CS 29.1141 Powerplant controls: general
ED Decision 2003/16/RM
(a) Powerplant controls must be located and arranged under CS 29.777 and marked under CS 29.1555.
(b) Each control must be located so that it cannot be inadvertently operated by persons entering, leaving or moving normally in the cockpit.
(c) Each flexible powerplant control must be approved.
(d) Each control must be able to maintain any set position without:
(1) Constant attention; or
(2) Tendency to creep due to control loads or vibration.
(e) Each control must be able to withstand operating loads without excessive deflection.
(f) Controls of powerplant valves required for safety must have:
(1) For manual valves, positive stops or in the case of fuel valves suitable index provisions, in the open and closed position; and
(2) For power-assisted valves, a means to indicate to the flight crew when the valve:
(i) Is in the fully open or fully closed position; or
(ii) Is moving between the fully open and fully closed position.
CS 29.1142 Auxiliary power unit controls
ED Decision 2003/16/RM
Means must be provided on the flight deck for starting, stopping, and emergency shutdown of each installed auxiliary power unit.
ED Decision 2003/16/RM
(a) There must be a separate power control for each engine.
(b) Power controls must be arranged to allow ready synchronisation of all engines by:
(1) Separate control of each engine; and
(2) Simultaneous control of all engines.
(c) Each power control must provide a positive and immediately responsive means of controlling its engine.
(d) Each fluid injection control other than fuel system control must be in the corresponding power control. However, the injection system pump may have a separate control.
(e) If a power control incorporates a fuel shutoff feature, the control must have a means to prevent the inadvertent movement of the control into the shutoff position. The means must –
(1) Have a positive lock or stop at the idle position; and
(2) Require a separate and distinct operation to place the control in the shutoff position.
(f) For rotorcraft to be certificated for a 30-second OEI power rating, a means must be provided to automatically activate and control the 30-second OEI power and prevent any engine from exceeding the installed engine limits associated with the 30-second OEI power rating approved for the rotorcraft.
ED Decision 2003/16/RM
(a) Ignition switches must control each ignition circuit on each engine.
(b) There must be means to quickly shut off all ignition by the grouping of switches or by a master ignition control.
(c) Each group of ignition switches, except ignition switches for turbine engines for which continuous ignition is not required, and each master ignition control, must have a means to prevent its inadvertent operation.
ED Decision 2003/16/RM
(a) If there are mixture controls, each engine must have a separate control, and the controls must be arranged to allow:
(1) Separate control of each engine; and
(2) Simultaneous control of all engines.
(b) Each intermediate position of the mixture controls that corresponds to a normal operating setting must be identifiable by feel and sight.
CS 29.1151 Rotor brake controls
ED Decision 2003/16/RM
(a) It must be impossible to apply the rotor brake inadvertently in flight.
(b) There must be means to warn the crew if the rotor brake has not been completely released before take-off.
CS 29.1157 Carburettor air temperature controls
ED Decision 2003/16/RM
There must be a separate carburettor air temperature control for each engine.
CS 29.1159 Supercharger controls
ED Decision 2003/16/RM
Each supercharger control must be accessible to:
(a) The pilots; or
(b) (If there is a separate flight engineer station with a control panel) the flight engineer.
CS 29.1163 Powerplant accessories
ED Decision 2003/16/RM
(a) Each engine-mounted accessory must:
(1) Be approved for mounting on the engine involved;
(2) Use the provisions on the engine for mounting; and
(3) Be sealed in such a way as to prevent contamination of the engine oil system and accessory system.
(b) Electrical equipment subject to arcing or sparking must be installed, to minimise the probability of igniting flammable fluids or vapours.
(c) If continued rotation of an engine-driven cabin supercharger or any remote accessory driven by the engine will be a hazard if they malfunction, there must be means to prevent their hazardous rotation without interfering with the continued operation of the engine.
(d) Unless other means are provided, torque limiting means must be provided for accessory drives located on any component of the transmission and rotor drive system to prevent damage to these components from excessive accessory load.
CS 29.1165 Engine ignition systems
ED Decision 2003/16/RM
(a) Each battery ignition system must be supplemented with a generator that is automatically available as an alternate source of electrical energy to allow continued engine operation if any battery becomes depleted.
(b) The capacity of batteries and generators must be large enough to meet the simultaneous demands of the engine ignition system and the greatest demands of any electrical system components that draw from the same source.
(c) The design of the engine ignition system must account for:
(1) The condition of an inoperative generator;
(2) The condition of a completely depleted battery with the generator running at its normal operating speed; and
(3) The condition of a completely depleted battery with the generator operating at idling speed, if there is only one battery.
(d) Magneto ground wiring (for separate ignition circuits) that lies on the engine side of any firewall must be installed, located, or protected, to minimise the probability of the simultaneous failure of two or more wires as a result of mechanical damage, electrical fault or other cause.
(e) No ground wire for any engine may be routed through a fire zone of another engine unless each part of that wire within that zone is fireproof.
(f) Each ignition system must be independent of any electrical circuit that is not used for assisting, controlling, or analysing the operation of that system.
(g) There must be means to warn appropriate crew members if the malfunctioning of any part of the electrical system is causing the continuous discharge of any battery necessary for engine ignition.