ED Decision 2003/16/RM
For each airspeed indicating system, the following apply:
(a) Each airspeed indicating instrument must be calibrated to indicate true airspeed (at sea-level with a standard atmosphere) with a minimum practicable instrument calibration error when the corresponding pitot and static pressures are applied.
(b) Each system must be calibrated to determine system error excluding airspeed instrument error. This calibration must be determined:
(1) In level flight at speeds of 37 km/h (20 knots) and greater, and over an appropriate range of speeds for flight conditions of climb and autorotation; and
(2) During take-off, with repeatable and readable indications that ensure:
(i) Consistent realisation of the field lengths specified in the Rotorcraft Flight Manual; and
(ii) Avoidance of the critical areas of the height-velocity envelope as established under CS 29.87.
(c) For Category A rotorcraft:
(1) The indication must allow consistent definition of the take-off decision point; and
(2) The system error, excluding the airspeed instrument calibration error, may not exceed –
(i) 3% or 9.3 km/h (5 knots), whichever is greater, in level flight at speeds above 80% of take-off safety speed; and
(ii) 19 km/h (10 knots) in climb at speeds from 19 km/h (10 knots) below take-off safety speed to 19 km/h (10 knots) above VY.
(d) For Category B rotorcraft, the system error, excluding the airspeed instrument calibration error, may not exceed 3% or 9.3 km/h (5 knots), whichever is greater, in level flight at speeds above 80% of the climbout speed attained at 15 m (50 ft) when complying with CS 29.63.
(e) Each system must be arranged, so far as practicable, to prevent malfunction or serious error due to the entry of moisture, dirt, or other substances.
(f) Each system must have a heated pitot tube or an equivalent means of preventing malfunction due to icing.
CS 29.1323 specifies airspeed indicating system requirements: calibration, system error limits for Category A and B rotorcraft, and provisions against moisture, dirt, and icing.
* Summary by Aviation.Bot - Always consult the original document for the most accurate information.
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