Federal Aviation Administration, DOT

Section 29.679

minimize the probability of any incorrect assembly that could result in the
malfunction of the system.
(c) A means must be provided to
allow full control movement of all primary flight controls prior to flight, or
a means must be provided that will
allow the pilot to determine that full
control authority is available prior to
flight.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29-24, 49 FR 44437, Nov. 6,
1984]

spaschal on DSK3GDR082PROD with CFR

Section 29.672 Stability augmentation, automatic, and power-operated systems.
If the functioning of stability augmentation or other automatic or
power-operated system is necessary to
show compliance with the flight characteristics requirements of this part,
the system must comply with Section 29.671 of
this part and the following:
(a) A warning which is clearly distinguishable to the pilot under expected
flight conditions without requiring the
pilot-s attention must be provided for
any failure in the stability augmentation system or in any other automatic
or power-operated system which could
result in an unsafe condition if the
pilot is unaware of the failure. Warning
systems must not activate the control
systems.
(b) The design of the stability augmentation system or of any other automatic or power-operated system must
allow initial counteraction of failures
without requiring exceptional pilot
skill or strength, by overriding the
failure by moving the flight controls in
the normal sense, and by deactivating
the failed system.
(c) It must be show that after any
single failure of the stability augmentation system or any other automatic or power-operated system - 
(1) The rotorcraft is safely controllable when the failure or malfunction
occurs at any speed or altitude within
the approved operating limitations;
(2) The controllability and maneuverability requirements of this part are
met within a practical operational
flight envelope (for example, speed, altitude, normal acceleration, and rotorcraft configurations) which is described
in the Rotorcraft Flight Manual; and

(3) The trim and stability characteristics are not impaired below a level
needed to allow continued safe flight
and landing.
[Amdt. 29-24, 49 FR 44437, Nov. 6, 1984]

Section 29.673 Primary flight controls.
Primary flight controls are those
used by the pilot for immediate control
of pitch, roll, yaw, and vertical motion
of the rotorcraft.
[Amdt. 29-24, 49 FR 44437, Nov. 6, 1984]

Section 29.674 Interconnected controls.
Each primary flight control system
must provide for safe flight and landing
and operate independently after a malfunction, failure, or jam of any auxiliary interconnected control.
[Amdt. 27-26, 55 FR 8003, Mar. 6, 1990]

Section 29.675 Stops.
(a) Each control system must have
stops that positively limit the range of
motionof the pilot-s controls.
(b) Each stop must be located in the
system so that the range of travel of
its control is not appreciably affected
by - 
(1) Wear;
(2) Slackness; or
(3) Takeup adjustments.
(c) Each stop must be able to withstand the loads corresponding to the
design conditions for the system.
(d) For each main rotor blade - 
(1) Stops that are appropriate to the
blade design must be provided to limit
travel of the blade about its hinge
points; and
(2) There must be means to keep the
blade from hitting the droop stops during any operation other than starting
and stopping the rotor.
(Secs. 313(a), 601, 603, 604, Federal Aviation
Act of 1958 (49 U.S.C. 1354(a), 1421, 1423, 1424),
sec. 6(c), Dept. of Transportation Act (49
U.S.C. 1655(c)))
[Doc. No. 5084, 29 FR 16150. Dec. 3, 1964, as
amended by Amdt. 29-17, 43 FR 50599, Oct. 30,
1978]

Section 29.679 Control system locks.
If there is a device to lock the control system with the rotorcraft on the
ground or water, there must be means
to - 

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