302 

14 CFR Ch. I (1–1–14 Edition) 

§ 23.1322 

(c) Instrument panel vibration may 

not damage, or impair the accuracy of, 
any instrument. 

(d) For each airplane, the flight in-

struments required by § 23.1303, and, as 
applicable, by the operating rules of 
this chapter, must be grouped on the 
instrument panel and centered as near-
ly as practicable about the vertical 
plane of each required pilot’s forward 
vision. In addition: 

(1) The instrument that most effec-

tively indicates the attitude must be 
on the panel in the top center position; 

(2) The instrument that most effec-

tively indicates airspeed must be adja-
cent to and directly to the left of the 
instrument in the top center position; 

(3) The instrument that most effec-

tively indicates altitude must be adja-
cent to and directly to the right of the 
instrument in the top center position; 

(4) The instrument that most effec-

tively indicates direction of flight, 
other than the magnetic direction indi-
cator required by § 23.1303(c), must be 
adjacent to and directly below the in-
strument in the top center position; 
and 

(5) Electronic display indicators may 

be used for compliance with paragraphs 
(d)(1) through (d)(4) of this section 
when such displays comply with re-
quirements in § 23.1311. 

(e) If a visual indicator is provided to 

indicate malfunction of an instrument, 
it must be effective under all probable 
cockpit lighting conditions. 

[Doc. No. 4080, 29 FR 17955, Dec. 18, 1964, as 
amended by Amdt. 23–14, 38 FR 31824, Nov. 19, 
1973; Amdt. 23–20, 42 FR 36968, July 18, 1977; 
Amdt. 23–41, 55 FR 43310, Oct. 26, 1990; 55 FR 
46888, Nov. 7, 1990; Amdt. 23–49, 61 FR 5168, 
Feb. 9, 1996] 

§ 23.1322

Warning, caution, and advi-

sory 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 in-

dicating 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 pos-
sible confusion. 

(e) Effective under all probable cock-

pit lighting conditions. 

[Amdt. 23–17, 41 FR 55465, Dec. 20, 1976, as 
amended by Amdt. 23–43, 58 FR 18976, Apr. 9, 
1993] 

§ 23.1323

Airspeed indicating system. 

(a) Each airspeed indicating instru-

ment must be calibrated to indicate 
true airspeed (at sea level with a stand-
ard atmosphere) with a minimum prac-
ticable instrument calibration error 
when the corresponding pitot and stat-
ic pressures are applied. 

(b) Each airspeed system must be 

calibrated in flight to determine the 
system error. The system error, includ-
ing position error, but excluding the 
airspeed indicator instrument calibra-
tion error, may not exceed three per-
cent of the calibrated airspeed or five 
knots, whichever is greater, through-
out the following speed ranges: 

(1) 1.3 V

S1

to V

MO

/M

MO

or V

NE

, which-

ever is appropriate with flaps re-
tracted. 

(2) 1.3 V

S

1 to V

FE

with flaps extended. 

(c) The design and installation of 

each airspeed indicating system must 
provide positive drainage of moisture 
from the pitot static plumbing. 

(d) If certification for instrument 

flight rules or flight in icing conditions 
is requested, each airspeed system 
must have a heated pitot tube or an 
equivalent means of preventing mal-
function due to icing. 

(e) In addition, for normal, utility, 

and acrobatic category multiengine 
jets of more than 6,000 pounds max-
imum weight and commuter category 
airplanes, each system must be cali-
brated to determine the system error 
during the accelerate-takeoff ground 
run. The ground run calibration must 
be determined— 

(1) From 0.8 of the minimum value of 

V

1

to the maximum value of V

2

, consid-

ering the approved ranges of altitude 
and weight; and 

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