Federal Aviation Administration, DOT

Section 29.1335

Section 29.1329 Automatic pilot system.
(a) Each automatic pilot system
must be designed so that the automatic
pilot can - 
(1) Be sufficiently overpowered by
one pilot to allow control of the rotorcraft; and
(2) Be readily and positively disengaged by each pilot to prevent it
from interfering with the control of the
rotorcraft.
(b) Unless there is automatic synchronization, each system must have a
means to readily indicate to the pilot
the alignment of the actuating device
in relation to the control system it operates.
(c) Each manually operated control
for the system-s operation must be
readily accessible to the pilots.
(d) The system must be designed and
adjusted so that, within the range of
adjustment available to the pilot, it
cannot produce hazardous loads on the
rotorcraft, or create hazardous deviations in the flight path, under any
flight condition appropriate to its use,
either during normal operation or in
the event of a malfunction, assuming
that corrective action begins within a
reasonable period of time.
(e) If the automatic pilot integrates
signals from auxiliary controls or furnishes signals for operation of other
equipment, there must be positive
interlocks and sequencing of engagement to prevent improper operation.
(f) If the automatic pilot system can
be coupled to airborne navigation
equipment, means must be provided to
indicate to the pilots the current mode
of operation. Selector switch position
is not acceptable as a means of indication.

spaschal on DSK3GDR082PROD with CFR

[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29-24, 49 FR 44439, Nov. 6,
1984; Amdt. 29-24, 49 FR 47594, Dec. 6, 1984;
Amdt. 29-42, 63 FR 43285, Aug. 12, 1998]

Section 29.1331 Instruments using a power
supply.
For category A rotorcraft - 
(a) Each required flight instrument
using a power supply must have - 
(1) Two independent sources of power;
(2) A means of selecting either power
source; and
(3) A visual means integral with each
instrument to indicate when the power

adequate to sustain proper instrument
performance is not being supplied. The
power must be measured at or near the
point where it enters the instrument.
For electrical instruments, the power
is considered to be adequate when the
voltage is within the approved limits;
and
(b) The installation and power supply
system must be such that failure of
any flight instrument connected to one
source, or of the energy supply from
one source, or a fault in any part of the
power distribution system does not
interfere with the proper supply of energy from any other source.
[Doc. No. 5084, 29 FR 16150, Dec. 3, 1964, as
amended by Amdt. 29-24, 49 FR 44439, Nov. 6,
1984]

Section 29.1333

Instrument systems.

For systems that operate the required flight instruments which are located at each pilot-s station, the following apply:
(a) Only the required flight instruments for the first pilot may be connected to that operating system.
(b) The equipment, systems, and installations must be designed so that
one display of the information essential to the safety of flight which is provided by the flight instruments remains available to a pilot, without additional crewmember action, after any
single failure or combination of failures that are not shown to be extremely improbable.
(c) Additional instruments, systems,
or equipment may not be connected to
the operating system for a second pilot
unless provisions are made to ensure
the continued normal functioning of
the required flight instruments in the
event of any malfunction of the additional instruments, systems, or equipment which is not shown to be extremely improbable.
[Amdt. 29-24, 49 FR 44439, Nov. 6, 1984]

Section 29.1335

Flight director systems.

If a flight director system is installed, means must be provided to indicate to the flight crew its current

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