ASTM F3117/F3117M-23a

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: F3117/F3117M − 23a
Standard Specification for
Crew Interface in Aircraft
This standard is issued under the fixed designation F3117/F3117M; the number immediately following the designation indicates the year
of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval.
A superscript epsilon (´) indicates an editorial change since the last revision or reapproval.
1. Scope mendations issued by the World Trade Organization Technical
Barriers to Trade (TBT) Committee.
1.1 This specification covers international standards for the
crew interface aspects of airworthiness and design for aircraft.
2. Referenced Documents
“Crew” includes flight crew and maintenance crew. The
2.1 ASTM Standards:
material was developed through open consensus of interna-
F3060 Terminology for Aircraft
tional experts in general aviation. This information was created
F3061/F3061M Specification for Systems and Equipment in
by focusing on Normal Category aeroplanes. The content may
Aircraft
be more broadly applicable; it is the responsibility of the
F3064/F3064M Specification for Aircraft Powerplant
applicant to substantiate broader applicability as a specific
Control, Operation, and Indication
means of compliance.
F3116/F3116M Specification for Design Loads and Condi-
1.2 An applicant intending to propose this information as
tions
Means of Compliance for a design approval must seek guid-
F3173/F3173M Specification for Aircraft Handling Charac-
ance from their respective oversight authority (for example,
teristics
published guidance from applicable CAAs) concerning the
F3174/F3174M Specification for Establishing Operating
acceptable use and application thereof. For information on
Limitations and Information for Aeroplanes
which oversight authorities have accepted this specification (in
F3179/F3179M Specification for Performance of Aircraft
whole or in part) as an acceptable Means of Compliance to
F3231/F3231M Specification for Electrical Systems for Air-
their regulatory requirements (hereinafter “the Rules”), refer to
craft with Combustion Engine Electrical Power Genera-
ASTM Committee F44 web page (https://www.astm.org/
tion
COMMITTEE/F44.htm).
F3233/F3233M Specification for Flight and Navigation In-
strumentation in Aircraft
1.3 Units—This document may present information in either
F3235 Specification for Aircraft Storage Batteries
SI units, English Engineering units, or both. The values stated
F3316/F3316M Specification for Electrical Systems for Air-
in each system are not necessarily exact equivalents; therefore,
craft with Electric or Hybrid-Electric Propulsion
to ensure conformance with the standard, each system shall be
2.2 Code of Federal Regulations (CFR):
used independently of the other, and values from the two
14 CFR Part 23 Amendment 62 Airworthiness Standards:
systems shall not be combined.
Normal Category Airplanes
1.4 This standard does not purport to address all of the
safety concerns, if any, associated with its use. It is the
3. Terminology
responsibility of the user of this standard to establish appro-
3.1 Refer to Terminology F3060.
priate safety, health, and environmental practices and deter-
mine the applicability of regulatory limitations prior to use. 4. Pilot/Occupant Compartment
1.5 This international standard was developed in accor-
4.1 Pilot Compartment:
dance with internationally recognized principles on standard-
4.1.1 For each pilot compartment, the compartment and its
ization established in the Decision on Principles for the
equipment must allow each pilot to perform flight crew duties
Development of International Standards, Guides and Recom-
without unreasonable concentration or fatigue.
1 2
This specification is under the jurisdiction of ASTM Committee F44 on General For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Aviation Aircraft and is the direct responsibility of Subcommittee F44.10 on contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
General. Standards volume information, refer to the standard’s Document Summary page on
Current edition approved March 1, 2023. Published April 2023. Originally the ASTM website.
approved in 2015. Last previous edition approved in 2023 as F3117/F3117M – 23. Available from U.S. Government Publishing Office (GPO), 732 N. Capitol St.,
DOI: 10.1520/F3117_F3117M-23A. NW, Washington, DC 20401, http://www.gpo.gov.
Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
F3117/F3117M − 23a
4.1.2 For each pilot compartment, where the flight crew are and flight path angle reference cue, that imagery and symbol-
separated from the passengers by a partition, there must be a ogy must be aligned with, and scaled to, the external scene.
means to facilitate two-way communication between flight 4.2.4.5 The vision system must provide a means to allow the
crew and cabin occupants, such as an opening or openable pilot using the display to immediately deactivate and reactivate
window or door or other means. the vision system imagery, on demand, without removing the
pilot’s hands from the primary flight controls or thrust controls.
NOTE 1—A single intercom port from passenger compartment to crew
4.2.4.6 When the vision system is not in operation, it may
may suffice as other means. If an opening is not provided to allow visual
not restrict the pilot from performing the maneuvers specified
verification of occupant compartment conditions, such as Oxygen System
status in Specification F3061/F3061M, other indication means may be in 4.2.1 and the pilot compartment from meeting the provisions
required for other systems.
of 4.2.2.
4.1.3 If communication between flight crew and cabin
4.3 Windshields and Windows—For Level 4 aeroplanes, the
occupants relies on electrical power, the one-way communica-
windshield panels in front of the pilots must be arranged so
tion from the flight crew to the cabin occupants must be
that, assuming the loss of vision through any one panel, one or
considered an essential electrical load.
more panels remain available for use by a pilot seated at a pilot
station to permit continued safe flight and landing.
4.2 Pilot Compartment View:
4.2.1 Each pilot compartment must be arranged with suffi-
5. Controls – General
ciently clear and undistorted view to enable the pilot to safely
5.1 Flight Control Systems Controls:
taxi, takeoff, approach, land, and perform any maneuvers
5.1.1 Each control must operate easily, smoothly, and posi-
within the operating limitations of the aircraft.
tively enough to allow proper performance of its functions.
4.2.2 Each pilot compartment must be free from glare and
5.1.2 Controls must be arranged and, except where their
reflections that could interfere with the pilot’s vision. Compli-
function is obvious, identified to provide for convenience in
ance must be shown in all operations for which certification is
operation and to not create confusion and subsequent inadver-
requested.
tent operation.
4.2.3 Each pilot compartment must be designed so that each
5.1.3 Airplane aerodynamic flight controls must be de-
pilot is protected from the elements so that moderate rain
signed so that they operate in accordance with the following
conditions do not unduly impair the pilot’s view of the flight
movement and actuation for aerodynamic controls:
path in normal flight and while landing.
4.2.4 A vision system with a transparent display surface (1) Primary Controls Motion and effect
Roll Right (clockwise) for right wing down.
located in the pilot’s outside field of view, such as a head
Pitch Rearward for nose up.
up-display, head mounted display, or other equivalent display,
Yaw Right pedal forward for nose right.
must meet the following requirements: (2) Secondary Controls
Flaps (or auxiliary lift Forward or up for flaps up or auxiliary device
4.2.4.1 While the vision system display is in operation, it
devices) stowed; rearward or down for flaps down or
must compensate for interference with the pilot’s outside field
auxiliary device deployed.
Trim tabs (or equivalent) Switch motion or mechanical rotation or
of view such that the combination of what is visible in the
control to produce similar rotation of the
display and what remains visible through and around it,
airplane about an axis parallel to the axis
enables the pilot to perform the maneuvers specified in 4.2.1
control. Axis of roll trim control may be
displaced to accommodate comfortable
and the pilot compartment to meet the provisions of 4.2.2.
actuation by the pilot. Direction of pilot’s hand
4.2.4.2 The pilot’s view of the external scene must be free of
movement must be in the same sense as
interference, distortion, and glare, that would adversely affect
airplane response for rudder trim if only a
portion of a rotational element is accessible.
the pilot’s normal performance and workload, considering
possible distortion both from windscreen or canopy and from
5.2 Cockpit Controls:
transparent display surface.
5.2.1 Each cockpit control must be located and, except
4.2.4.3 The following tasks associated with the use of the
where its function is obvious, identified to provide convenient
pilot’s view must not be degraded below the level of safety that operation and to not create confusion or be prone to inadvertent
existed without the video imagery:
operation.
(1) Detection, accurate identification and maneuvering, as 5.2.2 The controls must be located and arranged so that the
necessary, to avoid traffic, terrain, obstacles, and other hazards
pilot, in the normal seated position in the cockpit, has full and
of flight. unrestricted movement of each control without interference
(2) Accurate identification and utilization of visual refer-
from either clothing or cockpit structure.
ences required for every task relevant to the phase of flight. 5.2.3 Detents are an acceptable means to establish control
(3) Although, the vision system image requirements relate
positions associated with particular actions.
primarily to the approach and landing phases of flight, the 5.2.4 Powerplant controls must be located:
vision system image when viewed head up during ground
5.2.4.1 For multiengine airplanes, powerplant controls must
operations should not create unacceptable distractions due to be located on the pedestal or overhead at or near the center of
sensor proximity to the taxiway surface.
the cockpit.
4.2.4.4 When the vision system displays imagery and any 5.2.4.2 For single and tandem seated single-engine
symbology referenced to the imagery and outside scene airplanes, powerplant controls must be located on the left side
topography, including attitude symbology, flight path vector, of the console or instrument panel.
F3117/F3117M − 23a
5.2.4.3 For other single-engine airplanes, powerplant con- (1) The indication of the selected fuel valve position must
trols must be located at or near the center of the cockpit, on the be by means of a pointer and must provide positive identifi-
pedestal, instrument panel, or overhead. cation and feel (detent, etc.) of the selected position.
(2) The position indicator pointer must be located at the
5.2.4.4 For airplanes with side-by-side pilot seats and with
part of the handle that is the maximum dimension of the handle
two sets of powerplant controls, powerplant controls must be
measured from the center of rotation.
located on the left and right consoles.
5.2.10.2 For electrical or electronic fuel selector:
5.2.5 When separate and distinct control levers are co-
(1) Digital controls or electrical switches must be properly
located (such as located together on the pedestal), the control
labeled.
location order from left to right must be power (thrust) lever,
(2) Means must be provided to indicate to the flight crew
propeller (rpm control), and mixture control (condition lever
the tank or function selected. Selector switch position is not
and fuel cut-off for turbine-powered airplanes).
acceptable as a means of indication. The “off” or “closed”
5.2.5.1 Power (thrust) levers must be easily distinguishable
position must be indicated in red.
from other controls, and provide for accurate, consistent
5.2.10.3 If the fuel valve selector handle or electrical or
operation.
digital selection is also a fuel shut-off selector, the off position
5.2.5.2 Carburetor heat or alternate air control must be to
marking must be colored red.
the left of the throttle or at least 20 cm [8 in.] from the mixture
5.2.10.4 If there is a selector position other than “off” that
control when located other than on a pedestal.
does not provide adequate fuel flow for normal engine
5.2.5.3 Carburetor heat or alternate air control, when lo-
operation, these positions must be indicated in red and/or a red
cated on a pedestal, must be aft or below the power (thrust)
annunciation must be provided to the pilot.
lever.
5.2.10.5 If a separate emergency shut-off means is provided,
5.2.5.4 Supercharger controls must be located below or aft
it must be colored red.
of the propeller controls. 5.2.11 Ignition Switches—Refer to Specification F3064/
F3064M for ignition switch functional requirements.
5.2.5.5 Airplanes with tandem seating or single-place air-
5.2.11.1 There must be means to quickly shut off all ignition
planes may utilize control locations on the left side of the cabin
on multiengine airplanes by the groupings of switches or by a
compartment; however, location order from left to right must
master ignition control.
be power (thrust) lever, propeller (rpm control), and mixture
5.2.11.2 Each group of ignition switches, except ignition
control.
switches for turbine engines for which continuous ignition is
5.2.6 Identical powerplant controls for each engine must be
not required, must have a means to prevent its inadvertent
located to prevent confusion as to the engines they control.
operation.
5.2.6.1 Conventional multiengine powerplant controls must
5.2.11.3 Each master ignition control must have a means to
be located so that the left control(s) operates the left engine(s)
prevent its inadvertent operation.
and the right control(s) operates the right engine(s).
5.2.12 If there are mixture controls, each mixture control
5.2.6.2 On twin-engine airplanes with front and rear engine
must have guards or must be shaped and arranged to prevent
locations (tandem), the left powerplant controls must operate
confusion by feel with other controls.
the front engine and the right powerplant controls must operate
5.2.12.1 The mixture controls must be grouped and ar-
the rear engine.
ranged to allow:
5.2.7 Wing flap and auxiliary lift device controls.
(1) Separate control of each engine, and
5.2.7.1 Wing flap and auxiliary lift device controls, if
(2) Simultaneous control of all engines.
present, must be located centrally, or to the right of the pedestal
5.2.13 Propeller Speed and Pitch Controls.
or powerplant throttle control centerline.
5.2.13.1 If there are propeller speed or pitch controls, they
5.2.7.2 Wing flap and auxiliary lift device controls, if must be grouped and arranged to allow separate control of each
propeller.
present, must be located far enough away from the landing gear
control to avoid confusion. 5.2.13.2 If there are propeller speed or pitch controls, they
must be grouped and arranged to allow simultaneous control of
5.2.8 The landing gear control, if present, must be located to
all propellers.
the left of the throttle centerline or pedestal centerline.
5.2.13.3 The controls must allow ready synchronization of
5.2.9 If nose/tail wheel steering is installed, it must be
all propellers on multiengine airplanes.
demonstrated that its use does not require exceptional pilot
skill during takeoff and landing, in crosswinds, or in the event 5.3 Motion and Effect of Cockpit Controls:
of an engine failure, or its use must be limited to low speed 5.3.1 Cockpit controls must be designed so that they operate
maneuvering.
in accordance with the following movement and actuation for
powerplant and auxiliary controls:
5.2.10 Each fuel feed selector control, if present, must be
located and arranged so that the pilot can see and reach it
(1) Powerplant Controls Motion and effect
Power (thrust lever) Forward to increase forward thrust and
without moving any seat or primary flight control or requiring
rearward to increase rearward thrust
undue or disorienting head/body movement when his seat is at
(Note: The intent of this does not
any position intended for use in flight.
preclude the use of stacked (or “piggy-
back”) thrust reverser levers).
5.2.10.1 For a mechanical fuel selector:
F3117/F3117M − 23a
Propellers Forward to increase rpm.
Mixture Forward or upward for rich.
Fuel Forward for open.
Carburetor, air heat or alternate air Forward or upward for cold.
Forced air induction systems Forward, upward, or clockwise to
increase pressure.
Rotary controls Clockwise from off to full on.
(2) Auxiliary Controls
Fuel tank selector Right for right tanks, left for left tanks.
Landing gear Down to extend.
Speed brakes, Spoilers Aft to extend.
5.4 Cockpit Control Knob Shape:
5.4.1 Flap and landing gear control knobs must conform to
the general shapes (but not necessarily the exact sizes or
specific proportions) in Fig. 1.
5.4.2 Powerplant control knobs must conform to the general
shapes (but not necessarily the exact sizes of specific propor-
tions) in Fig. 2.
5.5 Circuit Breakers and Fuses:
NOTE 2—For circuit breakers and fuses that are not accessible in flight,
refer to Specification F3061/F3061M, Function and Installation, for
labeling requirements.
5.5.1 If the ability to reset a circuit breaker is essential to
safety in flight, the circuit breaker must be located so that it can
be readily reset in flight.
FIG. 2 Powerplant Control Knobs
5.5.2 If a circuit breaker is accessible in flight, the circuit
breaker must be labeled as to its function.
5.5.3 For fuses identified as replaceable in flight, the spare
fuse(s) must be readily accessible to a required pilot.
5.5.4 If the ability to replace a fuse is essential to safety in
flight, the fuse must be located so it can be readily replaced in
flight.
5.5.5 If a fuse is accessible in flight, the fuse must be labeled
as to its function.
5.6 Master/Protected Switches—Refer to Specification
F3316/F3316M and Specification F3231/F3231M for defini-
tions of the master switch.
5.6.1 The master switch or its controls must be so installed
that the switch is easily discernible and accessible to a
FIG. 1 Flap and Landing Gear Control Knobs crewmember.
F3117/F3117M − 23a
5.6.2 If separate switches are incorporated into a master 7.1.2.1 The instrument that most effectively indicates the
switch arrangement, a means must be provided to secure all attitude must be on the panel in the top center position.
non-propulsion-required electrical loads by one hand with a 7.1.2.2 The instrument that most effectively indicates air-
single movement. speed must be adjacent to and directly to the left of the
5.6.3 Switch Protection—Acceptable methods for protecting instrument in the top center position.
a switch against inadvertent operation include (but may not be 7.1.2.3 The instrument that most effectively indicates alti-
limited to):
tude must be adjacent to and directly to the right of the
5.6.3.1 A lever lock switch that requires a push or pull instrument in the top center position.
motion in addition to the toggle motion to move from the “on”
7.1.2.4 The instrument that most effectively indicates direc-
position to the “off” position. tion of flight, other than the magnetic direction indicator
5.6.3.2 A mechanical switch guard or cover that must be
required by Flight and Navigation Instruments in Specification
opened to change the switch from the on to the off condition. F3061/F3061M, must be adjacent to and directly below the
5.6.3.3 Another method that requires more than one motion
instrument in the top center position.
to activate, or is protected from inadvertent operation. 7.1.3 Electronic display indicators may be used for compli-
ance with Flight and Navigation Instruments in Specification
5.7 Switches:
F3061/F3061M, when such displays comply with requirements
5.7.1 Each switch must be accessible to appropriate flight
in 8.1 and Electronic Display Instrument Systems in Specifi-
crew members.
cation F3061/F3061M.
5.7.2 Each switch must be labeled as to operation and the
7.1.4 For each multiengine airplane, identical powerplant
circuit controlled.
instruments must be located so as to prevent confusion as to
which engine each instrument relates.
6. Flight Control Augmentation and Auto Flight System
7.1.5 If a visual indicator is provided to indicate malfunc-
6.1 Automatic Pilot Systems:
tion of an instrument, it must be effective under all probable
6.1.1 If an automatic pilot system is installed, unless there is
cockpit lighting conditions.
automatic synchronization, there must be an indication to the
7.2 Instrument Lights:
pilot showing the alignment of the actuating device in relation
7.2.1 A cabin dome light is not considered an instrument
to the control system it operates.
light.
6.1.2 Automatic Pilot Controls.
6.1.2.1 If an automatic pilot system is installed, each manu-
NOTE 3—The purpose of instrument lights is to allow the flight crew to
ally operated control for the system operation must be readily
see, locate, and identify information on displays and/or interact with
accessible to the pilot. controls under all lighting conditions. A cabin dome light intended to light
the inside of the cabin is not considered an instrument light. However, an
6.1.2.2 If an automatic pilot system is installed, each control
instrument light can be designed such that it also lights the inside of the
must operate in the same plane and sense of motion as specified
cabin. Lights designed this way can be considered instrument lights.
in Section 5.1.3 for cockpit controls.
7.2.2 The instrument lights must make each instrument and
6.1.2.3 If an automatic pilot system is installed, the direc-
control easily readable and discernible.
tion of motion must be plainly indicated on or near each
7.2.3 The instrument lights must be installed so that their
control.
direct rays, and rays reflected from the windshield or other
6.1.3 If an automatic pilot system is installed and can be
surface, are shielded from the pilot’s eyes.
coupled to airborne navigation equipment, there must be an
indication to the flight crew showing the current mode of
8. Primary Flight Information Displays
operation. Selector switch position is not acceptable as a means
of indication.
8.1 Electronic Display Instrument Systems:
8.1.1 Electronic display indicators, including those with
7. Displays – General
features that make isolation and independence between pow-
7.1 Instrument Arrangement and Visibility: erplant instrument systems impractical, must be easily legible
under all lighting conditions encountered in the cockpit,
7.1.1 Each flight, navigation, and powerplant instrument for
use by any required pilot during takeoff, initial climb, final including direct sunlight, considering the expected electronic
display brightness level at the end of an electronic display
approach, and landing must be located so that any pilot seated
at the controls can monitor the aircraft’s flight path and these indicator’s useful life.
8.1.1.1 Specific limitations on display system useful life
instruments with minimum head and eye movement.
7.1.1.1 The powerplant instruments for these flight condi- must be contained in the Instructions for Continued Airworthi-
ness required by 12.1.
tions are those needed to set power within powerplant limita-
tions. 8.1.2 Electronic display indicators, including those with
7.1.2 For each aircraft, the flight instruments required by features that make isolation and independence between pow-
Flight and Navigation Instruments in Specification F3061/ erplant instrument systems impractical, must incorporate
F3061M, and, as applicable, by the operating rules of the equivalent visual displays of the instrument markings required
applicable Civil Aviation Authority (CAA), must be grouped by 13.2 through 13.7, or visual displays that alert the pilot to
on the instrument panel and centered as nearly as practicable abnormal operational values or approaches to established
about the vertical plane of each required pilot’s forward vision. limitation values, for each parameter required to be displayed.
F3117/F3117M − 23a
9. Primary Flight Guidance cockpit noise conditions when the aircraft is being operated
when any headset is being used.
9.1 Flight Director Systems—If a flight director system is
installed, means must be provided to indicate to the flight crew
NOTE 5—All aural alerts need to be evaluated with and without headsets
to assess their effectiveness and acceptability under all ambient noise
its current mode of operation. Selector switch position is not
conditions that may be encountered in the operational environment. There
acceptable as a means of indication.
have been problems created by using active noise reduction headsets in
older cockpits that have an alert sounded only in the cabin and not in the
10. Communication and Audio Systems
cockpit. The aircraft evaluations should also include the examination of an
active noise reduction (ANR) system if it is going to be used on the
10.1 Electronic Communication Equipment:
airplane. Regardless of the method chosen to present auditory alerts, they
10.1.1 For those airplanes required to have more than one
should be easily detected and quickly understood in all ambient noise
flightcrew member, or whose operation will require more than
conditions.
one flightcrew member, the cockpit must be evaluated to
11.2 Warning, Caution, and Advisory Lights or Indicators:
determine if the flightcrew members, when seated at their duty
11.2.1 If warning, caution, or advisory lights are installed in
station, can converse without difficulty under the actual cockpit
the cockpit, they must, unless otherwise approved by the
noise conditions when the airplane is being operated.
Certifying Authority, meet the requirements of 11.2.1.1
10.1.2 If the airplane design includes provision for the use
through 11.2.1.6.
of communication headsets, the evaluation must also consider
11.2.1.1 Warning lights (lights indicating a hazard which
conditions where headsets are being used.
may require immediate corrective action) must be red.
10.1.3 If the evaluation shows conditions under which it
11.2.1.2 Caution lights (lights indicating the possible need
will be difficult to converse, an intercommunication system
for future corrective action) must be yellow/amber.
must be provided.
11.2.1.3 Safe operation lights must be green.
11.2.1.4 Lights not described in 11.2.1.1 through 11.2.1.3
11. Alerts
may be any other color, including white, provided the color
differs sufficiently from the colors prescribed in 11.2.1.1
11.1 Pilot Alerts:
through 11.2.1.3 to avoid possible confusion.
11.1.1 Information concerning an unsafe system operating
11.2.1.5 Colors used per 11.2.1.4 should be consistently
condition must be provided in a timely manner to the crew to
applied so as not create confusion with that color used
enable them to take appropriate corrective action.
elsewhere in the flight deck.
NOTE 4—For purposes of this requirement, an alert is considered
11.2.1.6 All warning, caution, or advisory indications must
appropriate if it can be shown to effectively alert the flight crew to the
be effective under all probable cockpit lighting conditions.
potential unsafe system operating condition in a timely fashion. The
particular method of indication would depend on the urgency and need for
flight crew awareness or action that is necessary for that particular failure.
12. Continued Airworthiness and Maintenance
Inherent aircraft or system characteristics, or both, may be used in lieu of
12.1 Instructions for Continued Airworthiness:
dedicated indications and annunciations if they can be shown to be timely
and effective.
12.1.1 The applicant must prepare Instructions for Contin-
ued Airworthiness in accordance with 12.1.2 through 12.1.9
11.1.1.1 The information required by 11.1.1 must be pre-
that are acceptable to the Certifying Authority.
sented as an appropriate alert if immediate pilot awareness and
immediate or subsequent corrective action is required.
NOTE 6—The instructions may be incomplete at type certification if a
11.1.1.2 The assessment discussed in System Safety Re-
program exists to ensure their completion prior to delivery of the first
quirements in Specification F3061/F3061M must be used to airplane or issuance of a standard certificate of airworthiness, whichever
occurs later.
determine what failure conditions would become “unsafe
system operating conditions” if the crew failed to take any
12.1.2 The Instructions for Continued Airworthiness for
action or observe appropriate precautions. Refer to terminol- each airplane must include the Instructions for Continued
ogy in Specification F3061/F3061M.
Airworthiness for each engine and propeller (hereinafter des-
11.1.1.3 Even if aircraft operation or performance is unaf- ignated ‘products’), for each appliance required by this chapter,
fected or insignificantly affected at the time of failure, flight and any required information relating to the interface of those
crew notification is required if it is considered necessary for the appliances and products with the airplane.
flight crew to take any action or observe any precautions.
12.1.3 If Instructions for Continued Airworthiness are not
11.1.1.4 If aircraft operation or performance is unaffected or supplied by the manufacturer of an appliance or product
insignificantly affected, information and alerting notifications installed in the airplane, the Instructions for Continued Airwor-
may be inhibited during specific phases of flight where thiness for the airplane must include the information essential
informing the crew is considered more hazardous than not to the continued airworthiness of the airplane.
informing them. 12.1.4 The applicant must prepare a program to show how
changes to the Instructions for Continued Airworthiness made
11.1.2 Systems and controls, including indications and
annunciations, must be designed to minimize crew errors by the applicant or by the manufacturers of products and
which could create additional hazards. appliances installed in the airplane will be distributed.
11.1.3 If provisions for the use of communication headsets 12.1.5 The Instructions for Continued Airworthiness must
are provided, it must be demonstrated that the flightcrew be in the form of a manual or manuals as appropriate for the
members will receive all required aural alerts under the actual quantity of data to be provided.
F3117/F3117M − 23a
12.1.6 The format of the manual or manuals must provide 12.1.8.4 Details for the application of special inspection
for a practical arrangement. techniques including radiographic and ultrasonic testing where
12.1.7 The contents of the manual or manuals must be such processes are specified.
prepared in the English language or other language acceptable 12.1.8.5 Information needed to apply protective treatments
to the Certifying Authority.
to the structure after inspection.
12.1.8 The Instructions for Continued Airworthiness must
12.1.8.6 All data relative to structural fasteners such as
contain the following manuals or sections, as appropriate, and
identification, discard recommendations, and torque values.
information:
12.1.8.7 A list of special tools needed.
12.1.8.1 Airplane maintenance manual or section.
12.1.8.8 In addition, for Level 4 airplanes, the following
(1) Introduction information that includes an explanation
information must be furnished:
of the airplane’s features and data to the extent necessary for
(1) Electrical loads applicable to the various systems;
maintenance or preventive maintenance.
(2) Methods of balancing control surfaces;
(2) A description of the airplane and its systems and
(3) Identification of primary and secondary structures; and
installations including its engines, propellers, and appliances.
(4) Special repair methods applicable to the airplane.
(3) Basic control and operation information describing how
12.1.9 The Instructions for Continued Airworthiness must
the airplane components and systems are controlled and how
contain a section titled Airworthiness Limitations that is
they operate, including any special procedures and limitations
segregated and clearly distinguishable from the rest of the
that apply.
document.
(4) Servicing information that covers details regarding
12.1.9.1 This Airworthiness Limitations must set forth each
servicing points, capacities of tanks, reservoirs, types of fluids
mandatory replacement time, structural inspection interval, and
to be used, pressures applicable to the various systems, location
related structural inspection procedure required for type certi-
of access panels for inspection and servicing, locations of
fication.
lubrication points, lubricants to be used, equipment required
12.1.9.2 If the Instructions for Continued Airworthiness
for servicing, tow instructions and limitations, mooring,
consist of multiple documents, the Airworthiness Limitations
jacking, and leveling information.
must be included in the principal manual.
12.1.8.2 Maintenance Instructions.
12.1.9.3 The Airworthiness Limitations must contain a leg-
(1) Scheduling information for each part of the airplane
ible statement in a prominent location that reads: "The Airwor-
and its engines, auxiliary power units, propellers, accessories,
thiness Limitations is approved by the applicable Civil Avia-
instruments, and equipment that provides the recommended
tion Authority (CAA), and specifies maintenance required
periods at which they should be cleaned, inspected, adjusted,
under the governing Maintenance regulations and Operations
tested, and lubricated, and the degree of inspection, the
regulations for Maintenance, Preventative Maintenance,
applicable wear tolerances, and work recommended at these
Rebuilding, and Alteration, unless an alternative program has
periods. However, the applicant may refer to an accessory,
been approved by the applicable Civil Aviation Authority
instrument, or equipment manufacturer as the source of this
(CAA).”
information if the applicant shows that the item has an
exceptionally high degree of complexity requiring specialized
13. Markings and Placards
maintenance techniques, test equipment, or expertise. The
13.1 General:
recommended overhaul periods and necessary cross reference
13.1.1 The airplane must contain the markings and placards
to the Airworthiness Limitations section of the manual must
specified in 13.3 through 13.13.
also be included. In addition, the applicant must include an
13.1.2 The airplane must contain any additional
inspection program that includes the frequency and extent of
information, instrument markings, and placards required for
the inspections necessary to provide for the continued airwor-
the safe operation if it has unusual design, operating, or
thiness of the airplane.
handling characteristics.
(2) Troubleshooting information describing probable
13.1.3 Each marking and placard prescribed in 13.1.1 and
malfunctions, how to recognize those malfunctions, and the
13.1.2 must be displayed in a conspicuous place.
remedial action for those malfunctions.
13.1.4 Each marking or placard prescribed in 13.1.1 and
(3) Information describing the order and method of remov-
13.1.2 may not be easily erased, disfigured, or obscured.
ing and replacing products and parts with any necessary
precautions to be taken. 13.1.5 For airplanes which have multiple potential uses
and/or capabilities, the applicant must select at least one use or
(4) Other general procedural instructions including proce-
dures for system testing during ground running, symmetry capability upon which the placards and markings are to be
based.
checks, weighing and determining the center of gravity, lifting
and shoring, and storage limitations. 13.1.6 For airplanes which have multiple potential uses
12.1.8.3 Diagrams of structural access plates and informa- and/or capabilities, the placards and marking information for
tion needed to gain access for inspections when access plates all categories in which the airplane is to be certificated must be
are not provided. furnished in the Airplane Flight Manual.
F3117/F3117M − 23a
13.2 Instrument Markings—General: (2) Alternatively, the lowest value of V /M estab-
MO MO
lished for any altitude up to the maximum operating altitude for
13.2.1 For each instrument, when markings are on the cover
the airplane may be used as a warning value (reference 13.2.4
glass of the instrument, there must be means to maintain the
and 13.2.5).
correct alignment of the glass cover with the face of the dial;
13.3.2.3 For low speed, Level 1 and 2 multiengine
and
airplanes, the airspeed indicator must be marked in blue at the
13.2.2 For each instrument, each arc and line must be wide
speed established in Specification F3179/F3179M, Enroute
enough and located to be clearly visible to the pilot.
Climb/Descent, Critical Loss of Thrust.
13.2.3 For each instrument, all related instruments must be
13.3.2.4 For low speed, Level 1 and 2 multiengine
calibrated in compatible units.
airplanes, V established under Specification F3173/F3173M
MC
13.2.4 Instrument markings and ranges must be marked
Minimum Control Speed must be a warning value (reference
with colored lines, arcs, bars, or bands as appropriate for the
13.2.4 and 13.2.5).
type of instrument (round, tape, etc.). Acceptable markings for
13.3.3 Linear Tape Airspeed Indicator Low Speed
specific values include (but may not be limited to) lines and
Awareness—If a linear airspeed tape is used for the indication
radial lines. Acceptable markings for ranges include (but may
of airspeed, low-speed awareness cues must be provided as
not be limited to) arcs, bars, or bands.
follows:
13.2.5 Except as defined for specific instruments:
13.3.3.1 The linear tape low-speed awareness cues should
13.2.5.1 Instrument markings related to a warning or limi-
include a warning marking (reference 13.2.4 and 13.2.5)
tation must be red.
starting at V and extending down toward zero airspeed.
S0
13.2.5.2 Instrument markings related to a caution must be
NOTE 7—The warning marking below the stall speed is intended for low
yellow/amber.
speed awareness only and is not intended to limit flight operation.
13.2.5.3 Instrument markings related to normal operations
13.3.3.2 During takeoff, the warning marking indication of
may be white or green.
low speed should not be displayed.
13.3 Airspeed Indicator (Refer to Terminology F3060, (1) If the airplane can detect air/ground status, the warning
Specifications F3173/F3173M, F3174/F3174M, and F3179/
and caution stall warning and maneuver margin ranges are not
F3179M for definition of speeds): displayed when on the ground.
(2) If air/ground status cannot be detected, or when air-
13.3.1 Each airspeed indicator must be marked as specified
speed is low enough that angle of attack sensing is unreliable
in 13.3.2. In lieu of fixed values per 13.3.2, an acceptable
(if installed), then the warning and caution stall warning and
alternative set of markings for dynamic low speed values is
maneuver margin ranges should be fixed at reasonable values.
provided in 13.3.6.
13.3.3.3 An optional caution marking (reference 13.2.4 and
13.3.2 Airspeed Indicator Markings:
13.2.5) from V down to V may be used.
S1 S0
13.3.2.1 For airplanes for which V and V are estab-
NE NO
13.3.3.4 A single conservative stall speed value to account
lished per Specification F3174/F3174M Airspeed Limitations,
for various weight and flap configurations may be used since
the following marking requirements apply:
this has been an adequate safety standard for mechanical
(1) The normal operating range, whose lower limit is at V
S1
gauges.
and whose upper limit is at the maximum structural cruising
13.3.4 Linear Tape Airspeed Indicator High Speed
speed V must be marked in green.
NO
Awareness—If a linear airspeed tape is used for the indication
(2) The never-exceed speed V is a limitation value
NE
of airspeed, high-speed awareness cues must be provided as
(reference 13.2.4 and 13.2.5).
follows:
(3) Airspeeds between the upper limit of the normal
13.3.4.1 High speed warning values identified in 13.3.2
operating range specified in 13.3.2.1(1) and the warning value
apply to linear tape airspeed indicators.
specified in 13.3.2.1(2) are a caution range (reference 13.2.4
and 13.2.5). 13.3.4.2 The linear tape high-speed awareness cues should
(4) If V or V vary with altitude, there must be means incorporate a warning marking (reference 13.2.4 and 13.2.5)
NE NO
to indicate to the pilot the appropriate limitations throughout extending from V or V upward to the end of the airspeed
NE MO
tape.
the operating altitude range.
(5) The flap operating range, whose lower limit is at V at
13.3.5 Generic linear tape display representations with the
S0
the maximum weight and whose upper limit is at the flaps-
red and amber ranges (reference 13.2.4 and 13.2.5), and
extended speed V for flaps in landing configuration Flap
reference speed marker are shown below. Many other repre-
FE
Extended Speed must be marked in white.
sentations have been approved. The figures below do not
preclude any existing, certified system, nor do they preclude
13.3.2.2 For airplanes for which V and M are estab-
MO MO
new and innovative representations from being considered.
lished per Specification F3174/F3174M Airspeed Limitations,
the following marking requirements apply: 13.3.6 Dynamic Low Speed Markings—In lieu of fixed
(1) The maximum allowable airspeed showing the varia- lower limits of V and V , the lower limit of the normal
S0 S1
tion of V /M with altitude or compressibility limitations operating range may be indicated as a dynamically estimated
MO MO
(as appropriate) is a warning value (reference 13.2.4 and stall warning speed. For tape displays on electronic flight
13.2.5). displays installed on airplanes with the appropriate sensors, the
F3117/F3117M − 23a
FIG. 3 Linear Tape Marking Examples
following marking requirements may be used in lieu of fixed 13.3.7.1 Airspeed Trend is an estimate of the future airspeed
values given in 13.3.2. of the airplane based on current airspeed and acceleration.
13.3.6.1 Low Speed Warning Range:
13.3.7.2 The time interval over which the Airspeed Trend is
(1) The estimated stall warning speed should be appropri- computed should be determined based on the characteristics of
ate for the airplane configuration and should reflect the
the airplane. For most airplanes, a six second interval is
instantaneous flight condition including load factor and gross
acceptable.
weight as is conventionally derivable from angle of attack.
13.3.7.3 Airspeed trend should be indicated by means of a
(2) The condition of the indicated airspeed being equal to
line extending from the current airspeed to the future airspeed
the estimated stall warning airspeed should approximately
estimated per the above.
coincide with activation of stall warning.
13.3.8 Configuration Limit and Safety Speed Markings—
(3) Airspeeds from the bottom of the tape to the stall
Configuration Limit and Safety Speed markings are optional
warning speed are a warning range (reference 13.2.4 and
elements on electronic display formats.
13.2.5).
13.3.8.1 Gear, flap, and other aircraft configuration airspeed
13.3.6.2 Maneuver Margin Range—Maneuver Margin
limits are indicated by labeled markings such as an arrow with
Range is an optional dynamic low airspeed awareness element
GR, F10, etc.
that may be used in conjunction with a dynamic Low Airspeed
13.3.8.2 Normal Operating V speed values:
Warning Range.
(1) If the airplane has programmed field performance and
(1) Airspeeds between the stall warning speed calculated in
crew has entered a set of V speeds (V , V , V ) or if a set of V
1 r 2
13.3.6.1 and the dynamic or fixed maneuver margin speed, as
speeds is calculated by the airplane, then these are displayed on
applicable, are a caution range (reference 13.2.4 and 13.2.5).
the airspeed indication.
NOT
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