Section 27.1322

14 CFR Ch. I (1-1-19 Edition)

it must be effective under all probable
cockpit lighting conditions.
(Secs. 313(a), 601, 603, 604, and 605 of the Federal Aviation Act of 1958 (49 U.S.C. 1354(a),
1421, 1423, 1424, and 1425); and sec. 6(c) of the
Dept. of Transportation Act (49 U.S.C.
1655(c)))
[Doc. No. 5074, 29 FR 15695, Nov. 24, 1964; 29
FR 17885, Dec. 17, 1964, as amended by Amdt.
27-13, 42 FR 36971, July 18, 1977]

(2) Five knots.
(Secs. 313(a), 601, 603, 604, and 605 of the Federal Aviation Act of 1958 (49 U.S.C. 1354(a),
1421, 1423, 1424, and 1425); and sec. 6(c) of the
Dept. of Transportation Act (49 U.S.C.
1655(c)))
[Doc. No. 5074, 29 FR 15695, Nov. 24, 1964, as
amended by Amdt. 27-13, 42 FR 36972, July 18,
1977]

Section 27.1325
Section 27.1322 Warning, caution, and advisory lights.
If warning, caution or advisory lights
are installed in the cockpit, they must,
unless otherwise approved by the Administrator, be - 
(a) Red, for warning lights (lights indicating a hazard which may require
immediate corrective action):
(b) Amber, for caution lights (lights
indicating the possible need for future
corrective action);
(c) Green, for safe operation lights;
and
(d) Any other color, including white,
for lights not described in paragraphs
(a) through (c) of this section, provided
the color differs sufficiently from the
colors prescribed in paragraphs (a)
through (c) of this section to avoid possible confusion.
[Amdt. 27-11, 41 FR 55470, Dec. 20, 1976]

spaschal on DSK3GDR082PROD with CFR

Section 27.1323

Airspeed indicating system.

(a) Each airspeed indicating instrument must be calibrated to indicate
true airspeed (at sea level with a standard atmosphere) with a minimum practicable instrument calibration error
when the corresponding pitot and static pressures are applied.
(b) The airspeed indicating system
must be calibrated in flight at forward
speeds of 20 knots and over.
(c) At each forward speed above 80
percent of the climbout speed, the airspeed indicator must indicate true airspeed, at sea level with a standard atmosphere, to within an allowable installation error of not more than the
greater of - 
(1) Section3 percent of the calibrated airspeed; or

Static pressure systems.

(a) Each instrument with static air
case connections must be vented so
that the influence of rotorcraft speed,
the opening and closing of windows,
airflow variation, and moisture or
other foreign matter does not seriously
affect its accuracy.
(b) Each static pressure port must be
designed and located in such manner
that the correlation between air pressure in the static pressure system and
true ambient atmospheric static pressure is not altered when the rotorcraft
encounters icing conditions. An antiicing means or an alternate source of
static pressure may be used in showing
compliance with this requirement. If
the reading of the altimeter, when on
the alternate static pressure system,
differs from the reading of the altimeter when on the primary static system
by more than 50 feet, a correction card
must be provided for the alternate
static system.
(c) Except as provided in paragraph
(d) of this section, if the static pressure
system incorporates both a primary
and an alternate static pressure source,
the means for selecting one or the
other source must be designed so
that - 
(1) When either source is selected, the
other is blocked off; and
(2) Both sources cannot be blocked
off simultaneously.
(d) For unpressurized rotorcraft,
paragraph (c)(1) of this section does not
apply if it can be demonstrated that
the static pressure system calibration,
when either static pressure source is
selected is not changed by the other

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