlet ducts must be lo- at a temperature between 15° and 30 °F
cated or protected so as to minimize (between ¥9° and ¥1 °C) and has a liq-
the ingestion of foreign matter during uid water content not less than 0.3
takeoff, landing, and taxiing. grams per cubic meter in the form of
(Secs. 313(a), 601, 603, 604, Federal Aviation drops having a mean effective diameter
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424), not less than 20 microns, followed by
sec. 6(c), Dept. of Transportation Act (49 momentary operation at takeoff power
U.S.C. 1655(c))) or thrust. During the 30 minutes of idle
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as operation, the engine may be run up
amended by Amdt. 29–3, 33 FR 969, Jan. 26, periodically to a moderate power or
1968; Amdt. 29–17, 43 FR 50601, Oct. 30, 1978] thrust setting in a manner acceptable
to the Administrator.
§ 29.1093 Induction system icing pro- (c) Supercharged reciprocating engines.
tection. For each engine having a supercharger
(a) Reciprocating engines. Each recip- to pressurize the air before it enters
rocating engine air induction system the carburetor, the heat rise in the air
must have means to prevent and elimi- caused by that supercharging at any
nate icing. Unless this is done by other altitude may be utilized in determining
means, it must be shown that, in air compliance with paragraph (a) of this
789
§ 29.1101 14 CFR Ch. I (1–1–10 Edition)
section if the heat rise utilized is that and entering any other compartment
which will be available, automatically, or area of the rotorcraft in which a
for the applicable altitude and oper- hazard would be created resulting from
ation condition because of super- the entry of hot gases. The materials
charging. used to form the remainder of the in-
(Secs. 313(a), 601, and 603, 72 Stat. 752, 775, 49 duction system duct and plenum cham-
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 ber of the auxiliary power unit must be
U.S.C. 1655 (c)) capable of resisting the maximum heat
[Amdt. No. 29–3, 33 FR 969, Jan. 26, 1968, as conditions likely to occur.
amended by Amdt. 29–12, 41 FR 55473, Dec. 20, (f) Each auxiliary power unit induc-
1976; Amdt. 29–13, 42 FR 15046, Mar. 17, 1977; tion system duct must be constructed
Amdt. 29–22, 49 FR 6850, Feb. 23, 1984; Amdt. of materials that will not absorb or
29–26, 53 FR 34219, Sept. 2, 1988]
trap hazardous quantities of flammable
§ 29.1101 Carburetor air preheater de- fluids that could be ignited in the
sign. event of a surge or reverse flow condi-
Each carburetor air preheater must tion.
be designed and constructed to— (Secs. 313(a), 601, 603, 604, Federal Aviation
(a) Ensure ventilation of the pre- Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424),
heater when the engine is operated in sec. 6(c), Dept. of Transportation Act (49
cold air; U.S.C. 1655(c)))
(b) Allow inspection of the exhaust [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
manifold parts that it surrounds; and amended by Amdt. 29–17, 43 FR 50602, Oct. 30,
(c) Allow inspection of critical parts 1978]
of the preheater itself.
§ 29.1105 Induction system screens.
§ 29.1103 Induction systems ducts and
air duct systems. If induction system screens are
(a) Each induction system duct up- used—
stream of the first stage of the engine (a) Each screen must be upstream of
supercharger and of the auxiliary the carburetor;
power unit compressor must have a (b) No screen may be in any part of
drain to prevent the hazardous accu- the induction system that is the only
mulation of fuel and moisture in the passage through which air can reach
ground attitude. No drain may dis- the engine, unless it can be deiced by
charge where it might cause a fire haz- heated air;
ard. (c) No screen may be deiced by alco-
(b) Each duct must be strong enough hol alone; and
to prevent induction system failure (d) It must be impossible for fuel to
from normal backfire conditions. strike any screen.
(c) Each duct connected to compo-
nents between which relative motion § 29.1107 Inter-coolers and after-cool-
could exist must have means for flexi- ers.
bility.
(d) Each duct within any fire zone for Each inter-cooler and after-cooler
which a fire-extinguishing system is re- must be able to withstand the vibra-
quired must be at least— tion, inertia, and air pressure loads to
(1) Fireproof, if it passes through any which it would be subjected in oper-
firewall; or ation.
(2) Fire resistant, for other ducts, ex-
cept that ducts for auxiliary power § 29.1109 Carburetor air cooling.
units must be fireproof within the aux- It must be shown under § 29.1043 that
iliary power unit fire zone. each installation using two-stage su-
(e) Each auxiliary power unit induc- perchargers has means to maintain the
tion system duct must be fireproof for air temperature, at the carburetor
a sufficient distance upstream of the inlet, at or below the maximum estab-
auxiliary power unit compartment to
lished value.
prevent hot gas reverse flow from burn-
ing through auxiliary power unit ducts
790
EXHAUST SYSTEM § 29.1123 Exhaust piping.
§ 29.1121 General. (a) Exhaust piping must be heat and
corrosion resistant, and must have pro-
For powerplant and auxiliary power visions to prevent failure due to expan-
unit installations the following apply: sion by operating temperatures.
(a) Each exhaust system must ensure (b) Exhaust piping must be supported
safe disposal of exhaust gases without
to withstand any vibration and inertia
fire hazard or carbon monoxide con-
loads to which it would be subjected in
tamination in any personnel compart-
ment. operation.
(b) Each exhaust system part with a (c) Exhaust piping connected to com-
surface hot enough to ignite flammable ponents between which relative motion
fluids or vapors must be located or could exist must have provisions for
shielded so that leakage from any sys- flexibility.
tem carrying flammable fluids or va-
pors will not result in a fire caused by § 29.1125 Exhaust heat exchangers.
impingement of the fluids or vapors on For reciprocating engine powered
any part of the exhaust system includ- rotorcraft the following apply:
ing shields for the exhaust system. (a) Each exhaust heat exchanger
(c) Each component upon which hot must be constructed and installed to
exhaust gases could impinge, or that withstand the vibration, inertia, and
could be subjected to high tempera- other loads to which it would be sub-
tures from exhaust system parts, must jected in operation. In addition—
be fireproof. Each exhaust system com- (1) Each exchanger must be suitable
ponent must be separated by a fire- for continued operation at high tem-
proof shield from adjacent parts of the
peratures and resistant to corrosion
rotorcraft that are outside the engine
from exhaust gases;
and auxiliary power unit compart-
ments. (2) There must be means for inspect-
ing the critical parts of each ex-
(d) No exhaust gases may discharge
so as to cause a fire hazard with re- changer;
spect to any flammable fluid vent or (3) Each exchanger must have cooling
drain. provisions wherever it is subject to
(e) No exhaust gases may discharge contact with exhaust gases; and
where they will cause a glare seriously (4) No exhaust heat exchanger or
affecting pilot vision at night. muff may have stagnant areas or liquid
(f) Each exhaust system component traps that would increase the prob-
must be ventilated to prevent points of ability of ignition of flammable fluids
excessively high temperature. or vapors that might be present in case
(g) Each exhaust shroud must be ven- of the failure or malfunction of compo-
tilated or insulated to avoid, during nents carrying flammable fluids.
normal operation, a temperature high (b) If an exhaust heat exchanger is
enough to ignite any flammable fluids used for heating ventilating air used by
or vapors outside the shroud. personnel—
(h) If significant traps exist, each (1) There must be a secondary heat
turbine engine exhaust system must exchanger between the primary ex-
have drains discharging clear of the haust gas heat exchanger and the ven-
rotorcraft, in any normal ground and tilating air system; or
flight attitudes, to prevent fuel accu- (2) Other means must be used to pre-
mulation after the failure of an at- vent harmful contamination of the
tempted engine start.
ventilating air.
(Secs. 313(a), 601, and 603, 72 Stat. 752, 755, 49
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49
U.S.C. 1655 (c)) amended by Amdt. 29–12, 41 FR 55473, Dec. 20,
1976; Amdt. 29–41, 62 FR 46173, Aug. 29, 1997]
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

1968; Amdt. 29–13, 42 FR 15046, Mar. 17, 1977]
791
§ 29.1141 14 CFR Ch. I (1–1–10 Edition)
POWERPLANT CONTROLS AND (b) Power controls must be arranged
ACCESSORIES to allow ready synchronization of all
engines by—
§ 29.1141 Powerplant controls: general. (1) Separate control of each engine;
(a) Powerplant controls must be lo- and
cated and arranged under § 29.777 and (2) Simultaneous control of all en-
marked under § 29.1555. gines.
(b) Each control must be located so (c) Each power control must provide
that it cannot be inadvertently oper- a positive and immediately responsive
ated by persons entering, leaving, or means of controlling its engine.
moving normally in the cockpit. (d) Each fluid injection control other
(c) Each flexible powerplant control than fuel system control must be in
must be approved. the corresponding power control. How-
(d) Each control must be able to ever, the injection system pump may
maintain any set position without— have a separate control.
(1) Constant attention; or (e) If a power control incorporates a
(2) Tendency to creep due to control fuel shutoff feature, the control must
loads or vibration. have a means to prevent the inad-
vertent movement of the control into
(e) Each control must be able to
the shutoff position. The means must—
withstand operating loads without ex-
cessive deflection. (1) Have a positive lock or stop at the
idle position; and
(f) Controls of powerplant valves re-
quired for safety must have— (2) Require a separate and distinct
operation to place the control in the
(1) For manual valves, positive stops
shutoff position.
or in the case of fuel valves suitable
index provisions, in the open and closed (f) For rotorcraft to be certificated
position; and for a 30-second OEI power rating, a
means must be provided to automati-
(2) For power-assisted valves, a
cally activate and control the 30-sec-
means to indicate to the flight crew
ond OEI power and prevent any engine
when the valve—
from exceeding the installed engine
(i) Is in the fully open or fully closed limits associated with the 30-second
position; or OEI power rating approved for the
(ii) Is moving between the fully open rotorcraft.
and fully closed position.
[Amdt. 29–26, 53 FR 34219, Sept. 2, 1988, as
(Secs. 313(a), 601, and 603, 72 Stat. 752, 775, 49 amended by Amdt. 29–34, 59 FR 47768, Sept.
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 16, 1994]
U.S.C. 1655(c))
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as § 29.1145 Ignition switches.
amended by Amdt. 29–13, 42 FR 15046, Mar. 17, (a) Ignition switches must control
1977; Amdt. 29–26, 53 FR 34219, Sept. 2, 1988]
each ignition circuit on each engine.
§ 29.1142 Auxiliary power unit con- (b) There must be means to quickly
trols. shut off all ignition by the grouping of
switches or by a master ignition con-
Means must be provided on the flight trol.
deck for starting, stopping, and emer- (c) Each group of ignition switches,
gency shutdown of each installed auxil- except ignition switches for turbine en-
iary power unit. gines for which continuous ignition is
(Secs. 313(a), 601, 603, 604, Federal Aviation not required, and each master ignition
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424), control must have a means to prevent
sec. 6(c), Dept. of Transportation Act (49 its inadvertent operation.
U.S.C. 1655(c)))
(Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49
[Amdt. 29–17, 43 FR 50602, Oct. 30, 1978] U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49
U.S.C. 1655 (c))
§ 29.1143 Engine controls.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

(a) There must be a separate power amended by Amdt. 29–13, 42 FR 15046, Mar. 17,
control for each engine. 1977]
792
§ 29.1147 Mixture controls. vided for accessory drives located on

(a) If there are mixture controls, any component of the transmission and
each engine must have a separate con- rotor drive system to prevent damage
trol, and the controls must be arranged to these components from excessive ac-
to allow— cessory load.
(1) Separate control of each engine; [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
and amended by Amdt. 29–22, 49 FR 6850, Feb. 23,
(2) Simultaneous control of all en- 1984; Amdt. 29–26, 53 FR 34219, Sept. 2, 1988]
gines.
(b) Each intermediate position of the § 29.1165 Engine ignition systems.
mixture controls that corresponds to a
normal operating setting must be iden- (a) Each battery ignition system
tifiable by feel and sight. must be supplemented with a generator
that is automatically available as an
§ 29.1151 Rotor brake controls. alternate source of electrical energy to
(a) It must be impossible to apply the allow continued engine operation if
rotor brake inadvertently in flight. any battery becomes depleted.
(b) There must be means to warn the (b) The capacity of batteries and gen-
crew if the rotor brake has not been erators must be large enough to meet
completely released before takeoff. the simultaneous demands of the en-
gine ignition system and the greatest
§ 29.1157 Carburetor air temperature demands of any electrical system com-
controls.
ponents that draw from the same
There must be a separate carburetor source.
air temperature control for each en- (c) The design of the engine ignition
gine. system must account for—
§ 29.1159 Supercharger controls. (1) The condition of an inoperative
generator;
Each supercharger control must be
(2) The condition of a completely de-
accessible to—
(a) The pilots; or pleted battery with the generator run-
(b) (If there is a separate flight engi- ning at its normal operating speed; and
neer station with a control panel) the (3) The condition of a completely de-
flight engineer. pleted battery with the generator oper-
ating at idling speed, if there is only
§ 29.1163 Powerplant accessories. one battery.
(a) Each engine mounted accessory (d) Magneto ground wiring (for sepa-
must— rate ignition circuits) that lies on the
(1) Be approved for mounting on the engine side of any firewall must be in-
engine involved; stalled, located, or protected, to mini-
(2) Use the provisions on the engine mize the probability of the simulta-
for mounting; and neous failure of two or more wires as a
(3) Be sealed in such a way as to pre- result of mechanical damage, electrical
vent contamination of the engine oil fault, or other cause.
system and the accessory system.
(e) No ground wire for any engine
(b) Electrical equipment subject to
may be routed through a fire zone of
arcing or sparking must be installed,
to minimize the probability of igniting another engine unless each part of that
flammable fluids or vapors. wire within that zone is fireproof.
(c) If continued rotation of an engine- (f) Each ignition system must be
driven cabin supercharger or any re- independent of any electrical circuit
mote accessory driven by the engine that is not used for assisting, control-
will be a hazard if they malfunction, ling, or analyzing the operation of that
there must be means to prevent their system.
hazardous rotation without interfering (g) There must be means to warn ap-
with the continued operation of the en- propriate crewmembers if the malfunc-
gine.
tioning of any part of the electrical

(d) Unless other means are provided,
torque limiting means must be pro-
793
§ 29.1181 14 CFR Ch. I (1–1–10 Edition)
system is causing the continuous dis- nents must be shielded or located so as
charge of any battery necessary for en- to safeguard against the ignition of
gine ignition. leaking flammable fluid. An integral
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
oil sump of less than 25-quart capacity
amended by Amdt. 29–12, 41 FR 55473, Dec. 20, on a reciprocating engine need not be
1976] fireproof nor be enclosed by a fireproof
shield.
POWERPLANT FIRE PROTECTION (b) Paragraph (a) of this section does
not apply to—
§ 29.1181 Designated fire zones: re- (1) Lines, fittings, and components
gions included. which are already approved as part of a
(a) Designated fire zones are— type certificated engine; and
(1) The engine power section of recip- (2) Vent and drain lines, and their fit-
rocating engines; tings, whose failure will not result in
(2) The engine accessory section of or add to, a fire hazard.
reciprocating engines;
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(3) Any complete powerplant com- amended by Amdt. 29–2, 32 FR 6914, May 5,
partment in which there is no isolation 1967; Amdt. 29–10, 39 FR 35463, Oct. 1, 1974;
between the engine power section and Amdt. 29–22, 49 FR 6850, Feb. 23, 1984]
the engine accessory section, for recip-
rocating engines; § 29.1185 Flammable fluids.
(4) Any auxiliary power unit com- (a) No tank or reservoir that is part
partment; of a system containing flammable
(5) Any fuel-burning heater and other fluids or gases may be in a designated
combustion equipment installation de- fire zone unless the fluid contained, the
scribed in § 29.859; design of the system, the materials
(6) The compressor and accessory sec- used in the tank and its supports, the
tions of turbine engines; and shutoff means, and the connections,
(7) The combustor, turbine, and tail- lines, and controls provide a degree of
pipe sections of turbine engine instal- safety equal to that which would exist
lations except sections that do not con- if the tank or reservoir were outside
tain lines and components carrying such a zone.
flammable fluids or gases and are iso- (b) Each fuel tank must be isolated
lated from the designated fire zone pre- from the engines by a firewall or
scribed in paragraph (a)(6) of this sec- shroud.
tion by a firewall that meets § 29.1191. (c) There must be at least one-half
(b) Each designated fire zone must inch of clear airspace between each
meet the requirements of §§ 29.1183 tank or reservoir and each firewall or
through 29.1203. shroud isolating a designated fire zone,
[Amdt. 29–3, 33 FR 970, Jan. 26, 1968, as unless equivalent means are used to
amended by Amdt. 29–26, 53 FR 34219, Sept. 2, prevent heat transfer from the fire
1988] zone to the flammable fluid.
(d) Absorbent material close to flam-
§ 29.1183 Lines, fittings, and compo- mable fluid system components that
nents. might leak must be covered or treated
(a) Except as provided in paragraph to prevent the absorption of hazardous
(b) of this section, each line, fitting, quantities of fluids.
and other component carrying flam-
mable fluid in any area subject to en- § 29.1187 Drainage and ventilation of
gine fire conditions and each compo- fire zones.
nent which conveys or contains flam- (a) There must be complete drainage
mable fluid in a designated fire zone of each part of each designated fire
must be fire resistant, except that zone to minimize the hazards resulting
flammable fluid tanks and supports in from failure or malfunction of any
a designated fire zone must be fireproof component containing flammable
or be enclosed by a fireproof shield un- fluids. The drainage means must be—
less damage by fire to any non-fire- (1) Effective under conditions ex-
proof part will not cause leakage or pected to prevail when drainage is
spillage of flammable fluid. Compo- needed; and
794
(2) Arranged so that no discharged (e) Each shutoff valve and its control
fluid will cause an additional fire haz- must be designed, located, and pro-
ard. tected to function properly under any
(b) Each designated fire zone must be condition likely to result from fire in a
ventilated to prevent the accumulation designated fire zone.
of flammable vapors. (f) Except for ground-use-only auxil-
(c) No ventilation opening may be iary power unit installations, there
where it would allow the entry of flam- must be means to prevent inadvertent
mable fluids, vapors, or flame from operation of each shutoff and to make
other zones. it possible to reopen it in flight after it
(d) Ventilation means must be ar- has been closed.
ranged so that no discharged vapors
will cause an additional fire hazard. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(e) For category A rotorcraft, there amended by Amdt. 29–12, 41 FR 55473, Dec. 20,
1976; Amdt. 29–22, 49 FR 6850, Feb. 23, 1984;
must be means to allow the crew to
Amdt. 29–26, 53 FR 34219, Sept. 2, 1988]
shut off the sources of forced ventila-
tion in any fire zone (other than the § 29.1191 Firewalls.
engine power section of the powerplant
compartment) unless the amount of ex- (a) Each engine, including the com-
tinguishing agent and the rate of dis- bustor, turbine, and tailpipe sections of
charge are based on the maximum air- turbine engine installations, must be
flow through that zone. isolated by a firewall, shroud, or equiv-
alent means, from personnel compart-
§ 29.1189 Shutoff means. ments, structures, controls, rotor
(a) There must be means to shut off mechanisms, and other parts that are—
or otherwise prevent hazardous quan- (1) Essential to controlled flight and
tities of fuel, oil, de-icing fluid, and landing; and
other flammable fluids from flowing (2) Not protected under § 29.861.
into, within, or through any designated (b) Each auxiliary power unit, com-
fire zone, except that this means need bustion heater, and other combustion
not be provided— equipment to be used in flight, must be
(1) For lines, fittings, and compo- isolated from the rest of the rotorcraft
nents forming an integral part of an by firewalls, shrouds, or equivalent
engine; means.
(2) For oil systems for turbine engine (c) Each firewall or shroud must be
installations in which all components constructed so that no hazardous quan-
of the system, including oil tanks, are tity of air, fluid, or flame can pass
fireproof or located in areas not subject from any engine compartment to other
to engine fire conditions; or parts of the rotorcraft.
(3) For engine oil systems in category (d) Each opening in the firewall or
B rotorcraft using reciprocating en- shroud must be sealed with close-fit-
gines of less than 500 cubic inches dis- ting fireproof grommets, bushings, or
placement. firewall fittings.
(b) The closing of any fuel shutoff (e) Each firewall and shroud must be
valve for any engine may not make fireproof and protected against corro-
fuel unavailable to the remaining en- sion.
gines.
(f) In meeting this section, account
(c) For category A rotorcraft, no haz-
must be taken of the probable path of
ardous quantity of flammable fluid
a fire as affected by the airflow in nor-
may drain into any designated fire
mal flight and in autorotation.
zone after shutoff has been accom-
plished, nor may the closing of any fuel [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
shutoff valve for an engine make fuel amended by Amdt. 29–3, 33 FR 970, Jan. 26,
unavailable to the remaining engines. 1968]
(d) The operation of any shutoff may
not interfere with the later emergency § 29.1193 Cowling and engine compart-
operation of any other equipment, such ment covering.
as the means for declutching the en- (a) Each cowling and engine compart-
gine from the rotor drive. ment covering must be constructed and
795
§ 29.1194 14 CFR Ch. I (1–1–10 Edition)
supported so that it can resist the vi- zones, other than tail surfaces not sub-
bration, inertia, and air loads to which ject to heat, flames, or sparks ema-
it may be subjected in operation. nating from a designated fire zone or
(b) Cowling must meet the drainage engine compartment, must be at least
and ventilation requirements of fire resistant.
§ 29.1187.
(c) On rotorcraft with a diaphragm [Amdt. 29–3, 33 FR 970, Jan. 26, 1968]
isolating the engine power section from
§ 29.1195 Fire extinguishing systems.
the engine accessory section, each part
of the accessory section cowling sub- (a) Each turbine engine powered
ject to flame in case of fire in the en- rotorcraft and Category A recipro-
gine power section of the powerplant cating engine powered rotorcraft, and
must— each Category B reciprocating engine
(1) Be fireproof; and powered rotorcraft with engines of
(2) Meet the requirements of § 29.1191. more than 1,500 cubic inches must have
(d) Each part of the cowling or engine a fire extinguishing system for the des-
compartment covering subject to high ignated fire zones. The fire extin-
temperatures due to its nearness to ex- guishing system for a powerplant must
haust system parts or exhaust gas im- be able to simultaneously protect all
pingement must be fireproof. zones of the powerplant compartment
(e) Each rotorcraft must— for which protection is provided.
(1) Be designated and constructed so (b) For multiengine powered rotor-
that no fire originating in any fire zone craft, the fire extinguishing system,
can enter, either through openings or the quantity of extinguishing agent,
by burning through external skin, any and the rate of discharge must—
other zone or region where it would (1) For each auxiliary power unit and
create additional hazards; combustion equipment, provide at least
(2) Meet the requirements of para- one adequate discharge; and
graph (e)(1) of this section with the (2) For each other designated fire
landing gear retracted (if applicable); zone, provide two adequate discharges.
and (c) For single engine rotorcraft, the
(3) Have fireproof skin in areas sub-
quantity of extinguishing agent and
ject to flame if a fire starts in or burns
the rate of discharge must provide at
out of any designated fire zone.
least one adequate discharge for the
(f) A means of retention for each
engine compartment.
openable or readily removable panel,
cowling, or engine or rotor drive sys- (d) It must be shown by either actual
tem covering must be provided to pre- or simulated flight tests that under
clude hazardous damage to rotors or critical airflow conditions in flight the
critical control components in the discharge of the extinguishing agent in
event of— each designated fire zone will provide
(1) Structural or mechanical failure an agent concentration capable of ex-
of the normal retention means, unless tinguishing fires in that zone and of
such failure is extremely improbable; minimizing the probability of reigni-
or tion.
(2) Fire in a fire zone, if such fire (Secs. 313(a), 601, 603, 604, Federal Aviation
could adversely affect the normal Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424),
means of retention. sec. 6(c), Dept. of Transportation Act (49
U.S.C. 1655(c)))
(Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
U.S.C. 1655(c)) amended by Amdt. 29–3, 33 FR 970, Jan. 26,
1968; Amdt. 29–13, 42 FR 15047, Mar. 17, 1977;
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as Amdt. 29–17, 43 FR 50602, Oct. 30, 1978]
1968; Amdt. 29–13, 42 FR 15046, Mar. 17, 1977;
Amdt. 29–26, 53 FR 34219, Sept. 2, 1988]
§ 29.1197 Fire extinguishing agents.
(a) Fire extinguishing agents must—
§ 29.1194 Other surfaces. (1) Be capable of extinguishing
All surfaces aft of, and near, engine flames emanating from any burning of
compartments and designated fire fluids or other combustible materials
796
in the area protected by the fire extin- § 29.1201 Fire extinguishing system
guishing system; and materials.
(2) Have thermal stability over the (a) No materials in any fire extin-
temperature range likely to be experi- guishing system may react chemically
enced in the compartment in which with any extinguishing agent so as to
they are stored.
create a hazard.
(b) If any toxic extinguishing agent is
(b) Each system component in an en-
used, it must be shown by test that
gine compartment must be fireproof.
entry of harmful concentrations of
fluid or fluid vapors into any personnel § 29.1203 Fire detector systems.
compartment (due to leakage during
normal operation of the rotorcraft, or (a) For each turbine engine powered
discharge on the ground or in flight) is rotorcraft and Category A recipro-
prevented, even though a defect may cating engine powered rotorcraft, and
exist in the extinguishing system. for each Category B reciprocating en-
gine powered rotorcraft with engines of
(Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49
more than 900 cubic inches displace-
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49
U.S.C. 1655(c)) ment, there must be approved, quick-
acting fire detectors in designated fire
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as zones and in the combustor, turbine,
1976; Amdt. 29–13, 42 FR 15047, Mar. 17, 1977]
and tailpipe sections of turbine instal-
lations (whether or not such sections
§ 29.1199 Extinguishing agent con- are designated fire zones) in numbers
tainers. and locations ensuring prompt detec-
(a) Each extinguishing agent con- tion of fire in those zones.
tainer must have a pressure relief to (b) Each fire detector must be con-
prevent bursting of the container by structed and installed to withstand any
excessive internal pressures. vibration, inertia, and other loads to
(b) The discharge end of each dis- which it would be subjected in oper-
charge line from a pressure relief con- ation.
nection must be located so that dis- (c) No fire detector may be affected
charge of the fire extinguishing agent by any oil, water, other fluids, or
would not damage the rotorcraft. The fumes that might be present.
line must also be located or protected (d) There must be means to allow
to prevent clogging caused by ice or crewmembers to check, in flight, the
other foreign matter. functioning of each fire detector sys-
(c) There must be a means for each tem electrical circuit.
fire extinguishing agent container to (e) The writing and other components
indicate that the container has dis- of each fire detector system in an en-
charged or that the charging pressure gine compartment must be at least fire
is below the established minimum nec- resistant.
essary for proper functioning. (f) No fire detector system compo-
(d) The temperature of each con- nent for any fire zone may pass
tainer must be maintained, under in- through another fire zone, unless—
tended operating conditions, to prevent
(1) It is protected against the possi-
the pressure in the container from—
bility of false warnings resulting from
(1) Falling below that necessary to
fires in zones through which it passes;
provide an adequate rate of discharge;
or
or
(2) The zones involved are simulta-
(2) Rising high enough to cause pre-
neously protected by the same detector
mature discharge.
and extinguishing systems.
(Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49
U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49 [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
U.S.C. 1655 (c)) amended by Amdt. 29–3, 33 FR 970, Jan. 26,
1968]
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

1977]
797
§ 29.1301 14 CFR Ch. I (1–1–10 Edition)
Subpart F—Equipment (6) Is located on the instrument panel

in a position acceptable to the Admin-
GENERAL istrator that will make it plainly visi-
ble to and useable by any pilot at his
§ 29.1301 Function and installation. station; and
Each item of installed equipment (7) Is appropriately lighted during all
must— phases of operation.
(a) Be of a kind and design appro- (h) A gyroscopic direction indicator.
priate to its intended function; (i) A rate-of-climb (vertical speed) in-
(b) Be labeled as to its identification, dicator.
function, or operating limitations, or (j) For Category A rotorcraft, a speed
any applicable combination of these warning device when VNE is less than
factors; the speed at which unmistakable over-
(c) Be installed according to limita- speed warning is provided by other
tions specified for that equipment; and pilot cues. The speed warning device
(d) Function properly when installed. must give effective aural warning (dif-
fering distinctively from aural warn-
§ 29.1303 Flight and navigation instru- ings used for other purposes) to the pi-
ments. lots whenever the indicated speed ex-
The following are required flight and ceeds VNE plus 3 knots and must oper-
navigational instruments: ate satisfactorily throughout the ap-
(a) An airspeed indicator. For Cat- proved range of altitudes and tempera-
egory A rotorcraft with VNE less than a tures.
speed at which unmistakable pilot cues (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
provide overspeed warning, a maximum eral Aviation Act of 1958 (49 U.S.C. 1354(a),
allowable airspeed indicator must be 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
provided. If maximum allowable air- of Transportation Act (49 U.S.C. 1655(c)))
speed varies with weight, altitude, [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
temperature, or r.p.m., the indicator amended by Amdt. 29–12, 41 FR 55474, Dec. 20,
must show that variation. 1976; Amdt. 29–14, 42 FR 36972, July 18, 1977;
(b) A sensitive altimeter. Amdt. 29–24, 49 FR 44438, Nov. 6, 1984; 70 FR
(c) A magnetic direction indicator. 2012, Jan. 12, 2005]
(d) A clock displaying hours, min-
utes, and seconds with a sweep-second § 29.1305 Powerplant instruments.
pointer or digital presentation. The following are required power-
(e) A free-air temperature indicator. plant instruments:
(f) A non-tumbling gyroscopic bank (a) For each rotorcraft—
and pitch indicator. (1) A carburetor air temperature indi-
(g) A gyroscopic rate-of-turn indicator for each reciprocating engine;
cator combined with an integral slip- (2) A cylinder head temperature indi-
skid indicator (turn-and-bank indicator for each air-cooled reciprocating
cator) except that only a slip-skid indi- engine, and a coolant temperature indi-
cator is required on rotorcraft with a cator for each liquid-cooled recipro-
third attitude instrument system cating engine;
that— (3) A fuel quantity indicator for each
(1) Is usable through flight attitudes fuel tank;
of ±80 degrees of pitch and ±120 degrees (4) A low fuel warning device for each
of roll; fuel tank which feeds an engine. This
(2) Is powered from a source inde- device must—
pendent of the electrical generating (i) Provide a warning to the crew
system; when approximately 10 minutes of usa-
(3) Continues reliable operation for a ble fuel remains in the tank; and
minimum of 30 minutes after total fail- (ii) Be independent of the normal fuel
ure of the electrical generating system; quantity indicating system.
(4) Operates independently of any (5) A manifold pressure indicator, for
other attitude indicating system; each reciprocating engine of the alti-
(5) Is operative without selection tude type;
after total failure of the electrical gen- (6) An oil pressure indicator for each
erating system; pressure-lubricated gearbox.
798
(7) An oil pressure warning device for not employ any pumps, filters, or other
each pressure-lubricated gearbox to in- components subject to degradation or
dicate when the oil pressure falls below failure which may adversely affect fuel
a safe value; pressure at the engine;
(8) An oil quantity indicator for each (22) A means to indicate to the
oil tank and each rotor drive gearbox, flightcrew the failure of any fuel pump
if lubricant is self-contained; installed to show compliance with
(9) An oil temperature indicator for § 29.955;
each engine; (23) Warning or caution devices to
(10) An oil temperature warning de- signal to the flightcrew when ferro-
vice to indicate unsafe oil tempera- magnetic particles are detected by the
tures in each main rotor drive gearbox, chip detector required by § 29.1337(e);
including gearboxes necessary for rotor and
phasing; (24) For auxiliary power units, an in-
(11) A gas temperature indicator for dividual indicator, warning or caution
each turbine engine; device, or other means to advise the
(12) A gas producer rotor tachometer flightcrew that limits are being exceed-
for each turbine engine; ed, if exceeding these limits can be haz-
(13) A tachometer for each engine ardous, for—
that, if combined with the applicable (i) Gas temperature;
instrument required by paragraph (ii) Oil pressure; and
(a)(14) of this section, indicates rotor (iii) Rotor speed.
r.p.m. during autorotation.
(25) For rotorcraft for which a 30-sec-
(14) At least one tachometer to indi-
ond/2-minute OEI power rating is re-
cate, as applicable—
quested, a means must be provided to
(i) The r.p.m. of the single main
alert the pilot when the engine is at
rotor;
the 30-second and 2-minute OEI power
(ii) The common r.p.m. of any main
levels, when the event begins, and
rotors whose speeds cannot vary appre-
when the time interval expires.
ciably with respect to each other; and
(26) For each turbine engine utilizing
(iii) The r.p.m. of each main rotor
30-second/2-minute OEI power, a device
whose speed can vary appreciably with
or system must be provided for use by
respect to that of another main rotor;
ground personnel which—
(15) A free power turbine tachometer
for each turbine engine; (i) Automatically records each usage
(16) A means, for each turbine engine, and duration of power at the 30-second
to indicate power for that engine; and 2-minute OEI levels;
(17) For each turbine engine, an indi- (ii) Permits retrieval of the recorded
cator to indicate the functioning of the data;
powerplant ice protection system; (iii) Can be reset only by ground
(18) An indicator for the filter re- maintenance personnel; and
quired by § 29.997 to indicate the occur- (iv) Has a means to verify proper op-
rence of contamination of the filter to eration of the system or device.
the degree established in compliance (b) For category A rotorcraft—
with § 29.955; (1) An individual oil pressure indi-
(19) For each turbine engine, a warn- cator for each engine, and either an
ing means for the oil strainer or filter independent warning device for each
required by § 29.1019, if it has no bypass, engine or a master warning device for
to warn the pilot of the occurrence of the engines with means for isolating
contamination of the strainer or filter the individual warning circuit from the
before it reaches the capacity estab- master warning device;
lished in accordance with § 29.1019(a)(2); (2) An independent fuel pressure
(20) An indicator to indicate the func- warning device for each engine or a
tioning of any selectable or control- master warning device for all engines
lable heater used to prevent ice clog- with provision for isolating the indi-
ging of fuel system components; vidual warning device from the master
(21) An individual fuel pressure indi- warning device; and
cator for each engine, unless the fuel (3) Fire warning indicators.
system which supplies that engine does (c) For category B rotorcraft—
799
§ 29.1307 14 CFR Ch. I (1–1–10 Edition)
(1) An individual oil pressure indi- ated monitoring and warning means
cator for each engine; and must be designed to minimize crew er-
(2) Fire warning indicators, when fire rors which could create additional haz-
detection is required. ards.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as (d) Compliance with the require-
amended by Amdt. 29–3, 33 FR 970, Jan. 26, ments of paragraph (b)(2) of this sec-
1968; Amdt. 29–10, 39 FR 35463, Oct. 1, 1974; tion must be shown by analysis and,
Amdt. 29–26, 53 FR 34219, Sept. 2, 1988; Amdt. where necessary, by appropriate
29–34, 59 FR 47768, Sept. 16, 1994; Amdt. 29–40, ground, flight, or simulator tests. The
61 FR 21908, May 10, 1996; 61 FR 43952, Aug. 27, analysis must consider—
1996]
(1) Possible modes of failure, includ-
§ 29.1307 Miscellaneous equipment. ing malfunctions and damage from ex-
ternal sources;
The following is required miscella- (2) The probability of multiple fail-
neous equipment: ures and undetected failures;
(a) An approved seat for each occu-
(3) The resulting effects on the rotor-
pant.
craft and occupants, considering the
(b) A master switch arrangement for
stage of flight and operating condi-
electrical circuits other than ignition.
(c) Hand fire extinguishers. tions; and
(d) A windshield wiper or equivalent (4) The crew warning cues, corrective
device for each pilot station. action required, and the capability of
(e) A two-way radio communication detecting faults.
system. (e) For Category A rotorcraft, each
installation whose functioning is re-
[Amdt. 29–12, 41 FR 55473, Dec. 20, 1976] quired by this subchapter and which re-
§ 29.1309 Equipment, systems, and in- quires a power supply is an ‘‘essential
stallations. load’’ on the power supply. The power
sources and the system must be able to
(a) The equipment, systems, and in- supply the following power loads in
stallations whose functioning is re- probable operating combinations and
quired by this subchapter must be defor probable durations:
signed and installed to ensure that
(1) Loads connected to the system
they perform their intended functions
with the system functioning normally.
under any foreseeable operating condi-
(2) Essential loads, after failure of
tion.
(b) The rotorcraft systems and asso- any one prime mover, power converter,
ciated components, considered sepa- or energy storage device.
rately and in relation to other systems, (3) Essential loads, after failure of—
must be designed so that— (i) Any one engine, on rotorcraft with
(1) For Category B rotorcraft, the two engines; and
equipment, systems, and installations (ii) Any two engines, on rotorcraft
must be designed to prevent hazards to with three or more engines.
the rotorcraft if they malfunction or (f) In determining compliance with
fail; or paragraphs (e)(2) and (3) of this section,
(2) For Category A rotorcraft— the power loads may be assumed to be
(i) The occurrence of any failure con- reduced under a monitoring procedure
dition which would prevent the contin- consistent with safety in the kinds of
ued safe flight and landing of the rotor- operations authorized. Loads not re-
craft is extremely improbable; and quired for controlled flight need not be
(ii) The occurrence of any other fail- considered for the two-engine-inoper-
ure conditions which would reduce the ative condition on rotorcraft with
capability of the rotorcraft or the abil- three or more engines.
ity of the crew to cope with adverse op- (g) In showing compliance with para-
erating conditions is improbable. graphs (a) and (b) of this section with
(c) Warning information must be pro- regard to the electrical system and to
vided to alert the crew to unsafe sys- equipment design and installation,
tem operating conditions and to enable critical environmental conditions must
them to take appropriate corrective be considered. For electrical genera-

action. Systems, controls, and associ- tion, distribution, and utilization
800
equipment required by or used in com- failure would significantly reduce the
plying with this subchapter, except capability of the rotorcraft or the abil-
equipment covered by Technical Stand- ity of the flightcrew to respond to an
ard Orders containing environmental adverse operating condition must be
test procedures, the ability to provide designed and installed so the system is
continuous, safe service under foresee- not adversely affected when the equip-
able environmental conditions may be ment providing these functions is ex-
shown by environmental tests, design posed to equipment HIRF test level 1
analysis, or reference to previous com- or 2, as described in appendix E to this
parable service experience on other air- part.
craft. (c) Each electrical and electronic sys-
(h) In showing compliance with para- tem that performs such a function
graphs (a) and (b) of this section, the whose failure would reduce the capa-
effects of lightning strikes on the bility of the rotorcraft or the ability of
rotorcraft must be considered. the flightcrew to respond to an adverse
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- operating condition must be designed
eral Aviation Act of 1958 (49 U.S.C. 1354(a), and installed so the system is not ad-
1421, 1423, 1424, and 1425); and sec. 6(c), Dept. versely affected when the equipment
of Transportation Act (49 U.S.C. 1655(c))) providing these functions is exposed to
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as equipment HIRF test level 3, as de-
amended by Amdt. 29–14, 42 FR 36972, July 18, scribed in appendix E to this part.
1977; Amdt. 29–24, 49 FR 44438, Nov. 6, 1984;
(d) Before December 1, 2012, an elec-
Amdt. 29–40, 61 FR 21908, May 10, 1996]
trical or electronic system that per-
§ 29.1317 High-intensity Radiated forms a function whose failure would
Fields (HIRF) Protection. prevent the continued safe flight and
(a) Except as provided in paragraph landing of a rotorcraft may be designed
(d) of this section, each electrical and and installed without meeting the pro-
electronic system that performs a func- visions of paragraph (a) provided—
tion whose failure would prevent the (1) The system has previously been
continued safe flight and landing of the shown to comply with special condi-
rotorcraft must be designed and in- tions for HIRF, prescribed under § 21.16,
stalled so that— issued before December 1, 2007;
(1) The function is not adversely af- (2) The HIRF immunity characteris-
fected during and after the time the tics of the system have not changed
rotorcraft is exposed to HIRF environ- since compliance with the special con-
ment I, as described in appendix E to ditions was demonstrated; and
this part; (3) The data used to demonstrate
(2) The system automatically recov- compliance with the special conditions
ers normal operation of that function, is provided.
in a timely manner, after the rotor-
craft is exposed to HIRF environment [Doc. No. FAA–2006–23657, 72 FR 44027, Aug. 6,
2007]
I, as described in appendix E to this
part, unless this conflicts with other
INSTRUMENTS: INSTALLATION
operational or functional requirements
of that system; § 29.1321 Arrangement and visibility.
(3) The system is not adversely af-
fected during and after the time the (a) Each flight, navigation, and pow-
rotorcraft is exposed to HIRF environ- erplant instrument for use by any pilot
ment II, as described in appendix E to must be easily visible to him from his
this part; and station with the minimum practicable
(4) Each function required during op- deviation from his normal position and
eration under visual flight rules is not line of vision when he is looking for-
adversely affected during and after the ward along the flight path.
time the rotorcraft is exposed to HIRF (b) Each instrument necessary for
environment III, as described in appen- safe operation, including the airspeed
dix E to this part. indicator, gyroscopic direction indi-
(b) Each electrical and electronic cator, gyroscopic bank-and-pitch indi-

system that performs a function whose cator, slip-skid indicator, altimeter,
801
§ 29.1322 14 CFR Ch. I (1–1–10 Edition)
rate-of-climb indicator, rotor tachom- (b) Amber, for caution lights (lights
eters, and the indicator most rep- indicating the possible need for future
resentative of engine power, must be corrective action);
grouped and centered as nearly as prac- (c) Green, for safe operation lights;
ticable about the vertical plane of the and
pilot’s forward vision. In addition, for (d) Any other color, including white,
rotorcraft approved for IFR flight— for lights not described in paragraphs
(1) The instrument that most effec- (a) through (c) of this section, provided
tively indicates attitude must be on the color differs sufficiently from the
the panel in the top center position; colors prescribed in paragraphs (a)
through (c) of this section to avoid pos-
(2) The instrument that most effec-
sible confusion.
tively indicates direction of flight
must be adjacent to and directly below [Amdt. 29–12, 41 FR 55474, Dec. 20, 1976]
the attitude instrument;
(3) The instrument that most effec- § 29.1323 Airspeed indicating system.
tively indicates airspeed must be adja- For each airspeed indicating system,
cent to and to the left of the attitude the following apply:
instrument; and (a) Each airspeed indicating instru-
(4) The instrument that most effec- ment must be calibrated to indicate
tively indicates altitude or is most fre- true airspeed (at sea level with a stand-
quently utilized in control of altitude ard atmosphere) with a minimum prac-
must be adjacent to and to the right of ticable instrument calibration error
the attitude instrument. when the corresponding pitot and stat-
ic pressures are applied.
(c) Other required powerplant instru-
(b) Each system must be calibrated
ments must be closely grouped on the
to determine system error excluding
instrument panel.
airspeed instrument error. This cali-
(d) Identical powerplant instruments bration must be determined—
for the engines must be located so as to (1) In level flight at speeds of 20
prevent any confusion as to which en- knots and greater, and over an appro-
gine each instrument relates. priate range of speeds for flight condi-
(e) Each powerplant instrument vital tions of climb and autorotation; and
to safe operation must be plainly visi- (2) During takeoff, with repeatable
ble to appropriate crewmembers. and readable indications that ensure—
(f) Instrument panel vibration may (i) Consistent realization of the field
not damage, or impair the readability lengths specified in the Rotorcraft
or accuracy of, any instrument. Flight Manual; and
(g) If a visual indicator is provided to (ii) Avoidance of the critical areas of
indicate malfunction of an instrument, the height-velocity envelope as estab-
it must be effective under all probable lished under § 29.87.
cockpit lighting conditions. (c) For Category A rotorcraft—
(1) The indication must allow con-
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- sistent definition of the takeoff deci-
sion point; and
1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
of Transportation Act (49 U.S.C. 1655(c))) (2) The system error, excluding the
airspeed instrument calibration error,
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as may not exceed—
amended by Amdt. 29–14, 42 FR 36972, July 18, (i) Three percent or 5 knots, which-
1977; Amdt. 29–21, 48 FR 4391, Jan. 31, 1983] ever is greater, in level flight at speeds
above 80 percent of takeoff safety
§ 29.1322 Warning, caution, and advi-
sory lights. speed; and
(ii) Ten knots in climb at speeds from
If warning, caution or advisory lights 10 knots below takeoff safety speed to
are installed in the cockpit they must, 10 knots above VY.
unless otherwise approved by the Ad- (d) For Category B rotorcraft, the
ministrator, be— system error, excluding the airspeed
(a) Red, for warning lights (lights in- instrument calibration error, may not
dicating a hazard which may require exceed 3 percent or 5 knots, whichever

immediate corrective action); is greater, in level flight at speeds
802
above 80 percent of the climbout speed (g) Except as provided in paragraph
attained at 50 feet when complying (h) of this section, if the static pressure
with § 29.63. system incorporates both a primary
(e) Each system must be arranged, so and an alternate static pressure source,
far as practicable, to prevent malfunc- the means for selecting one or the
tion or serious error due to the entry of other source must be designed so
moisture, dirt, or other substances. that—
(f) Each system must have a heated (1) When either source is selected, the
pitot tube or an equivalent means of other is blocked off; and
preventing malfunction due to icing. (2) Both sources cannot be blocked
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964 as off simultaneously.
amended by Amdt. 29–3, 33 FR 970, Jan. 26, (h) For unpressurized rotorcraft,
1968; Amdt. 29–24, 49 FR 44439, Nov. 6, 1984; paragraph (g)(1) of this section does not
Amdt. 29–39, 61 FR 21901, May 10, 1996; Amdt. apply if it can be demonstrated that
29–44, 64 FR 45338, Aug. 19, 1999] the static pressure system calibration,
when either static pressure source is
§ 29.1325 Static pressure and pressure selected, is not changed by the other
altimeter systems.
static pressure source being open or
(a) Each instrument with static air blocked.
case connections must be vented to the
outside atmosphere through an appro- (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
priate piping system. 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
(b) Each vent must be located where of Transportation Act (49 U.S.C. 1655(c)))
its orifices are least affected by airflow
variation, moisture, or foreign matter. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(c) Each static pressure port must be
1977; Amdt. 29–24, 49 FR 44439, Nov. 6, 1984]
designed and located in such manner
that the correlation between air pres- § 29.1327 Magnetic direction indicator.
sure in the static pressure system and
true ambient atmospheric static pres- (a) Each magnetic direction indicator
sure is not altered when the rotorcraft must be installed so that its accuracy
encounters icing conditions. An anti- is not excessively affected by the
icing means or an alternate source of rotorcraft’s vibration or magnetic
static pressure may be used in showing fields.
compliance with this requirement. If (b) The compensated installation
the reading of the altimeter, when on may not have a deviation, in level
the alternate static pressure system, flight, greater than 10 degrees on any
differs from the reading of altimeter heading.
when on the primary static system by
§ 29.1329 Automatic pilot system.
more than 50 feet, a correction card
must be provided for the alternate (a) Each automatic pilot system
static system. must be designed so that the automatic
(d) Except for the vent into the at- pilot can—
mosphere, each system must be air- (1) Be sufficiently overpowered by
tight. one pilot to allow control of the rotor-
(e) Each pressure altimeter must be craft; and
approved and calibrated to indicate (2) Be readily and positively dis-
pressure altitude in a standard atmos- engaged by each pilot to prevent it
phere with a minimum practicable from interfering with the control of the
calibration error when the cor- rotorcraft.
responding static pressures are applied. (b) Unless there is automatic syn-
(f) Each system must be designed and chronization, each system must have a
installed so that an error in indicated means to readily indicate to the pilot
pressure altitude, at sea level, with a the alignment of the actuating device
standard atmosphere, excluding instru- in relation to the control system it op-
ment calibration error, does not result erates.
in an error of more than ±30 feet per 100 (c) Each manually operated control
knots speed. However, the error need for the system’s operation must be
not be less than ±30 feet. readily accessible to the pilots.
803
§ 29.1331 14 CFR Ch. I (1–1–10 Edition)
(d) The system must be designed and § 29.1333 Instrument systems.
adjusted so that, within the range of
For systems that operate the re-
adjustment available to the pilot, it
quired flight instruments which are lo-
cannot produce hazardous loads on the
cated at each pilot’s station, the fol-
rotorcraft, or create hazardous devi-
lowing apply:
ations in the flight path, under any
(a) Only the required flight instru-
flight condition appropriate to its use,
ments for the first pilot may be con-
either during normal operation or in
nected to that operating system.
the event of a malfunction, assuming
(b) The equipment, systems, and in-
that corrective action begins within a
stallations must be designed so that
reasonable period of time.
one display of the information essen-
(e) If the automatic pilot integrates
tial to the safety of flight which is pro-
signals from auxiliary controls or fur-
vided by the flight instruments re-
nishes signals for operation of other
mains available to a pilot, without ad-
equipment, there must be positive
ditional crewmember action, after any
interlocks and sequencing of engage-
single failure or combination of fail-
ment to prevent improper operation.
ures that are not shown to be ex-
(f) If the automatic pilot system can tremely improbable.
be coupled to airborne navigation
(c) Additional instruments, systems,
equipment, means must be provided to
or equipment may not be connected to
indicate to the pilots the current mode
the operating system for a second pilot
of operation. Selector switch position
unless provisions are made to ensure
is not acceptable as a means of indica-
the continued normal functioning of
tion.
the required flight instruments in the
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as event of any malfunction of the addi-
amended by Amdt. 29–24, 49 FR 44439, Nov. 6, tional instruments, systems, or equip-
1984; Amdt. 29–24, 49 FR 47594, Dec. 6, 1984; ment which is not shown to be ex-
Amdt. 29–42, 63 FR 43285, Aug. 12, 1998] tremely improbable.
§ 29.1331 Instruments using a power [Amdt. 29–24, 49 FR 44439, Nov. 6, 1984]
supply.
§ 29.1335 Flight director systems.
For category A rotorcraft—
(a) Each required flight instrument If a flight director system is in-
using a power supply must have— stalled, means must be provided to in-
(1) Two independent sources of power; dicate to the flight crew its current
(2) A means of selecting either power mode of operation. Selector switch po-
source; and sition is not acceptable as a means of
(3) A visual means integral with each indication.
instrument to indicate when the power (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
adequate to sustain proper instrument eral Aviation Act of 1958 (49 U.S.C. 1354(a),
performance is not being supplied. The 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
power must be measured at or near the of Transportation Act (49 U.S.C. 1655(c)))
point where it enters the instrument. [Amdt. 29–14, 42 FR 36973, July 18, 1977]
For electrical instruments, the power
is considered to be adequate when the § 29.1337 Powerplant instruments.
voltage is within the approved limits; (a) Instruments and instrument lines.
and (1) Each powerplant and auxiliary
(b) The installation and power supply power unit instrument line must meet
system must be such that failure of the requirements of §§ 29.993 and 29.1183.
any flight instrument connected to one (2) Each line carrying flammable
source, or of the energy supply from fluids under pressure must—
one source, or a fault in any part of the (i) Have restricting orifices or other
power distribution system does not safety devices at the source of pressure
interfere with the proper supply of en- to prevent the escape of excessive fluid
ergy from any other source. if the line fails; and
(ii) Be installed and located so that
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

amended by Amdt. 29–24, 49 FR 44439, Nov. 6, the escape of fluids would not create a
1984] hazard.
804
(3) Each powerplant and auxiliary function of each detector electrical cir-
power unit instrument that utilizes cuit and signal.
flammable fluids must be installed and (Secs. 313(a), 601, and 603, 72 Stat. 759, 775, 49
located so that the escape of fluid U.S.C. 1354(a), 1421, and 1423; sec. 6(c), 49
would not create a hazard. U.S.C. 1655(c))
(b) Fuel quantity indicator. There [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
must be means to indicate to the flight amended by Amdt. 29–13, 42 FR 15047, Mar. 17,
crew members the quantity, in gallons 1977; Amdt. 29–26, 53 FR 34219, Sept. 2, 1988]
or equivalent units, of usable fuel in
each tank during flight. In addition— ELECTRICAL SYSTEMS AND EQUIPMENT
(1) Each fuel quantity indicator must § 29.1351 General.
be calibrated to read ‘‘zero’’ during
(a) Electrical system capacity. The re-
level flight when the quantity of fuel
quired generating capacity and the
remaining in the tank is equal to the
number and kind of power sources
unusable fuel supply determined under must—
§ 29.959; (1) Be determined by an electrical
(2) When two or more tanks are close- load analysis; and
ly interconnected by a gravity feed sys- (2) Meet the requirements of § 29.1309.
tem and vented, and when it is impos- (b) Generating system. The generating
sible to feed from each tank sepa- system includes electrical power
rately, at least one fuel quantity indi- sources, main power busses, trans-
cator must be installed; mission cables, and associated control,
(3) Tanks with interconnected outlets regulation, and protective devices. It
and airspaces may be treated as one must be designed so that—
tank and need not have separate indi- (1) Power sources function properly
cators; and when independent and when connected
(4) Each exposed sight gauge used as in combination;
a fuel quantity indicator must be pro- (2) No failure or malfunction of any
tected against damage. power source can create a hazard or
impair the ability of remaining sources
(c) Fuel flowmeter system. If a fuel
to supply essential loads;
flowmeter system is installed, each
(3) The system voltage and frequency
metering component must have a (as applicable) at the terminals of es-
means for bypassing the fuel supply if sential load equipment can be main-
malfunction of that component se- tained within the limits for which the
verely restricts fuel flow. equipment is designed, during any
(d) Oil quantity indicator. There must probable operating condition;
be a stick gauge or equivalent means (4) System transients due to switch-
to indicate the quantity of oil— ing, fault clearing, or other causes do
(1) In each tank; and not make essential loads inoperative,
(2) In each transmission gearbox. and do not cause a smoke or fire haz-
(e) Rotor drive system transmissions ard;
and gearboxes utilizing ferromagnetic (5) There are means accessible in
materials must be equipped with chip flight to appropriate crewmembers for
detectors designed to indicate the pres- the individual and collective dis-
ence of ferromagnetic particles result- connection of the electrical power
ing from damage or excessive wear sources from the main bus; and
(6) There are means to indicate to ap-
within the transmission or gearbox.
propriate crewmembers the generating
Each chip detector must—
system quantities essential for the safe
(1) Be designed to provide a signal to operation of the system, such as the
the indicator required by voltage and current supplied by each
§ 29.1305(a)(22); and generator.
(2) Be provided with a means to allow (c) External power. If provisions are
crewmembers to check, in flight, the made for connecting external power to
the rotorcraft, and that external power
can be electrically connected to equip-

ment other than that used for engine
805
§ 29.1353 14 CFR Ch. I (1–1–10 Edition)
starting, means must be provided to § 29.1353 Electrical equipment and in-
ensure that no external power supply stallations.
having a reverse polarity, or a reverse (a) Electrical equipment, controls,
phase sequence, can supply power to and wiring must be installed so that
the rotorcraft’s electrical system. operation of any one unit or system of
(d) Operation with the normal elec- units will not adversely affect the si-
trical power generating system inoper- multaneous operation of any other
ative. electrical unit or system essential to
(1) It must be shown by analysis, safe operation.
tests, or both, that the rotorcraft can (b) Cables must be grouped, routed,
be operated safely in VFR conditions and spaced so that damage to essential
for a period of not less than 5 minutes, circuits will be minimized if there are
with the normal electrical power gen- faults in heavy current-carrying ca-
erating system (electrical power bles.
sources excluding the battery) inoper- (c) Storage batteries must be de-
ative, with critical type fuel (from the signed and installed as follows:
standpoint of flameout and restart ca- (1) Safe cell temperatures and pres-
pability), and with the rotorcraft ini- sures must be maintained during any
tially at the maximum certificated al- probable charging and discharging con-
titude. Parts of the electrical system dition. No uncontrolled increase in cell
may remain on if— temperature may result when the bat-
tery is recharged (after previous com-
(i) A single malfunction, including a
plete discharge)—
wire bundle or junction box fire, can-
(i) At maximum regulated voltage or
not result in loss of the part turned off power;
and the part turned on; (ii) During a flight of maximum dura-
(ii) The parts turned on are elec- tion; and
trically and mechanically isolated (iii) Under the most adverse cooling
from the parts turned off; and condition likely in service.
(2) Additional requirements for Cat- (2) Compliance with paragraph (a)(1)
egory A Rotorcraft. of this section must be shown by test
(i) Unless it can be shown that the unless experience with similar bat-
loss of the normal electrical power gen- teries and installations has shown that
erating system is extremely improb- maintaining safe cell temperatures and
able, an emergency electrical power pressures presents no problem.
system, independent of the normal (3) No explosive or toxic gases emit-
electrical power generating system, ted by any battery in normal oper-
must be provided, with sufficient ca- ation, or as the result of any probable
pacity to power all systems necessary malfunction in the charging system or
for continued safe flight and landing. battery installation, may accumulate
(ii) Failures, including junction box, in hazardous quantities within the
control panel, or wire bundle fires, rotorcraft.
which would result in the loss of the (4) No corrosive fluids or gases that
normal and emergency systems, must may escape from the battery may dam-
be shown to be extremely improbable. age surrounding structures or adjacent
essential equipment.
(iii) Systems necessary for imme-
(5) Each nickel cadmium battery in-
diate safety must continue to operate
stallation capable of being used to
following the loss of the normal elec-
start an engine or auxiliary power unit
trical power generating system, with- must have provisions to prevent any
out the need for flight crew action. hazardous effect on structure or essen-
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- tial systems that may be caused by the
eral Aviation Act of 1958 (49 U.S.C. 1354(a), maximum amount of heat the battery
1421, 1423, 1424, and 1425); and sec. 6(c), Dept. can generate during a short circuit of
of Transportation Act (49 U.S.C. 1655(c))) the battery or of its individual cells.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as (6) Nickel cadmium battery installa-
tions capable of being used to start an

1977; Amdt. 29–40, 61 FR 21908, May 10, 1996; engine or auxiliary power unit must
Amdt. 29–42, 63 FR 43285, Aug. 12, 1998] have—
806
(i) A system to control the charging provide protection from hazardous
rate of the battery automatically so as overvoltage and other malfunctioning.
to prevent battery overheating; (c) Each resettable circuit protective
(ii) A battery temperature sensing device must be designed so that, when
and over-temperature warning system an overload or circuit fault exists, it
with a means for disconnecting the will open the circuit regardless of the
battery from its charging source in the position of the operating control.
event of an over-temperature condi- (d) If the ability to reset a circuit
tion; or breaker or replace a fuse is essential to
(iii) A battery failure sensing and safety in flight, that circuit breaker or
warning system with a means for dis- fuse must be located and identified so
connecting the battery from its charg- that it can be readily reset or replaced
ing source in the event of battery fail- in flight.
ure. (e) Each essential load must have in-
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- dividual circuit protection. However,
eral Aviation Act of 1958 (49 U.S.C. 1354(a), individual protection for each circuit
1421, 1423, 1424, and 1425); and sec. 6(c), Dept. in an essential load system (such as
of Transportation Act (49 U.S.C. 1655(c))) each position light circuit in a system)
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as is not required.
amended by Amdt. 29–14, 42 FR 36973, July 18, (f) If fuses are used, there must be
1977; Amdt. 29–15, 43 FR 2327, Jan. 16, 1978] spare fuses for use in flight equal to at
least 50 percent of the number of fuses
§ 29.1355 Distribution system. of each rating required for complete
(a) The distribution system includes circuit protection.
the distribution busses, their associ- (g) Automatic reset circuit breakers
ated feeders, and each control and pro- may be used as integral protectors for
tective device. electrical equipment provided there is
(b) If two independent sources of circuit protection for the cable sup-
electrical power for particular equip- plying power to the equipment.
ment or systems are required by this
chapter, in the event of the failure of [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
one power source for such equipment or
1984]
system, another power source (includ-
ing its separate feeder) must be pro- § 29.1359 Electrical system fire and
vided automatically or be manually se- smoke protection.
lectable to maintain equipment or sys-
tem operation. (a) Components of the electrical sys-
tem must meet the applicable fire and
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- smoke protection provisions of §§ 29.831
eral Aviation Act of 1958 (49 U.S.C. 1354(a), and 29.863.
1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
of Transportation Act (49 U.S.C. 1655(c)))
(b) Electrical cables, terminals, and
equipment, in designated fire zones,
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as and that are used in emergency proce-
dures, must be at least fire resistant.
1977; Amdt. 29–24, 49 FR 44439, Nov. 6, 1984]
(c) Insulation on electrical wire and
§ 29.1357 Circuit protective devices. cable installed in the rotorcraft must
be self-extinguishing when tested in ac-
(a) Automatic protective devices
cordance with Appendix F, Part I(a)(3),
must be used to minimize distress to
of part 25 of this chapter.
the electrical system and hazard to the
rotorcraft system and hazard to the [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
rotorcraft in the event of wiring faults amended by Amdt. 29–42, 63 FR 43285, Aug. 12,
or serious malfunction of the system or 1998]
connected equipment.
(b) The protective and control de- § 29.1363 Electrical system tests.
vices in the generating system must be (a) When laboratory tests of the elec-
designed to de-energize and disconnect trical system are conducted—
faulty power sources and power trans- (1) The tests must be performed on a
mission equipment from their associ- mock-up using the same generating
ated buses with sufficient rapidity to equipment used in the rotorcraft;
807
§ 29.1381 14 CFR Ch. I (1–1–10 Edition)
(2) The equipment must simulate the forward on the rotorcraft so that, with
electrical characteristics of the dis- the rotorcraft in the normal flying po-
tribution wiring and connected loads to sition, the red light is on the left side,
the extent necessary for valid test re- and the green light is on the right side.
sults; and Each light must be approved.
(3) Laboratory generator drives must (c) Rear position light. The rear posi-
simulate the prime movers on the tion light must be a white light mount-
rotorcraft with respect to their reac- ed as far aft as practicable, and must
tion to generator loading, including be approved.
loading due to faults. (d) Circuit. The two forward position
(b) For each flight condition that lights and the rear position light must
cannot be simulated adequately in the make a single circuit.
laboratory or by ground tests on the (e) Light covers and color filters. Each
rotorcraft, flight tests must be made. light cover or color filter must be at
least flame resistant and may not
LIGHTS change color or shape or lose any ap-
preciable light transmission during
§ 29.1381 Instrument lights.
normal use.
The instrument lights must—
(a) Make each instrument, switch, § 29.1387 Position light system dihe-
and other device for which they are dral angles.
provided easily readable; and (a) Except as provided in paragraph
(b) Be installed so that— (e) of this section, each forward and
(1) Their direct rays are shielded rear position light must, as installed,
from the pilot’s eyes; and show unbroken light within the dihe-
(2) No objectionable reflections are dral angles described in this section.
visible to the pilot. (b) Dihedral angle L (left) is formed
by two intersecting vertical planes, the
§ 29.1383 Landing lights. first parallel to the longitudinal axis of
(a) Each required landing or hovering the rotorcraft, and the other at 110 de-
light must be approved. grees to the left of the first, as viewed
(b) Each landing light must be in- when looking forward along the longi-
stalled so that— tudinal axis.
(1) No objectionable glare is visible (c) Dihedral angle R (right) is formed
to the pilot; by two intersecting vertical planes, the
(2) The pilot is not adversely affected first parallel to the longitudinal axis of
by halation; and the rotorcraft, and the other at 110 de-
(3) It provides enough light for night grees to the right of the first, as viewed
operation, including hovering and land- when looking forward along the longi-
ing. tudinal axis.
(c) At least one separate switch must (d) Dihedral angle A (aft) is formed
be provided, as applicable— by two intersecting vertical planes
(1) For each separately installed making angles of 70 degrees to the
landing light; and right and to the left, respectively, to a
(2) For each group of landing lights vertical plane passing through the lon-
installed at a common location. gitudinal axis, as viewed when looking
aft along the longitudinal axis.
§ 29.1385 Position light system installa- (e) If the rear position light, when
tion. mounted as far aft as practicable in ac-
(a) General. Each part of each posi- cordance with § 29.1385(c), cannot show
tion light system must meet the appli- unbroken light within dihedral angle A
cable requirements of this section and (as defined in paragraph (d) of this sec-
each system as a whole must meet the tion), a solid angle or angles of ob-
requirements of §§ 29.1387 through structed visibility totaling not more
29.1397. than 0.04 steradians is allowable within
(b) Forward position lights. Forward that dihedral angle, if such solid angle
position lights must consist of a red is within a cone whose apex is at the
and a green light spaced laterally as rear position light and whose elements
far apart as practicable and installed make an angle of 30° with a vertical
808
line passing through the rear position § 29.1391 Minimum intensities in the
light. horizontal plane of forward and
rear position lights.
(49 U.S.C. 1655(c))
Each position light intensity must
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as equal or exceed the applicable values in
amended by Amdt. 29–9, 36 FR 21279, Nov. 5, the following table:
1971]
Angle from right or left
§ 29.1389 Position light distribution Dihedral angle (light in- of longitudinal axis, Intensity
cluded) measured from dead (candles)
and intensities. ahead
(a) General. The intensities prescribed L and R (forward red 0° to 10° ..................... 40
in this section must be provided by new and green). 10° to 20° ................... 30
equipment with light covers and color 20° to 110° ................. 5
filters in place. Intensities must be de- A (rear white) .............. 110° to 180° ............... 20
termined with the light source oper-
ating at a steady value equal to the av- § 29.1393 Minimum intensities in any
erage luminous output of the source at vertical plane of forward and rear
the normal operating voltage of the position lights.
rotorcraft. The light distribution and Each position light intensity must
intensity of each position light must equal or exceed the applicable values in
meet the requirements of paragraph (b) the following table:
of this section.
Angle above or below the horizontal plane Intensity, I
(b) Forward and rear position lights.
The light distribution and intensities 0° ......................................................................... 1.00
of forward and rear position lights 0° to 5° ................................................................ .90
5° to 10° .............................................................. .80
must be expressed in terms of min- 10° to 15° ............................................................ .70
imum intensities in the horizontal 15° to 20° ............................................................ .50
plane, minimum intensities in any 20° to 30° ............................................................ .30
vertical plane, and maximum inten- 30° to 40° ............................................................ .10
40° to 90° ............................................................ .05
sities in overlapping beams, within di-
hedral angles, L, R, and A, and must
meet the following requirements: § 29.1395 Maximum intensities in over-
(1) Intensities in the horizontal plane. lapping beams of forward and rear
position lights.
Each intensity in the horizontal plane
(the plane containing the longitudinal No position light intensity may ex-
axis of the rotorcraft and perpendicular ceed the applicable values in the fol-
to the plane of symmetry of the rotor- lowing table, except as provided in
craft), must equal or exceed the values § 29.1389(b)(3).
in § 29.1391.
Maximum intensity
(2) Intensities in any vertical plane. Overlaps
Each intensity in any vertical plane Area A Area B
(candles) (candles)
(the plane perpendicular to the hori-
zontal plane) must equal or exceed the Green in dihedral angle L ......... 10 1
Red in dihedral angle R ............ 10 1
appropriate value in § 29.1393 where I is
Green in dihedral angle A ......... 5 1
the minimum intensity prescribed in Red in dihedral angle A ............ 5 1
§ 29.1391 for the corresponding angles in Rear white in dihedral angle L .. 5 1
the horizontal plane. Rear white in dihedral angle R 5 1
(3) Intensities in overlaps between adja-
cent signals. No intensity in any over- Where—
lap between adjacent signals may ex- (a) Area A includes all directions in
ceed the values in § 29.1395, except that the adjacent dihedral angle that pass
higher intensities in overlaps may be through the light source and intersect
used with the use of main beam inten- the common boundary plane at more
sities substantially greater than the than 10 degrees but less than 20 de-
minima specified in §§ 29.1391 and grees; and
29.1393 if the overlap intensities in rela- (b) Area B includes all directions in
tion to the main beam intensities do the adjacent dihedral angle that pass
not adversely affect signal clarity. through the light source and intersect
809
§ 29.1397 14 CFR Ch. I (1–1–10 Edition)
the common boundary plane at more craft. The field of coverage must ex-
than 20 degrees. tend in each direction within at least
30 degrees above and 30 degrees below
§ 29.1397 Color specifications. the horizontal plane of the rotorcraft,
Each position light color must have except that there may be solid angles
the applicable International Commis- of obstructed visibility totaling not
sion on Illumination chromaticity co- more than 0.5 steradians.
ordinates as follows: (c) Flashing characteristics. The ar-
(a) Aviation red— rangement of the system, that is, the
number of light sources, beam width,
y is not greater than 0.335; and
z is not greater than 0.002. speed of rotation, and other character-
istics, must give an effective flash fre-
(b) Aviation green— quency of not less than 40, nor more
x is not greater than 0.440¥0.320y; than 100, cycles per minute. The effec-
x is not greater than y¥0.170; and tive flash frequency is the frequency at
y is not less than 0.390¥0.170x. which the rotorcraft’s complete anti-
(c) Aviation white— collision light system is observed from
a distance, and applies to each sector
x is not less than 0.300 and not greater than of light including any overlaps that
0.540; exist when the system consists of more
y is not less than x¥0.040 or yc¥0.010,
whichever is the smaller; and than one light source. In overlaps,
y is not greater than x+0.020 nor flash frequencies may exceed 100, but
0.636¥0.400x; not 180, cycles per minute.
Where Ye is the y coordinate of the Planck- (d) Color. Each anticollision light
ian radiator for the value of x considered. must be aviation red and must meet
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as the applicable requirements of § 29.1397.
amended by Amdt. 29–7, 36 FR 12972, July 10, (e) Light intensity. The minimum
1971] light intensities in any vertical plane,
measured with the red filter (if used)
§ 29.1399 Riding light. and expressed in terms of ‘‘effective’’
(a) Each riding light required for intensities must meet the require-
water operation must be installed so ments of paragraph (f) of this section.
that it can— The following relation must be as-
(1) Show a white light for at least sumed:
two miles at night under clear atmos-
t2
∫t
pheric conditions; and
(2) Show a maximum practicable un-
I (t ) dt
broken light with the rotorcraft on the Ie = 1
water. 0.2 + (t 2 − t1 )
(b) Externally hung lights may be where:
used. Ie=effective intensity (candles).
I(t)=instantaneous intensity as a function of
§ 29.1401 Anticollision light system. time.
(a) General. If certification for night t2¥tl=flash time interval (seconds).
operation is requested, the rotorcraft Normally, the maximum value of effective
must have an anticollision light sys- intensity is obtained when t2 and t1 are cho-
sen so that the effective intensity is equal to
tem that—
the instantaneous intensity at t2 and t1.
(1) Consists of one or more approved
anticollision lights located so that (f) Minimum effective intensities for
their emitted light will not impair the anticollision light. Each anticollision
crew’s vision or detract from the con- light effective intensity must equal or
spicuity of the position lights; and exceed the applicable values in the fol-
(2) Meets the requirements of para- lowing table:
graphs (b) through (f) of this section.
Effective
(b) Field of coverage. The system must Angle above or below the horizontal plane intensity
consist of enough lights to illuminate (candles)
the vital areas around the rotorcraft,
0° to 5° ................................................................ 150
considering the physical configuration 5° to 10° .............................................................. 90
and flight characteristics of the rotor- 10° to 20° ............................................................ 30
810
EC28SE91.090</MATH>
Effective (b) Each safety belt must be equipped

Angle above or below the horizontal plane intensity
(candles) with a metal to metal latching device.
20° to 30° ............................................................ 15 (Secs. 313, 314, and 601 through 610 of the Fed-
eral Aviation Act of 1958 (49 U.S.C. 1354, 1355,
and 1421 through 1430) and sec. 6(c), Dept. of
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as Transportation Act (49 U.S.C. 1655(c)))
1971; Amdt. 29–11, 41 FR 5290, Feb. 5, 1976] [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–16 43 FR 46233, Oct. 5,
1978]
SAFETY EQUIPMENT
§ 29.1411 General. § 29.1415 Ditching equipment.
(a) Accessibility. Required safety (a) Emergency flotation and sig-

naling equipment required by any oper-
equipment to be used by the crew in an
ating rule of this chapter must meet
emergency, such as automatic liferaft
the requirements of this section.
releases, must be readily accessible.
(b) Each liferaft and each life pre-
(b) Stowage provisions. Stowage provi-
server must be approved. In addition—
sions for required emergency equip-
(1) Provide not less than two rafts, of
ment must be furnished and must—
an approximately equal rated capacity
(1) Be arranged so that the equip- and buoyancy to accommodate the oc-
ment is directly accessible and its loca- cupants of the rotorcraft; and
tion is obvious; and (2) Each raft must have a trailing
(2) Protect the safety equipment line, and must have a static line de-
from inadvertent damage. signed to hold the raft near the rotor-
(c) Emergency exit descent device. The craft but to release it if the rotorcraft
stowage provisions for the emergency becomes totally submerged.
exit descent device required by (c) Approved survival equipment
§ 29.809(f) must be at the exits for which must be attached to each liferaft.
they are intended. (d) There must be an approved sur-
(d) Liferafts. Liferafts must be stowed vival type emergency locator trans-
near exits through which the rafts can mitter for use in one life raft.
be launched during an unplanned ditch-
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
ing. Rafts automatically or remotely
released outside the rotorcraft must be 1971; Amdt. 29–19, 45 FR 38348, June 9, 1980;
attached to the rotorcraft by the static Amdt. 27–26, 55 FR 8005, Mar. 6, 1990; Amdt.
line prescribed in § 29.1415. 29–33, 59 FR 32057, June 21, 1994]
(e) Long-range signaling device. The
stowage provisions for the long-range § 29.1419 Ice protection.
signaling device required by § 29.1415 (a) To obtain certification for flight
must be near an exit available during into icing conditions, compliance with
an unplanned ditching. this section must be shown.
(f) Life preservers. Each life preserver (b) It must be demonstrated that the
must be within easy reach of each oc- rotorcraft can be safely operated in the
cupant while seated. continuous maximum and intermittent
maximum icing conditions determined
§ 29.1413 Safety belts: passenger warn- under appendix C of this part within
ing device. the rotorcraft altitude envelope. An
(a) If there are means to indicate to analysis must be performed to estab-
the passengers when safety belts lish, on the basis of the rotorcraft’s
should be fastened, they must be in- operational needs, the adequacy of the
stalled to be operated from either pilot ice protection system for the various
seat. components of the rotorcraft.
(c) In addition to the analysis and
physical evaluation prescribed in para-
graph (b) of this section, the effective-
ness of the ice protection system and

its components must be shown by
811
§ 29.1431 14 CFR Ch. I (1–1–10 Edition)
flight tests of the rotorcraft or its com- (b) Each vacuum air system line and
ponents in measured natural atmos- fitting on the discharge side of the
pheric icing conditions and by one or pump that might contain flammable
more of the following tests as found vapors or fluids must meet the require-
necessary to determine the adequacy of ments of § 29.1183 if they are in a des-
the ice protection system: ignated fire zone.
(1) Laboratory dry air or simulated (c) Other vacuum air system compo-
icing tests, or a combination of both, of nents in designated fire zones must be
the components or models of the com- at least fire resistant.
ponents.
(2) Flight dry air tests of the ice pro- § 29.1435 Hydraulic systems.
tection system as a whole, or its indi- (a) Design. Each hydraulic system
vidual components. must be designed as follows:
(3) Flight tests of the rotorcraft or (1) Each element of the hydraulic
its components in measured simulated system must be designed to withstand,
icing conditions. without detrimental, permanent defor-
(d) The ice protection provisions of mation, any structural loads that may
this section are considered to be appli- be imposed simultaneously with the
cable primarily to the airframe. Power- maximum operating hydraulic loads.
plant installation requirements are (2) Each element of the hydraulic
contained in Subpart E of this part. system must be designed to withstand
(e) A means must be identified or pressures sufficiently greater than
provided for determining the formation those prescribed in paragraph (b) of
of ice on critical parts of the rotor- this section to show that the system
craft. Unless otherwise restricted, the will not rupture under service condi-
means must be available for nighttime tions.
as well as daytime operation. The (3) There must be means to indicate
rotorcraft flight manual must describe the pressure in each main hydraulic
the means of determining ice forma- power system.
tion and must contain information nec- (4) There must be means to ensure
essary for safe operation of the rotor- that no pressure in any part of the sys-
craft in icing conditions. tem will exceed a safe limit above the
[Amdt. 29–21, 48 FR 4391, Jan. 31, 1983] maximum operating pressure of the
system, and to prevent excessive pres-
MISCELLANEOUS EQUIPMENT sures resulting from any fluid volu-
metric change in lines likely to remain
§ 29.1431 Electronic equipment. closed long enough for such a change to
(a) Radio communication and naviga- take place. The possibility of detri-
tion equipment installations must be mental transient (surge) pressures dur-
free from hazards in themselves, in ing operation must be considered.
their method of operation, and in their (5) Each hydraulic line, fitting, and
effects on other components, under any component must be installed and sup-
critical environmental conditions. ported to prevent excessive vibration
(b) Radio communication and naviga- and to withstand inertia loads. Each
tion equipment, controls, and wiring element of the installation must be
must be installed so that operation of protected from abrasion, corrosion, and
any one unit or system of units will mechanical damage.
not adversely affect the simultaneous (6) Means for providing flexibility
operation of any other radio or elec- must be used to connect points, in a
tronic unit, or system of units, re- hydraulic fluid line, between which rel-
quired by this chapter. ative motion or differential vibration
exists.
§ 29.1433 Vacuum systems. (b) Tests. Each element of the system
(a) There must be means, in addition must be tested to a proof pressure of 1.5
to the normal pressure relief, to auto- times the maximum pressure to which
matically relieve the pressure in the that element will be subjected in nor-
discharge lines from the vacuum air mal operation, without failure, mal-
pump when the delivery temperature of function, or detrimental deformation

the air becomes unsafe. of any part of the system.
812
(c) Fire protection. Each hydraulic nications, using an approved data mes-
system using flammable hydraulic sage set. Datalink messages must be
fluid must meet the applicable require- recorded as the output signal from the
ments of §§ 29.861, 29.1183, 29.1185, and communications unit that translates
29.1189. the signal into usable data.
(b) The recording requirements of
§ 29.1439 Protective breathing equip- paragraph (a)(2) of this section may be
ment. met—
(a) If one or more cargo or baggage (1) By installing a cockpit-mounted
compartments are to be accessible in area microphone, located in the best
flight, protective breathing equipment position for recording voice commu-
must be available for an appropriate nications originating at the first and
crewmember. second pilot stations and voice commu-
(b) For protective breathing equip- nications of other crewmembers on the
ment required by paragraph (a) of this flight deck when directed to those sta-
section or by any operating rule of this tions; or
chapter— (2) By installing a continually ener-
(1) That equipment must be designed gized or voice-actuated lip microphone
to protect the crew from smoke, carbon at the first and second pilot stations.
dioxide, and other harmful gases while The microphone specified in this para-
on flight deck duty; graph must be so located and, if nec-
(2) That equipment must include— essary, the preamplifiers and filters of
(i) Masks covering the eyes, nose, and the recorder must be so adjusted or
mouth; or supplemented, that the recorded com-
(ii) Masks covering the nose and munications are intelligible when re-
mouth, plus accessory equipment to corded under flight cockpit noise con-
protect the eyes; and ditions and played back. The level of
(3) That equipment must supply pro- intelligibility must be approved by the
tective oxygen of 10 minutes duration Administrator. Repeated aural or vis-
per crewmember at a pressure altitude ual playback of the record may be used
of 8,000 feet with a respiratory minute in evaluating intelligibility.
volume of 30 liters per minute BTPD. (c) Each cockpit voice recorder must
be installed so that the part of the
§ 29.1457 Cockpit voice recorders. communication or audio signals speci-
(a) Each cockpit voice recorder re- fied in paragraph (a) of this section ob-
quired by the operating rules of this tained from each of the following
chapter must be approved, and must be sources is recorded on a separate chan-
installed so that it will record the fol- nel:
lowing: (1) For the first channel, from each
(1) Voice communications trans- microphone, headset, or speaker used
mitted from or received in the rotor- at the first pilot station.
craft by radio. (2) For the second channel, from each
(2) Voice communications of flight microphone, headset, or speaker used
crewmembers on the flight deck. at the second pilot station.
(3) Voice communications of flight (3) For the third channel, from the
crewmembers on the flight deck, using cockpit-mounted area microphone, or
the rotorcraft’s interphone system. the continually energized or voice-ac-
(4) Voice or audio signals identifying tuated lip microphones at the first and
navigation or approach aids introduced second pilot stations.
into a headset or speaker. (4) For the fourth channel, from—
(5) Voice communications of flight (i) Each microphone, headset, or
crewmembers using the passenger loudspeaker used at the stations for the
speaker system, if there is such a sys- third and fourth crewmembers; or
tem, and if the fourth channel is avail- (ii) If the stations specified in para-
able in accordance with the require- graph (c)(4)(i) of this section are not re-
ments of paragraph (c)(4)(ii) of this sec- quired or if the signal at such a station
tion. is picked up by another channel, each
(6) If datalink communication equip- microphone on the flight deck that is

ment is installed, all datalink commu- used with the passenger loudspeaker
813
§ 29.1459 14 CFR Ch. I (1–1–10 Edition)
system if its signals are not picked up ability of inadvertent operation and ac-
by another channel. tuation of the device during crash im-
(iii) Each microphone on the flight pact.
deck that is used with the rotorcraft’s (g) Each recorder container must be
loudspeaker system if its signals are either bright orange or bright yellow.
not picked up by another channel. (h) When both a cockpit voice re-
(d) Each cockpit voice recorder must corder and a flight data recorder are
be installed so that— required by the operating rules, one
(1)(i) It receives its electrical power combination unit may be installed,
from the bus that provides the max- provided that all other requirements of
imum reliability for operation of the this section and the requirements for
cockpit voice recorder without jeopard- flight data recorders under this part
izing service to essential or emergency are met.
loads.
[Amdt. 29–6, 35 FR 7293, May 9, 1970, as
(ii) It remains powered for as long as
possible without jeopardizing emer- 2008; 74 FR 32800, July 9, 2009]
gency operation of the airplane.
(2) There is an automatic means to § 29.1459 Flight data recorders.
simultaneously stop the recorder and
prevent each erasure feature from func- (a) Each flight recorder required by
tioning, within 10 minutes after crash the operating rules of Subchapter G of
impact; this chapter must be installed so that:
(3) There is an aural or visual means (1) It is supplied with airspeed, alti-
for preflight checking of the recorder tude, and directional data obtained
for proper operation; from sources that meet the accuracy
(4) Whether the cockpit voice re- requirements of §§ 29.1323, 29.1325, and
corder and digital flight data recorder 29.1327 of this part, as applicable;
are installed in separate boxes or in a (2) The vertical acceleration sensor is
combination unit, no single electrical rigidly attached, and located longitu-
failure external to the recorder may dinally within the approved center of
disable both the cockpit voice recorder gravity limits of the rotorcraft;
and the digital flight data recorder; (3)(i) It receives its electrical power
and from the bus that provides the max-
(5) It has an independent power imum reliability for operation of the
source— flight data recorder without jeopard-
(i) That provides 10 ± 1 minutes of izing service to essential or emergency
electrical power to operate both the loads.
cockpit voice recorder and cockpit- (ii) It remains powered for as long as
mounted area microphone; possible without jeopardizing emer-
(ii) That is located as close as prac- gency operation of the airplane.
ticable to the cockpit voice recorder; (4) There is an aural or visual means
and for perflight checking of the recorder
(iii) To which the cockpit voice re- for proper recording of data in the stor-
corder and cockpit-mounted area age medium;
microphone are switched automati- (5) Except for recorders powered sole-
cally in the event that all other power ly by the engine-drive electrical gener-
to the cockpit voice recorder is inter- ator system, there is an automatic
rupted either by normal shutdown or means to simultaneously stop a re-
by any other loss of power to the elec- corder that has a data erasure feature
trical power bus. and prevent each erasure feature from
(e) The record container must be lo- functioning, within 10 minutes after
cated and mounted to minimize the any crash impact; and
probability of rupture of the container (6) Whether the cockpit voice re-
as a result of crash impact and con- corder and digital flight data recorder
sequent heat damage to the record are installed in separate boxes or in a
from fire. combination unit, no single electrical
(f) If the cockpit voice recorder has a failure external to the recorder may
bulk erasure device, the installation disable both the cockpit voice recorder
must be designed to minimize the prob- and the digital flight data recorder.
814
(b) Each nonejectable recorder con- tations affecting the integrity of high
tainer must be located and mounted so energy rotors will be exceeded in serv-
as to minimize the probability of con- ice.
tainer rupture resulting from crash im- (c) It must be shown by test that
pact and subsequent damage to the equipment containing high energy ro-
record from fire. tors can contain any failure of a high
(c) A correlation must be established energy rotor that occurs at the highest
between the flight recorder readings of speed obtainable with the normal speed
airspeed, altitude, and heading and the control devices inoperative.
corresponding readings (taking into ac- (d) Equipment containing high en-
count correction factors) of the first pi- ergy rotors must be located where
lot’s instruments. This correlation rotor failure will neither endanger the
must cover the airspeed range over occupants nor adversely affect contin-
which the aircraft is to be operated, ued safe flight.
the range of altitude to which the air- [Amdt. 29–3, 33 FR 971, Jan. 26, 1968]
craft is limited, and 360 degrees of
heading. Correlation may be estab-
lished on the ground as appropriate. Subpart G—Operating Limitations
(d) Each recorder container must: and Information
(1) Be either bright orange or bright
§ 29.1501 General.
yellow;
(2) Have a reflective tape affixed to (a) Each operating limitation speci-
its external surface to facilitate its lo- fied in §§ 29.1503 through 29.1525 and
cation under water; and other limitations and information nec-
(3) Have an underwater locating de- essary for safe operation must be es-
vice, when required by the operating tablished.
rules of this chapter, on or adjacent to (b) The operating limitations and
the container which is secured in such other information necessary for safe
a manner that it is not likely to be sep- operation must be made available to
arated during crash impact. the crewmembers as prescribed in
(e) When both a cockpit voice re- §§ 29.1541 through 29.1589.
corder and a flight data recorder are (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
required by the operating rules, one eral Aviation Act of 1958 (49 U.S.C. 1354(a),
combination unit may be installed, 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
provided that all other requirements of of Transportation Act (49 U.S.C. 1655(c)))
this section and the requirements for [Amdt. 29–15, 43 FR 2327, Jan. 16, 1978]
cockpit voice recorders under this part
are met. OPERATING LIMITATIONS
[Amdt. 29–25, 53 FR 26145, July 11, 1988; 53 FR § 29.1503 Airspeed limitations: general.
26144, July 11, 1988, as amended by Amdt. 29–
50, 73 FR 12564, Mar. 7, 2008; 74 FR 32800, July (a) An operating speed range must be
9, 2009] established.
(b) When airspeed limitations are a
§ 29.1461 Equipment containing high function of weight, weight distribution,
energy rotors. altitude, rotor speed, power, or other
(a) Equipment containing high en- factors, airspeed limitations cor-
ergy rotors must meet paragraph (b), responding with the critical combina-
(c), or (d) of this section. tions of these factors must be estab-
(b) High energy rotors contained in lished.
equipment must be able to withstand
damage caused by malfunctions, vibra- § 29.1505 Never-exceed speed.
tion, abnormal speeds, and abnormal (a) The never-exceed speed, VNE, must
temperatures. In addition— be established so that it is—
(1) Auxiliary rotor cases must be able (1) Not less than 40 knots (CAS); and
to contain damage caused by the fail- (2) Not more than the lesser of—
ure of high energy rotor blades; and (i) 0.9 times the maximum forward
(2) Equipment control devices, sys- speeds established under § 29.309;
tems, and instrumentation must rea- (ii) 0.9 times the maximum speed
sonably ensure that no operating limi- shown under §§ 29.251 and 29.629; or
815
§ 29.1509 14 CFR Ch. I (1–1–10 Edition)
(iii) 0.9 times the maximum speed (1) The maximum design r.p.m. deter-
substantiated for advancing blade tip mined under § 29.309(b); and
mach number effects under critical al- (2) The maximum r.p.m. shown dur-
titude conditions. ing the type tests.
(b) VNE may vary with altitude, (b) Minimum power-off. The minimum
r.p.m., temperature, and weight, if— power-off rotor speed must be estab-
(1) No more than two of these vari- lished so that it is not less than 105
ables (or no more than two instru- percent of the greater of—
ments integrating more than one of (1) The minimum shown during the
these variables) are used at one time; type tests; and
and (2) The minimum determined by de-
(2) The ranges of these variables (or sign substantiation.
of the indications on instruments inte- (c) Minimum power-on. The minimum
grating more than one of these vari- power-on rotor speed must be estab-
ables) are large enough to allow an lished so that it is—
operationally practical and safe vari- (1) Not less than the greater of—
ation of VNE. (i) The minimum shown during the
(c) For helicopters, a stabilized type tests; and
power-off VNE denoted as VNE (power- (ii) The minimum determined by de-
off) may be established at a speed less sign substantiation; and
than VNE established pursuant to para- (2) Not more than a value determined
graph (a) of this section, if the fol- under § 29.33 (a)(1) and (c)(1).
lowing conditions are met:
(1) VNE (power-off) is not less than a § 29.1517 Limiting height-speed enve-
speed midway between the power-on lope.
VNE and the speed used in meeting the For Category A rotorcraft, if a range
requirements of— of heights exists at any speed, includ-
(i) § 29.67(a)(3) for Category A heli- ing zero, within which it is not possible
copters; to make a safe landing following power
(ii) § 29.65(a) for Category B heli- failure, the range of heights and its
copters, except multi-engine heli- variation with forward speed must be
copters meeting the requirements of established, together with any other
§ 29.67(b); and pertinent information, such as the kind
(iii) § 29.67(b) for multi-engine Cat- of landing surface.
egory B helicopters meeting the re- [Amdt. 29–21, 48 FR 4391, Jan. 31, 1983]
quirements of § 29.67(b).
(2) VNE (power-off) is— § 29.1519 Weight and center of gravity.
(i) A constant airspeed; The weight and center of gravity lim-
(ii) A constant amount less than itations determined under §§ 29.25 and
power-on VNE; or 29.27, respectively, must be established
(iii) A constant airspeed for a portion as operating limitations.
of the altitude range for which certifi-
cation is requested, and a constant § 29.1521 Powerplant limitations.
amount less than power-on VNE for the (a) General. The powerplant limita-
remainder of the altitude range. tions prescribed in this section must be
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- established so that they do not exceed
eral Aviation Act of 1958 (49 U.S.C. 1354(a), the corresponding limits for which the
1421, 1423, 1424, and 1425); and sec. 6(c), Dept. engines are type certificated.
of Transportation Act (49 U.S.C. 1655(c))) (b) Takeoff operation. The powerplant
[Amdt. 29–3, 33 FR 971, Jan. 26, 1968, as takeoff operation must be limited by—
amended by Amdt. 29–15, 43 FR 2327, Jan. 16, (1) The maximum rotational speed,
1978; Amdt. 29–24, 49 FR 44440, Nov. 6, 1984] which may not be greater than—
(i) The maximum value determined
§ 29.1509 Rotor speed. by the rotor design; or
(a) Maximum power-off (autorotation). (ii) The maximum value shown dur-
The maximum power-off rotor speed ing the type tests;
must be established so that it does not (2) The maximum allowable manifold
exceed 95 percent of the lesser of— pressure (for reciprocating engines);
816
(3) The maximum allowable turbine operation of the engines within the
inlet or turbine outlet gas temperature limitations in paragraphs (b) and (c) of
(for turbine engines); this section.
(4) The maximum allowable power or (e) Ambient temperature. Ambient
torque for each engine, considering the temperature limitations (including
power input limitations of the trans- limitations for winterization installa-
mission with all engines operating; tions if applicable) must be established
(5) The maximum allowable power or as the maximum ambient atmospheric
torque for each engine considering the temperature at which compliance with
power input limitations of the trans- the cooling provisions of §§ 29.1041
mission with one engine inoperative; through 29.1049 is shown.
(6) The time limit for the use of the (f) Two and one-half minute OEI power
power corresponding to the limitations operation. Unless otherwise authorized,
established in paragraphs (b)(1) the use of 21⁄2-minute OEI power must
through (5) of this section; and be limited to engine failure operation
(7) If the time limit established in of multiengine, turbine-powered rotor-
paragraph (b)(6) of this section exceeds craft for not longer than 21⁄2 minutes
2 minutes— for any period in which that power is
(i) The maximum allowable cylinder used. The use of 21⁄2-minute OEI power
head or coolant outlet temperature (for must also be limited by—
reciprocating engines); and (1) The maximum rotational speed,
(ii) The maximum allowable engine which may not be greater than—
and transmission oil temperatures. (i) The maximum value determined
(c) Continuous operation. The contin- by the rotor design; or
uous operation must be limited by— (ii) The maximum value shown dur-
(1) The maximum rotational speed, ing the type tests;
which may not be greater than— (2) The maximum allowable gas tem-
(i) The maximum value determined perature;
by the rotor design; or (3) The maximum allowable torque;
(ii) The maximum value shown dur- and
ing the type tests; (4) The maximum allowable oil tem-
(2) The minimum rotational speed perature.
shown under the rotor speed require- (g) Thirty-minute OEI power operation.
ments in § 29.1509(c). Unless otherwise authorized, the use of
(3) The maximum allowable manifold 30-minute OEI power must be limited
pressure (for reciprocating engines); to multiengine, turbine-powered rotor-
(4) The maximum allowable turbine craft for not longer than 30 minutes
inlet or turbine outlet gas temperature after failure of an engine. The use of 30-
(for turbine engines); minute OEI power must also be limited
(5) The maximum allowable power or by—
torque for each engine, considering the (1) The maximum rotational speed,
power input limitations of the trans- which may not be greater than—
mission with all engines operating; (i) The maximum value determined
(6) The maximum allowable power or by the rotor design; or
torque for each engine, considering the (ii) The maximum value shown dur-
power input limitations of the trans- ing the type tests;
mission with one engine inoperative; (2) The maximum allowable gas tem-
and perature;
(7) The maximum allowable tempera- (3) The maximum allowable torque;
tures for— and
(i) The cylinder head or coolant out- (4) The maximum allowable oil tem-
let (for reciprocating engines); perature.
(ii) The engine oil; and (h) Continuous OEI power operation.
(iii) The transmission oil. Unless otherwise authorized, the use of
(d) Fuel grade or designation. The min- continuous OEI power must be limited
imum fuel grade (for reciprocating en- to multiengine, turbine-powered rotor-
gines) or fuel designation (for turbine craft for continued flight after failure
engines) must be established so that it of an engine. The use of continuous

is not less than that required for the OEI power must also be limited by—
817
§ 29.1522 14 CFR Ch. I (1–1–10 Edition)
(1) The maximum rotational speed, any period in which that power is used,
which may not be greater than— and by—
(i) The maximum value determined (1) The maximum rotational speed,
by the rotor design; or which may not be greater than—
(ii) The maximum value shown dur- (i) The maximum value determined
ing the type tests. by the rotor design; or
(2) The maximum allowable gas tem- (ii) The maximum value dem-
perature; onstrated during the type tests;
(3) The maximum allowable torque;
(2) The maximum allowable gas tem-
and
perature; and
(4) The maximum allowable oil tem-
perature. (3) The maximum allowable torque.
(i) Rated 30-second OEI power oper- (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
ation. Rated 30-second OEI power is eral Aviation Act of 1958 (49 U.S.C. 1354(a),
permitted only on multiengine, tur- 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
bine-powered rotorcraft, also certifi- of Transportation Act (49 U.S.C. 1655(c)))
cated for the use of rated 2-minute OEI [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
power, and can only be used for contin- amended by Amdt. 29–1, 30 FR 8778, July 13,
ued operation of the remaining en- 1965; Amdt. 29–3, 33 FR 971, Jan. 26, 1968;
gine(s) after a failure or precautionary Amdt. 29–15, 43 FR 2327, Jan. 16, 1978; Amdt.
shutdown of an engine. It must be 29–26, 53 FR 34220, Sept. 2, 1988; Amdt. 29–34,
shown that following application of 30- 59 FR 47768, Sept. 16, 1994; Amdt. 29–41, 62 FR
second OEI power, any damage will be 46173, Aug. 29, 1997]
readily detectable by the applicable in-
spections and other related procedures § 29.1522 Auxiliary power unit limita-
furnished in accordance with Section tions.
A29.4 of appendix A of this part and If an auxiliary power unit that meets
Section A33.4 of appendix A of part 33. the requirements of TSO-C77 is in-
The use of 30-second OEI power must be stalled in the rotorcraft, the limita-
limited to not more than 30 seconds for tions established for that auxiliary
any period in which that power is used, power unit under the TSO including
and by— the categories of operation must be
(1) The maximum rotational speed specified as operating limitations for
which may not be greater than— the rotorcraft.
(i) The maximum value determined
by the rotor design; or (Secs. 313(a), 601, 603, 604, Federal Aviation
(ii) The maximum value dem- Act of 1958 (49 U.S.C. 1354(a), 1421, 1423), sec.
onstrated during the type tests; 6(c), Dept. of Transportation Act (49 U.S.C.
1655(c)))
(2) The maximum allowable gas tem-
perature; and [Amdt. 29–17, 43 FR 50602, Oct. 30, 1978]
(3) The maximum allowable torque.
(j) Rated 2-minute OEI power oper- § 29.1523 Minimum flight crew.
ation. Rated 2-minute OEI power is per- The minimum flight crew must be es-
mitted only on multiengine, turbine- tablished so that it is sufficient for safe
powered rotorcraft, also certificated operation, considering—
for the use of rated 30-second OEI (a) The workload on individual crew-
power, and can only be used for contin- members;
ued operation of the remaining en-
(b) The accessibility and ease of oper-
gine(s) after a failure or precautionary
ation of necessary controls by the ap-
shutdown of an engine. It must be
propriate crewmember; and
shown that following application of 2-
minute OEI power, any damage will be (c) The kinds of operation authorized
readily detectable by the applicable in- under § 29.1525.
spections and other related procedures
§ 29.1525 Kinds of operations.
furnished in accordance with Section
A29.4 of appendix a of this part and The kinds of operations (such as
Section A33.4 of appendix A of part 33. VFR, IFR, day, night, or icing) for
The use of 2-minute OEI power must be which the rotorcraft is approved are es-
limited to not more than 2 minutes for tablished by demonstrated compliance
818
with the applicable certification re- (b) Each arc and line must be wide
quirements and by the installed equip- enough, and located to be clearly visi-
ment. ble to the pilot.
[Amdt. 29–24, 49 FR 44440, Nov. 6, 1984]
§ 29.1545 Airspeed indicator.
§ 29.1527 Maximum operating altitude. (a) Each airspeed indicator must be
The maximum altitude up to which marked as specified in paragraph (b) of
operation is allowed, as limited by this section, with the marks located at
flight, structural, powerplant, func- the corresponding indicated airspeeds.
tional, or equipment characteristics, (b) The following markings must be
must be established. made:
(1) A red radial line—
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- (i) For rotorcraft other than heli-
1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
copters, at VNE; and
of Transportation Act (49 U.S.C. 1655(c))) (ii) For helicopters, at a VNE (power-
on).
[Amdt. 29–15, 43 FR 2327, Jan. 16, 1978]
(2) A red, cross-hatched radial line at
§ 29.1529 Instructions for Continued VNE (power-off) for helicopters, if VNE
Airworthiness. (power-off) is less than VNE (power-on).
(3) For the caution range, a yellow
The applicant must prepare Instruc-
arc.
tions for Continued Airworthiness in
accordance with appendix A to this (4) For the safe operating range, a
part that are acceptable to the Admin- green arc.
istrator. The instructions may be in- (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
complete at type certification if a pro- eral Aviation Act of 1958 (49 U.S.C. 1354(a),
gram exists to ensure their completion 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
prior to delivery of the first rotorcraft of Transportation Act (49 U.S.C. 1655(c)))
or issuance of a standard certificate of [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
airworthiness, whichever occurs later. amended by Amdt. 29–15, 43 FR 2327, Jan. 16,
1978; 43 FR 3900, Jan. 30, 1978; Amdt. 29–17, 43
[Amdt. 29–20, 45 FR 60178, Sept. 11, 1980] FR 50602, Oct. 30, 1978]
MARKINGS AND PLACARDS § 29.1547 Magnetic direction indicator.
§ 29.1541 General. (a) A placard meeting the require-
(a) The rotorcraft must contain— ments of this section must be installed
(1) The markings and placards speci- on or near the magnetic direction indi-
fied in §§ 29.1545 through 29.1565; and cator.
(2) Any additional information, in- (b) The placard must show the cali-
strument markings, and placards re- bration of the instrument in level
quired for the safe operation of the flight with the engines operating.
rotorcraft if it has unusual design, op- (c) The placard must state whether
erating or handling characteristics. the calibration was made with radio re-
(b) Each marking and placard pre- ceivers on or off.
scribed in paragraph (a) of this sec- (d) Each calibration reading must be
tion— in terms of magnetic heading in not
(1) Must be displayed in a con- more than 45 degree increments.
spicuous place; and
(2) May not be easily erased, dis- § 29.1549 Powerplant instruments.
figured, or obscured. For each required powerplant instru-
ment, as appropriate to the type of in-
§ 29.1543 Instrument markings: gen- struments—
eral. (a) Each maximum and, if applicable,
For each instrument— minimum safe operating limit must be
(a) When markings are on the cover marked with a red radial or a red line;
glass of the instrument there must be (b) Each normal operating range
means to maintain the correct align- must be marked with a green arc or
ment of the glass cover with the face of green line, not extending beyond the
the dial; and maximum and minimum safe limits;
819
§ 29.1551 14 CFR Ch. I (1–1–10 Edition)
(c) Each takeoff and precautionary (2) For fuel systems having selector
range must be marked with a yellow controls, the usable fuel capacity
arc or yellow line; available at each selector control posi-
(d) Each engine or propeller range tion must be indicated near the selec-
that is restricted because of excessive tor control.
vibration stresses must be marked with (d) For accessory, auxiliary, and
red arcs or red lines; and emergency controls—
(e) Each OEI limit or approved oper- (1) Each essential visual position in-
ating range must be marked to be dicator, such as those showing rotor
clearly differentiated from the mark- pitch or landing gear position, must be
ings of paragraphs (a) through (d) of marked so that each crewmember can
this section except that no marking is determine at any time the position of
normally required for the 30-second the unit to which it relates; and
OEI limit. (2) Each emergency control must be
[Amdt. 29–12, 41 FR 55474, Dec. 20, 1976, as red and must be marked as to method
amended by Amdt. 29–26, 53 FR 34220, Sept. 2, of operation.
1988; Amdt. 29–34, 59 FR 47769, Sept. 16, 1994] (e) For rotorcraft incorporating re-
tractable landing gear, the maximum
§ 29.1551 Oil quantity indicator.
landing gear operating speed must be
Each oil quantity indicator must be displayed in clear view of the pilot.
marked with enough increments to in-
dicate readily and accurately the quan- [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
tity of oil.
1976; Amdt. 29–24, 49 FR 44440, Nov. 6, 1984]
§ 29.1553 Fuel quantity indicator.
§ 29.1557 Miscellaneous markings and
If the unusable fuel supply for any placards.
tank exceeds one gallon, or five per-
(a) Baggage and cargo compartments,
cent of the tank capacity, whichever is
and ballast location. Each baggage and
greater, a red arc must be marked on
cargo compartment, and each ballast
its indicator extending from the cali-
location must have a placard stating
brated zero reading to the lowest read-
any limitations on contents, including
ing obtainable in level flight.
weight, that are necessary under the
§ 29.1555 Control markings. loading requirements.
(b) Seats. If the maximum allowable
(a) Each cockpit control, other than
weight to be carried in a seat is less
primary flight controls or control
than 170 pounds, a placard stating the
whose function is obvious, must be
lesser weight must be permanently at-
plainly marked as to its function and
tached to the seat structure.
method of operation.
(b) For powerplant fuel controls— (c) Fuel and oil filler openings. The fol-
(1) Each fuel tank selector valve con- lowing apply:
trol must be marked to indicate the po- (1) Fuel filler openings must be
sition corresponding to each tank and marked at or near the filler cover
to each existing cross feed position; with—
(2) If safe operation requires the use (i) The word ‘‘fuel’’;
of any tanks in a specific sequence, (ii) For reciprocating engine powered
that sequence must be marked on, or rotorcraft, the minimum fuel grade;
adjacent to, the selector for those (iii) For turbine-engine-powered
tanks; and rotorcraft, the permissible fuel des-
(3) Each valve control for any engine ignations, except that if impractical,
of a multiengine rotorcraft must be this information may be included in
marked to indicate the position cor- the rotorcraft flight manual, and the
responding to each engine controlled. fuel filler may be marked with an ap-
(c) Usable fuel capacity must be propriate reference to the flight man-
marked as follows: ual; and
(1) For fuel systems having no selec- (iv) For pressure fueling systems, the
tor controls, the usable fuel capacity of maximum permissible fueling supply
the system must be indicated at the pressure and the maximum permissible
fuel quantity indicator. defueling pressure.
820
(2) Oil filler openings must be with each rotorcraft, and it must con-
marked at or near the filler cover with tain the following:
the word ‘‘oil’’. (1) Information required by §§ 29.1583
(d) Emergency exit placards. Each through 29.1589.
placard and operating control for each (2) Other information that is nec-
emergency exit must differ in color essary for safe operation because of de-
from the surrounding fuselage surface sign, operating, or handling character-
as prescribed in § 29.811(h)(2). A placard istics.
must be near each emergency exit con- (b) Approved information. Each part of
trol and must clearly indicate the loca- the manual listed in §§ 29.1583 through
tion of that exit and its method of op- 29.1589 that is appropriate to the rotor-
eration. craft, must be furnished, verified, and
approved, and must be segregated,
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29–3, 33 FR 971, Jan. 26, indentified, and clearly distinguished
1968; Amdt. 29–12, 41 FR 55474, Dec. 20, 1976; from each unapproved part of that
Amdt. 29–26, 53 FR 34220, Sept. 2, 1988] manual.
(c) [Reserved]
§ 29.1559 Limitations placard. (d) Table of contents. Each Rotorcraft
There must be a placard in clear view Flight Manual must include a table of
of the pilot that specifies the kinds of contents if the complexity of the man-
operations (VFR, IFR, day, night, or ual indicates a need for it.
icing) for which the rotorcraft is ap- (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
proved. eral Aviation Act of 1958 (49 U.S.C. 1354(a),
1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
[Amdt. 29–24, 49 FR 44440, Nov. 6, 1984]
of Transportation Act (49 U.S.C. 1655(c)))
§ 29.1561 Safety equipment. [Amdt. 29–15, 43 FR 2327, Jan. 16, 1978]
(a) Each safety equipment control to § 29.1583 Operating limitations.
be operated by the crew in emergency,
such as controls for automatic liferaft (a) Airspeed and rotor limitations. In-
releases, must be plainly marked as to formation necessary for the marking of
its method of operation. airspeed and rotor limitations on or
(b) Each location, such as a locker or near their respective indicators must
compartment, that carries any fire ex- be furnished. The significance of each
tinguishing, signaling, or other life limitation and of the color coding must
saving equipment, must be so marked. be explained.
(c) Stowage provisions for required (b) Powerplant limitations. The fol-
emergency equipment must be con- lowing information must be furnished:
spicuously marked to identify the con- (1) Limitations required by § 29.1521.
tents and facilitate removal of the (2) Explanation of the limitations,
equipment. when appropriate.
(d) Each liferaft must have obviously (3) Information necessary for mark-
marked operating instructions. ing the instruments required by
(e) Approved survival equipment §§ 29.1549 through 29.1553.
must be marked for identification and (c) Weight and loading distribution.
method of operation. The weight and center of gravity limits
required by §§ 29.25 and 29.27, respec-
§ 29.1565 Tail rotor. tively, must be furnished. If the vari-
ety of possible loading conditions war-
Each tail rotor must be marked so
rants, instructions must be included to
that its disc is conspicuous under nor-
allow ready observance of the limita-
mal daylight ground conditions.
tions.
[Amdt. 29–3, 33 FR 971, Jan. 26, 1968] (d) Flight crew. When a flight crew of
more than one is required, the number
ROTORCRAFT FLIGHT MANUAL and functions of the minimum flight
crew determined under § 29.1523 must be
§ 29.1581 General. furnished.
(a) Furnishing information. A Rotor- (e) Kinds of operation. Each kind of

craft Flight Manual must be furnished operation for which the rotorcraft and
821
§ 29.1585 14 CFR Ch. I (1–1–10 Edition)
its equipment installations are ap- which indicates that when the fuel
proved must be listed. quantity indicator reads ‘‘zero’’ in
(f) Limiting heights. Enough informa- level flight, any fuel remaining in the
tion must be furnished to allow compli- fuel tank cannot be used safely in
ance with § 29.1517. flight.
(g) Maximum allowable wind. For Cat- (f) Information on the total quantity
egory A rotorcraft, the maximum al- of usable fuel for each fuel tank must
lowable wind for safe operation near be furnished.
the ground must be furnished. (g) For Category B rotorcraft, the
(h) Altitude. The altitude established airspeeds and corresponding rotor
under § 29.1527 and an explanation of speeds for minimum rate of descent
the limiting factors must be furnished. and best glide angle as prescribed in
(i) Ambient temperature. Maximum § 29.71 must be provided.
and minimum ambient temperature
limitations must be furnished. (Secs. 313(a), 601, 603, 604, and 605 of the Fed-
(Secs. 313(a), 601, 603, 604, and 605 of the Fed- 1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
eral Aviation Act of 1958 (49 U.S.C. 1354(a), of Transportation Act (49 U.S.C. 1655(c)))
1421, 1423, 1424, and 1425); and sec. 6(c), Dept.
of Transportation Act (49 U.S.C. 1655(c))) [Amdt. 29–2, 32 FR 6914, May 5, 1967, as
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as 1978; Amdt. 29–17, 43 FR 50602, Oct. 30, 1978;
amended by Amdt. 29–3, 33 FR 971, Jan. 26, Amdt. 29–24, 49 FR 44440, Nov. 6, 1984]
1968; Amdt. 29–15, 43 FR 2327, Jan. 16, 1978;
Amdt. 29–17, 43 FR 50602, Oct. 30, 1978; Amdt. § 29.1587 Performance information.
29–24, 49 FR 44440, Nov. 6, 1984]
Flight manual performance informa-
§ 29.1585 Operating procedures. tion which exceeds any operating limi-
(a) The parts of the manual con- tation may be shown only to the extent
taining operating procedures must necessary for presentation clarity or to
have information concerning any nor- determine the effects of approved op-
mal and emergency procedures, and tional equipment or procedures. When
other information necessary for safe data beyond operating limits are
operation, including the applicable pro- shown, the limits must be clearly indi-
cedures, such as those involving min- cated. The following must be provided:
imum speeds, to be followed if an en- (a) Category A. For each category A
gine fails. rotorcraft, the Rotorcraft Flight Man-
(b) For multiengine rotorcraft, infor- ual must contain a summary of the
mation identifying each operating con- performance data, including data nec-
dition in which the fuel system inde- essary for the application of any oper-
pendence prescribed in § 29.953 is nec- ating rule of this chapter, together
essary for safety must be furnished, to- with descriptions of the conditions,
gether with instructions for placing such as airspeeds, under which this
the fuel system in a configuration used data was determined, and must con-
to show compliance with that section. tain—
(c) For helicopters for which a VNE (1) The indicated airspeeds cor-
(power-off) is established under responding with those determined for
§ 29.1505(c), information must be fur- takeoff, and the procedures to be fol-
nished to explain the VNE (power-off) lowed if the critical engine fails during
and the procedures for reducing air- takeoff;
speed to not more than the VNE (power- (2) The airspeed calibrations;
off) following failure of all engines. (3) The techniques, associated air-
(d) For each rotorcraft showing com- speeds, and rates of descent for auto-
pliance with § 29.1353 (c)(6)(ii) or rotative landings;
(c)(6)(iii), the operating procedures for (4) The rejected takeoff distance de-
disconnecting the battery from its termined under § 29.62 and the takeoff
charging source must be furnished. distance determined under § 29.61;
(e) If the unusable fuel supply in any (5) The landing data determined
tank exceeds 5 percent of the tank ca- under § 29.81 and § 29.85;
pacity, or 1 gallon, whichever is great- (6) The steady gradient of climb for
er, information must be furnished each weight, altitude, and temperature
822
Federal Aviation Administration, DOT Pt. 29, App. A
for which takeoff data are to be sched- scent and best glide angle, as deter-
uled, along the takeoff path determined in § 29.71;
mined in the flight conditions required (8) Out-of-ground effect hover per-
in § 29.67(a)(1) and (a)(2): formance determined under § 29.49 and
(i) In the flight conditions required in the maximum safe wind demonstrated
§ 29.67(a)(1) between the end of the under the ambient conditions for data
takeoff distance and the point at which presented. In addition, the maximum
the rotorcraft is 200 feet above the weight for each altitude and tempera-
takeoff surface (or 200 feet above the ture condition at which the rotorcraft
lowest point of the takeoff profile for can safely hover out-of-ground-effect in
elevated heliports); winds of not less than 17 knots from all
(ii) In the flight conditions required azimuths. These data must be clearly
in § 29.67(a)(2) between the points at referenced to the appropriate hover
which the rotorcraft is 200 and 1000 feet charts; and
above the takeoff surface (or 200 and (9) Any additional performance data
1000 feet above the lowest point of the necessary for the application of any op-
takeoff profile for elevated heliports); erating rule in this chapter.
and [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
(7) Out-of-ground effect hover per- amended by Amdt. 29–21, 48 FR 4392, Jan. 31,
formance determined under § 29.49 and 1983; Amdt. 29–24, 49 FR 44440, Nov. 6, 1984;
the maximum weight for each altitude Amdt. 29–39, 61 FR 21901, May 10, 1996; Amdt.
and temperature condition at which 29–40, 61 FR 21908, May 10, 1996; Amdt. 29–44,
the rotorcraft can safely hover out-of- 64 FR 45338, Aug. 19, 1999; Amdt. No.29–51, 73
FR 11001, Feb. 29, 2008]
ground effect in winds of not less than
17 knots from all azimuths. These data § 29.1589 Loading information.
must be clearly referenced to the ap-
propriate hover charts. There must be loading instructions
(b) Category B. For each category B for each possible loading condition be-
rotorcraft, the Rotorcraft Flight Man- tween the maximum and minimum
ual must contain— weights determined under § 29.25 that
can result in a center of gravity beyond
(1) The takeoff distance and the
any extreme prescribed in § 29.27, as-
climbout speed together with the perti-
suming any probable occupant weights.
nent information defining the flight
path with respect to autorotative land- APPENDIX A TO PART 29—INSTRUCTIONS
ing if an engine fails, including the cal- FOR CONTINUED AIRWORTHINESS
culated effects of altitude and tempera-
ture; a29.1 General
(2) The steady rates of climb and in- (a) This appendix specifies requirements
ground-effect hovering ceiling, to- for the preparation of Instructions for Con-
gether with the corresponding air- tinued Airworthiness as required by § 29.1529.
speeds and other pertinent informa- (b) The Instructions for Continued Air-
worthiness for each rotorcraft must include
tion, including the calculated effects of the Instructions for Continued Airworthiness
altitude and temperature; for each engine and rotor (hereinafter des-
(3) The landing distance, appropriate ignated ‘‘products’’), for each applicance re-
airspeed, and type of landing surface, quired by this chapter, and any required in-
together with all pertinent information formation relating to the interface of those
that might affect this distance, includ- appliances and products with the rotorcraft.
ing the effects of weight, altitude, and If Instructions for Continued Airworthiness
are not supplied by the manufacturer of an
temperature;
appliance or product installed in the rotor-
(4) The maximum safe wind for oper- craft, the Instructions for Continued Air-
ation near the ground; worthiness for the rotorcraft must include
(5) The airspeed calibrations; the information essential to the continued
(6) The height-speed envelope except airworthiness of the rotorcraft.
for rotorcraft incorporating this as an (c) The applicant must submit to the FAA
a program to show how changes to the In-
operating limitation; structions for Continued Airworthiness made
(7) Glide distance as a function of al-
by the applicant or by the manufacturers of

titude when autorotating at the speeds products and appliances installed in the
and conditions for minimum rate of de- rotorcraft will be distributed.
823
Pt. 29, App. B 14 CFR Ch. I (1–1–10 Edition)
a29.2 Format and parts with any necessary precautions to
(a) The Instructions for Continued Air- be taken.
worthiness must be in the form of a manual (4) Other general procedural instructions
or manuals as appropriate for the quantity including procedures for system testing dur-
of data to be provided. ing ground running, symmetry checks,
(b) The format of the manual or manuals weighing and determining the center of grav-
must provide for a practical arrangement. ity, lifting and shoring, and storage limita-
tions.
a29.3 Content
(c) Diagrams of structural access plates
The contents of the manual or manuals and information needed to gain access for in-
must be prepared in the English language. spections when access plates are not pro-
The Instructions for Continued Airworthi- vided.
ness must contain the following manuals or (d) Details for the application of special in-
sections, as appropriate, and information: spection techniques including radiographic
(a) Rotorcraft maintenance manual or section. and ultrasonic testing where such processes
(1) Introduction information that includes an are specified.
explanation of the rotorcraft’s features and (e) Information needed to apply protective
data to the extent necessary for mainte- treatments to the structure after inspection.
nance or preventive maintenance. (f) All data relative to structural fasteners
(2) A description of the rotorcraft and its such as identification, discard recommenda-
systems and installations including its en- tions, and torque values.
gines, rotors, and appliances. (g) A list of special tools needed.
(3) Basic control and operation information
describing how the rotorcraft components a29.4 Airworthiness Limitations Section
and systems are controlled and how they op- The Instructions for Continued Airworthi-
erate, including any special procedures and ness must contain a section titled Airworthi-
limitations that apply. ness Limitations that is segregated and
(4) Servicing information that covers de- clearly distinguishable from the rest of the
tails regarding servicing points, capacities of document. This section must set forth each
tanks, reservoirs, types of fluids to be used, mandatory replacement time, structural in-
pressures applicable to the various systems, spection interval, and related structural in-
location of access panels for inspection and spection procedure approved under § 29.571. If
servicing, locations of lubrication points, the the Instructions for Continued Airworthiness
lubricants to be used, equipment required for consist of multiple documents, the section
servicing, tow instructions and limitations, required by this paragraph must be included
mooring, jacking, and leveling information. in the principal manual. This section must
(b) Maintenance Instructions. (1) Scheduling contain a legible statement in a prominent
information for each part of the rotorcraft location that reads: ‘‘The Airworthiness
and its engines, auxiliary power units, ro- Limitations section is FAA approved and
tors, accessories, instruments, and equip- specifies maintenance required under §§ 43.16
ment that provides the recommended periods and 91.403 of the Federal Aviation Regula-
at which they should be cleaned, inspected, tions unless an alternative program has been
adjusted, tested, and lubricated, and the de- FAA approved.’’
gree of inspection, the applicable wear toler-
ances, and work recommended at these peri- [Amdt. 29–20, 45 FR 60178, Sept 11, 1980, as
ods. However, the applicant may refer to an amended by Amdt. 29–27, 54 FR 34330, Aug. 18,
accessory, instrument, or equipment manu- 1989]
facturer as the source of this information if
the applicant shows that the item has an ex- APPENDIX B TO PART 29—AIRWORTHI-
ceptionally high degree of complexity requir- NESS CRITERIA FOR HELICOPTER IN-
ing specialized maintenance techniques, test STRUMENT FLIGHT
equipment, or expertise. The recommended
overhaul periods and necessary cross ref- I. General. A transport category helicopter
erences to the Airworthiness Limitations may not be type certificated for operation
section of the manual must also be included. under the instrument flight rules (IFR) of
In addition, the applicant must include an this chapter unless it meets the design and
inspection program that includes the fre- installation requirements contained in this
quency and extent of the inspections nec- appendix.
essary to provide for the continued air- II. Definitions. (a) VYI means instrument
worthiness of the rotorcraft. climb speed, utilized instead of VY for com-
(2) Troubleshooting information describing pliance with the climb requirements for in-
probable malfunctions, how to recognize strument flight.
those malfunctions, and the remedial action (b) VNEI means instrument flight never ex-
for those malfunctions. ceed speed, utilized instead of VNE for com-
(3) Information describing the order and pliance with maximum limit speed require-
method of removing and replacing products ments for instrument flight.
824
Federal Aviation Administration, DOT Pt. 29, App. B
(c) VMINI means instrument flight min- (3) Power required to maintain a 3° glide
imum speed, utilized in complying with min- path and power required to maintain the
imum limit speed requirements for instru- steepest approach gradient for which ap-
ment flight. proval is requested.
III. Trim. It must be possible to trim the V. Static Lateral Directional Stability
cyclic, collective, and directional control (a) Static directional stability must be
forces to zero at all approved IFR airspeeds, positive throughout the approved ranges of
power settings, and configurations appro- airspeed, power, and vertical speed. In
priate to the type. straight and steady sideslips up to ±10° from
IV. Static longitudinal stability. (a) General. trim, directional control position must in-
The helicopter must possess positive static crease without discontinuity with the angle
longitudinal control force stability at crit- of sideslip, except for a small range of side-
ical combinations of weight and center of slip angles around trim. At greater angles up
gravity at the conditions specified in para- to the maximum sideslip angle appropriate
graphs IV (b) through (f) of this appendix.
to the type, increased directional control po-
The stick force must vary with speed so that
sition must produce an increased angle of
any substantial speed change results in a
sideslip. It must be possible to maintain bal-
stick force clearly perceptible to the pilot.
anced flight without exceptional pilot skill
The airspeed must return to within 10 per-
or alertness.
cent of the trim speed when the control force
is slowly released for each trim condition (b) During sideslips up to ±10° from trim
specified in paragraphs IV (b) through (f) of throughout the approved ranges of airspeed,
this appendix. power, and vertical speed there must be no
(b) Climb. Stability must be shown in climb negative dihedral stability perceptible to the
thoughout the speed range 20 knots either pilot through lateral control motion or
side of trim with— force. Longitudinal cyclic movement with
(1) The helicopter trimmed at VYI; sideslip must not be excessive.
(2) Landing gear retracted (if retractable); VI. Dynamic stability. (a) Any oscillation
and having a period of less than 5 seconds must
(3) Power required for limit climb rate (at damp to 1/2 amplitude in not more than one
least 1,000 fpm) at VYI or maximum contin- cycle.
uous power, whichever is less. (b) Any oscillation having a period of 5 sec-
(c) Cruise. Stability must be shown onds or more but less than 10 seconds must
throughout the speed range from 0.7 to 1.1 VH damp to 1/2 amplitude in not more than two
or VNEI, whichever is lower, not to exceed ±20 cycles.
knots from trim with— (c) Any oscillation having a period of 10
(1) The helicopter trimmed and power ad- seconds or more but less than 20 seconds
justed for level flight at 0.9 VH or 0.9 VNEI, must be damped.
whichever is lower; and (d) Any oscillation having a period of 20
(2) Landing gear retracted (if retractable). seconds or more may not achieve double am-
(d) Slow cruise. Stability must be shown plitude in less than 20 seconds.
throughout the speed range from 0.9 VMINI to (e) Any aperiodic response may not achieve
1.3 VMINI or 20 knots above trim speed, which- double amplitude in less than 9 seconds.
ever is greater, with—
VII. Stability Augmentation System (SAS)
(1) The helicopter trimmed and power ad-
(a) If a SAS is used, the reliability of the
justed for level flight at 1.1 VMINI; and
SAS must be related to the effects of its fail-
(2) Landing gear retracted (if retractable).
(e) Descent. Stability must be shown ure. Any SAS failure condition that would
throughout the speed range 20 knots either prevent continued safe flight and landing
side of trim with— must be extremely improbable. It must be
(1) The helicopter trimmed at 0.8 VH or 0.8 shown that, for any failure condition of the
VNEI (or 0.8 VLE for the landing gear extended SAS that is not shown to be extremely im-
case), whichever is lower; probable—
(2) Power required for 1,000 fpm descent at (1) The helicopter is safely controllable
trim speed; and when the failure or malfunction occurs at
(3) Landing gear extended and retracted, if any speed or altitude within the approved
applicable. IFR operating limitations; and
(f) Approach. Stability must be shown (2) The overall flight characteristics of the
throughout the speed range from 0.7 times helicopter allow for prolonged instrument
the minimum recommended approach speed flight without undue pilot effort. Additional
to 20 knots above the maximum rec- unrelated probable failures affecting the con-
ommended approach speed with— trol system must be considered. In addi-
(1) The helicopter trimmed at the rection—
ommended approach speed or speeds; (i) The controllability and maneuver-

(2) Landing gear extended and retracted, if ability requirements in Subpart B must be
applicable; and met throughout a practical flight envelope;
825
Pt. 29, App. B 14 CFR Ch. I (1–1–10 Edition)
(ii) The flight control, trim, and dynamic (i) Only the required flight instruments for
stability characteristics must not be im- the first pilot may be connected to that op-
paired below a level needed to allow contin- erating system;
ued safe flight and landing; (ii) Additional instruments, systems, or
(iii) For Category A helicopters, the dy- equipment may not be connected to an oper-
namic stability requirements of Subpart B ating system for a second pilot unless provi-
must also be met throughout a practical sions are made to ensure the continued nor-
flight envelope; and mal functioning of the required instruments
(iv) The static longitudinal and static di- in the event of any malfunction of the addi-
rectional stability requirements of Subpart tional instruments, systems, or equipment
B must be met throughout a practical flight which is not shown to be extremely improb-
envelope. able;
(b) The SAS must be designed so that it (iii) The equipment, systems, and installa-
cannot create a hazardous deviation in flight tions must be designed so that one display of
path or produce hazardous loads on the heli- the information essential to the safety of
copter during normal operation or in the flight which is provided by the instruments
event of malfunction or failure, assuming
will remain available to a pilot, without ad-
corrective action begins within an appro-
ditional crew-member action, after any sin-
priate period of time. Where multiple sys-
gle failure or combination of failures that is
tems are installed, subsequent malfunction
not shown to be extremely improbable; and
conditions must be considered in sequence
unless their occurrence is shown to be im- (iv) For single-pilot configurations, instru-
probable. ments which require a static source must be
VIII. Equipment, systems, and installation. provided with a means of selecting an alter-
The basic equipment and installation must nate source and that source must be cali-
comply with Subpart F of Part 29 through brated.
Amendment 29–14, with the following excep- (6) In determining compliance with the re-
tions and additions: quirements of § 29.1351(d)(2), the supply of
(a) Flight and navigation instruments. (1) A electrical power to all systems necessary for
magnetic gyro-stabilized direction indicator flight under IFR must be included in the
instead of the gyroscopic direction indicator evaluation.
required by § 29.1303(h); and (c) Thunderstorm lights. In addition to the
(2) A standby attitude indicator which instrument lights required by § 29.1381(a),
meets the requirements of §§ 29.1303(g)(1) thunderstorm lights which provide high in-
through (7), instead of a rate-of-turn indi- tensity white flood lighting to the basic
cator required by § 29.1303(g). If standby bat- flight instruments must be provided. The
teries are provided, they may be charged thunderstorm lights must be installed to
from the aircraft electrical system if ade- meet the requirements of § 29.1381(b).
quate isolation is incorporated. The system IX. Rotorcraft Flight Manual. A Rotorcraft
must be designed so that the standby bat- Flight Manual or Rotorcraft Flight Manual
teries may not be used for engine starting. IFR Supplement must be provided and must
(b) Miscellaneous requirements. (1) Instru- contain—
ment systems and other systems essential (a) Limitations. The approved IFR flight en-
for IFR flight that could be adversely af-
velope, the IFR flightcrew composition, the
fected by icing must be provided with ade-
revised kinds of operation, and the steepest
quate ice protection whether or not the
rotorcraft is certificated for operation in IFR precision approach gradient for which
icing conditions. the helicopter is approved;
(2) There must be means in the generating (b) Procedures. Required information for
system to automatically de-energize and dis- proper operation of IFR systems and the rec-
connect from the main bus any power source ommended procedures in the event of sta-
developing hazardous overvoltage. bility augmentation or electrical system
(3) Each required flight instrument using a failures; and
power supply (electric, vacuum, etc.) must (c) Performance. If VYI differs from VY,
have a visual means integral with the instru- climb performance at VYI and with maximum
ment to indicate the adequacy of the power continuous power throughout the ranges of
being supplied. weight, altitude, and temperature for which
(4) When multiple systems performing like approval is requested.
functions are required, each system must be
[Amdt. 29–21, 48 FR 4392, Jan. 31, 1983, as
grouped, routed, and spaced so that physical
separation between systems is provided to amended by Amdt. 29–31, 55 FR 38967, Sept.
ensure that a single malfunction will not ad- 21, 1990; 55 FR 41309, Oct. 10, 1990; Amdt. 29–
40, 61 FR 21908, May 10, 1996; Amdt. No. 29–51,
versely affect more than one system.

(5) For systems that operate the required 73 FR 11002, Feb. 29, 2008]
flight instruments at each pilot’s station—
826
Federal Aviation Administration, DOT Pt. 29, App. C
APPENDIX C TO PART 29—ICING by the appropriate factor from Figure 3 of
CERTIFICATION this appendix.
(b) Intermittent maximum icing. The inter-
(a) Continuous maximum icing. The max- mittent maximum intensity of atmospheric
imum continuous intensity of atmospheric icing conditions (intermittent maximum
icing conditions (continuous maximum icing) is defined by the variables of the cloud
icing) is defined by the variables of the cloud liquid water content, the mean effective di-
liquid water content, the mean effective diameter of the cloud droplets, the ambient air
ameter of the cloud droplets, the ambient air temperature, and the interrelationship of
temperature, and the interrelationship of these three variables as shown in Figure 4 of
these three variables as shown in Figure 1 of this appendix. The limiting icing envelope in
terms of altitude and temperature is given in
this appendix. The limiting icing envelope in
Figure 5 of this appendix. The interrelation-
terms of altitude and temperature is given in
ship of cloud liquid water content with drop
Figure 2 of this appendix. The interrelation-
diameter and altitude is determined from
ship of cloud liquid water content with drop Figures 4 and 5. The cloud liquid water con-
diameter and altitude is determined from tent for intermittent maximum icing condi-
Figures 1 and 2. The cloud liquid water con- tions of a horizontal extent, other than 2.6
tent for continuous maximum icing condi- nautical miles, is determined by the value of
tions of a horizontal extent, other than 17.4 cloud liquid water content of Figure 4 multi-
nautical miles, is determined by the value of plied by the appropriate factor in Figure 6 of
liquid water content of Figure 1, multiplied this appendix.
827
Pt. 29, App. C 14 CFR Ch. I (1–1–10 Edition)
828
EC28SE91.091</GPH>
829
EC28SE91.092</GPH>
830
EC28SE91.093</GPH>
831
EC28SE91.094</GPH>
832
EC28SE91.095</GPH>
[Amdt. 29–21, 48 FR 4393, Jan. 31, 1983]

833
EC28SE91.096</GPH>
Pt. 29, App. D 14 CFR Ch. I (1–1–10 Edition)
APPENDIX D TO PART 29—CRITERIA FOR (i) No passenger may be assigned a specific
DEMONSTRATION OF EMERGENCY seat except as the Administrator may re-
EVACUATION PROCEDURES UNDER quire. Except as required by paragraph (1) of
§ 29.803 this appendix, no employee of the applicant
may be seated next to an emergency exit, ex-
(a) The demonstration must be conducted cept as allowed by the Administrator.
either during the dark of the night or during (j) Seat belts and shoulder harnesses (as re-
daylight with the dark of night simulated. If quired) must be fastened.
the demonstration is conducted indoors dur- (k) Before the start of the demonstration,
ing daylight hours, it must be conducted in- approximately one-half of the total average
side a darkened hangar having doors and
amount of carry-on baggage, blankets, pil-
windows covered. In addition, the doors and
lows, and other similar articles must be dis-
windows of the rotorcraft must be covered if
the hangar illumination exceeds that of a tributed at several locations in the aisles
moonless night. Illumination on the floor or and emergency exit access ways to create
ground may be used, but it must be kept low minor obstructions.
and shielded against shining into the (l) No prior indication may be given to any
rotorcraft’s windows or doors. crewmember or passenger of the particular
(b) The rotorcraft must be in a normal at- exits to be used in the demonstration.
titude with landing gear extended. (m) The applicant may not practice, re-
(c) Safety equipment such as mats or in- hearse, or describe the demonstration for the
verted liferafts may be placed on the floor or participants nor may any participant have
ground to protect participants. No other taken part in this type of demonstration
equipment that is not part of the rotorcraft’s within the preceding 6 months.
emergency evacuation equipment may be
(n) A pretakeoff passenger briefing may be
used to aid the participants in reaching the
given. The passengers may also be advised to
ground.
(d) Except as provided in paragraph (a) of follow directions of crewmembers, but not be
this appendix, only the rotorcraft’s emer- instructed on the procedures to be followed
gency lighting system may provide illumina- in the demonstration.
tion. (o) If safety equipment, as allowed by para-
(e) All emergency equipment required for graph (c) of this appendix, is provided, either
the planned operation of the rotorcraft must all passenger and cockpit windows must be
be installed. blacked out or all emergency exits must
(f) Each external door and exit and each in- have safety equipment to prevent disclosure
ternal door or curtain must be in the takeoff of the available emergency exits.
configuration. (p) Not more than 50 percent of the emer-
(g) Each crewmember must be seated in gency exits in the sides of the fuselage of a
the normally assigned seat for takeoff and
rotorcraft that meet all of the requirements
must remain in that seat until receiving the
applicable to the required emergency exits
signal for commencement of the demonstra-
tion. For compliance with this section, each for that rotorcraft may be used for dem-
crewmember must be— onstration. Exits that are not to be used for
(1) A member of a regularly scheduled line the demonstration must have the exit handle
crew; or deactivated or must be indicated by red
(2) A person having knowledge of the oper- lights, red tape, or other acceptable means
ation of exits and emergency equipment. placed outside the exits to indicate fire or
(h) A representative passenger load of per- other reasons why they are unusable. The
sons in normal health must be used as fol- exits to be used must be representative of all
lows: the emergency exits on the rotorcraft and
(1) At least 25 percent must be over 50 must be designated by the applicant, subject
years of age, with at least 40 percent of these to approval by the Administrator. If in-
being females. stalled, at least one floor level exit (Type I;
(2) The remaining, 75 percent or less, must § 29.807(a)(1)) must be used as required by
be 50 years of age or younger, with at least
§ 29.807(c).
30 percent of these being females.
(3) Three life-size dolls, not included as (q) All evacuees must leave the rotorcraft
part of the total passenger load, must be car- by a means provided as part of the
ried by passengers to simulate live infants 2 rotorcraft’s equipment.
years old or younger, except for a total pas- (r) Approved procedures must be fully uti-
senger load of fewer than 44 but more than lized during the demonstration.
19, one doll must be carried. A doll is not re- (s) The evacuation time period is com-
quired for a 19 or fewer passenger load. pleted when the last occupant has evacuated
(4) Crewmembers, mechanics, and training the rotorcraft and is on the ground.
personnel who maintain or operate the rotor-

craft in the normal course of their duties [Amdt. 27–26, 55 FR 8005, Mar. 6, 1990]
may not be used as passengers.
834
Federal Aviation Administration, DOT Pt. 29, App. E
APPENDIX E TO PART 29—HIRF ENVI- TABLE III.—HIRF ENVIRONMENT III
RONMENTS AND EQUIPMENT HIRF
Field strength
TEST LEVELS (volts/meter)
Frequency
This appendix specifies the HIRF environ- Peak Average
ments and equipment HIRF test levels for 10 kHz–100 kHz ................................ 150 150
electrical and electronic systems under 100 kHz–400 MHz ............................. 200 200
§ 29.1317. The field strength values for the 400 MHz–700 MHz ........................... 730 200
HIRF environments and laboratory equip- 700 MHz–1 GHz ................................ 1,400 240
1 GHz–2 GHz .................................... 5,000 250
ment HIRF test levels are expressed in root- 2 GHz–4 GHz .................................... 6,000 490
mean-square units measured during the peak 4 GHz–6 GHz .................................... 7,200 400
of the modulation cycle. 6 GHz–8 GHz .................................... 1,100 170
(a) HIRF environment I is specified in the 8 GHz–12 GHz .................................. 5,000 330
12 GHz–18 GHz ................................ 2,000 330
following table: 18 GHz–40 GHz ................................ 1,000 420
TABLE I.—HIRF ENVIRONMENT I In this table, the higher field strength applies at the fre-
quency band edges.
Field strength (d) Equipment HIRF Test Level 1.
(volts/meter) (1) From 10 kilohertz (kHz) to 400 mega-
Frequency
Peak Average hertz (MHz), use conducted susceptibility
tests with continuous wave (CW) and 1 kHz
10 kHz–2 MHz ................................... 50 50 square wave modulation with 90 percent
2 MHz–30 MHz ................................. 100 100 depth or greater. The conducted suscepti-
30 MHz–100 MHz ............................. 50 50 bility current must start at a minimum of
100 MHz–400 MHz ........................... 100 100 0.6 milliamperes (mA) at 10 kHz, increasing
400 MHz–700 MHz ........................... 700 50 20 decibel (dB) per frequency decade to a
700 MHz–1 GHz ................................ 700 100 minimum of 30 mA at 500 kHz.
1 GHz–2 GHz .................................... 2,000 200 (2) From 500 kHz to 40 MHz, the conducted
2 GHz–6 GHz .................................... 3,000 200 susceptibility current must be at least 30
6 GHz–8 GHz .................................... 1,000 200 mA.
8 GHz–12 GHz .................................. 3,000 300 (3) From 40 MHz to 400 MHz, use conducted
12 GHz–18 GHz ................................ 2,000 200 susceptibility tests, starting at a minimum
18 GHz–40 GHz ................................ 600 200 of 30 mA at 40 MHz, decreasing 20 dB per fre-
In this table, the higher field strength applies at the fre-
quency decade to a minimum of 3 mA at 400
quency band edges. MHz.
(4) From 100 MHz to 400 MHz, use radiated
(b) HIRF environment II is specified in the susceptibility tests at a minimum of 20 volts
following table: per meter (V/m) peak with CW and 1 kHz
square wave modulation with 90 percent
TABLE II.—HIRF ENVIRONMENT II depth or greater.
(5) From 400 MHz to 8 gigahertz (GHz), use
Field strength radiated susceptibility tests at a minimum
(volts/meter) of 150 V/m peak with pulse modulation of 4
Frequency
Peak Average percent duty cycle with a 1 kHz pulse repeti-
tion frequency. This signal must be switched
10 kHz–500 kHz ................................ 20 20 on and off at a rate of 1 Hz with a duty cycle
500 kHz–2 MHz ................................. 30 30 of 50 percent.
2 MHz–30 MHz ................................. 100 100 (e) Equipment HIRF Test Level 2. Equipment
30 MHz–100 MHz ............................. 10 10 HIRF test level 2 is HIRF environment II in
100 MHz–200 MHz ........................... 30 10 table II of this appendix reduced by accept-
200 MHz–400 MHz ........................... 10 10 able aircraft transfer function and attenu-
400 MHz–1 GHz ................................ 700 40 ation curves. Testing must cover the fre-
1 GHz–2 GHz .................................... 1,300 160 quency band of 10 kHz to 8 GHz.
2 GHz–4 GHz .................................... 3,000 120 (f) Equipment HIRF Test Level 3.
4 GHz–6 GHz .................................... 3,000 160 (1) From 10 kHz to 400 MHz, use conducted
6 GHz–8 GHz .................................... 400 170 susceptibility tests, starting at a minimum
8 GHz–12 GHz .................................. 1,230 230 of 0.15 mA at 10 kHz, increasing 20 dB per fre-
12 GHz–18 GHz ................................ 730 190 quency decade to a minimum of 7.5 mA at 500
18 GHz–40 GHz ................................ 600 150 kHz.
In this table, the higher field strength applies at the fre- (2) From 500 kHz to 40 MHz, use conducted
quency band edges. susceptibility tests at a minimum of 7.5 mA.
(3) From 40 MHz to 400 MHz, use conducted
(c) HIRF environment III is specified in the
susceptibility tests, starting at a minimum
following table:
of 7.5 mA at 40 MHz, decreasing 20 dB per fre-

quency decade to a minimum of 0.75 mA at
400 MHz.
835
Pt. 31 14 CFR Ch. I (1–1–10 Edition)
(4) From 100 MHz to 8 GHz, use radiated APPENDIX A TO PART 31—INSTRUCTIONS FOR
susceptibility tests at a minimum of 5 V/m. CONTINUED AIRWORTHINESS
[Doc. No. FAA–2006–23657, 72 FR 44028, Aug. 6, AUTHORITY: 49 U.S.C. 106(g), 40113, 44701–
2007] 44702, 44704.
SOURCE: Docket No. 1437, 29 FR 8258, July 1,
PART 31—AIRWORTHINESS STAND- 1964, as amended by Amdt. 31–1, 29 FR 14563,
ARDS: MANNED FREE BAL- Oct. 24, 1964, unless otherwise noted.
LOONS
Subpart A—General
Subpart A—General
§ 31.1 Applicability.
Sec.
31.1 Applicability. (a) This part prescribes airworthiness
standards for the issue of type certifi-
Subpart B—Flight Requirements cates and changes to those certificates,
for manned free balloons.
31.12 Proof of compliance.
(b) Each person who applies under
31.14 Weight limits.
31.16 Empty weight.
Part 21 for such a certificate or change
31.17 Performance: Climb. must show compliance with the appli-
31.19 Performance: Uncontrolled descent. cable requirements of this part.
31.20 Controllability. (c) For purposes of this part—
(1) A captive gas balloon is a balloon
Subpart C—Strength Requirements that derives its lift from a captive
31.21 Loads.
lighter-than-air gas;
31.23 Flight load factor. (2) A hot air balloon is a balloon that
31.25 Factor of safety. derives its lift from heated air;
31.27 Strength. (3) The envelope is the enclosure in
which the lifting means is contained;
Subpart D—Design Construction (4) The basket is the container, sus-
31.31 General. pended beneath the envelope, for the
31.33 Materials. balloon occupants;
31.35 Fabrication methods. (5) The trapeze is a harness or is a
31.37 Fastenings. seat consisting of a horizontal bar or
31.39 Protection. platform suspended beneath the enve-
31.41 Inspection provisions. lope for the balloon occupants; and
31.43 Fitting factor. (6) The design maximum weight is
31.45 Fuel cells. the maximum total weight of the bal-
31.46 Pressurized fuel systems.
loon, less the lifting gas or air.
31.47 Burners.
31.49 Control systems. [Doc. No. 1437, 29 FR 8258, July 1, 1964, as
31.51 Ballast. amended by Amdt. 31–3, 41 FR 55474, Dec. 20,
31.53 Drag rope. 1976]
31.55 Deflation means.
31.57 Rip cords.
31.59 Trapeze, basket, or other means pro- Subpart B—Flight Requirements
vided for occupants.
31.61 Static discharge. § 31.12 Proof of compliance.
31.63 Safety belts. (a) Each requirement of this subpart
31.65 Position lights. must be met at each weight within the
range of loading conditions for which
Subpart E—Equipment certification is requested. This must be
31.71 Function and installation. shown by—
(1) Tests upon a balloon of the type
Subpart F—Operating Limitations and for which certification is requested or
Information by calculations based on, and equal in
accuracy to, the results of testing; and
31.81 General.
31.82 Instructions for Continued Airworthi- (2) Systematic investigation of each
weight if compliance cannot be reason-
ness.
31.83 Conspicuity. ably inferred from the weights inves-
31.85 Required basic equipment. tigated.
836

Airworthiness Standards FAA FAR Part 29

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Airworthiness Standards FAA FAR Part 29

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Pt. 29 14 CFR Ch.

10 kHz–100 kHz ................................ 150 150 PART 29—AIRWORTHINESS STAND-

(d) Equipment HIRF Test Level 1. GENERAL

HIRF test level 2 is HIRF environment II in 29.81 Landing distance: Category A.

gear with tail wheels. 29.685 Control system details.

29.865 External loads. COOLING

MISCELLANEOUS 29.1041 General.

29.903 Engines. 29.1101 Carburetor air preheater design.

29.1333 Instrument systems. 29.1527 Maximum operating altitude.

(d) Rotorcraft with a maximum specified by the rotorcraft type certifi-

(2) For the approved range of atmos- tification is requested, with—

the horizontal distance along the take- if—

a balked landing can be accomplished rotorcraft and chosen by the applicant

and landing altitude capability of the § 29.161 Trim control.

(3) Maximum continuous power; Sideslip angles must increase with

§ 29.307 Proof of structure. FLIGHT LOADS

WATER LOADS § 29.521 Float landing conditions.

MAIN COMPONENT REQUIREMENTS § 29.549 Fuselage and rotor pylon

(2) Forward—4.0g. plane containing the impact velocity

the maximum values expected in oper- flaw growth) evaluation. It must be

§ 29.605 Fabrication methods.

tablished. Procedures shall be estab- rotorcraft must incorporate two sepa-

§ 29.623 Bearing factors. § 29.631 Bird strike.

face for which a larger special factor is pected in service.

§ 29.659 Mass balance. control authority is available prior to

a means must be provided that will

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

mechanism must allow rapid entry into

§ 29.733 Tires. § 29.737 Skis.

§ 29.753 Main float design. pilot position. Flight and powerplant

§ 29.771 Pilot compartment. [Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

into dangerous fragments.

§ 29.777 Cockpit controls. of the rotorcraft. The means of opening

ground even though persons may be means to enable them to be secured in

cause injury to the occupants or re- ably be expected to withstand a ditch-

tests must be conducted without fail- background 2 inches high, be self or

(a) Each passageway between pas- § 29.831 Ventilation.

§ 29.833 Heaters. not exceed 15 seconds. Drippings from

proof or protected so that they can per-

ond/2-minute OEI power is requested, imum right thrust component, except

this section without consideration of the engine running, or if no clutch is

this section must be in a serviceable controlled by the pilot under normal

corporate design provisions to prevent deform as intended whenever its ulti-

ing a survivable impact in accordance signed to minimize spillage of fuel

§ 29.1025 Oil valves. flow of lubricant from the outlet to the

§ 29.1027 Transmission and gearboxes: § 29.1041 General.

trance into the lubrication system of unless a more rational correction

utes after the occurrence of the highest

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

§ 29.1147 Mixture controls. vided for accessory drives located on

tioning of any part of the electrical

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

Subpart F—Equipment (6) Is located on the instrument panel

them to take appropriate corrective be considered. For electrical genera-

(b) Each electrical and electronic cator, gyroscopic bank-and-pitch indi-

dicating a hazard which may require exceed 3 percent or 5 knots, whichever

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as

can be electrically connected to equip-

amended by Amdt. 29–14, 42 FR 36973, July 18,

Effective (b) Each safety belt must be equipped

§ 29.1411 General. § 29.1415 Ditching equipment.