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the aeroplane shall be established for all stages of flight and
aeroplane configurations for which performance is scheduled.
Note.- This Standard is intended, among other things, to
relate to operation in conditions of no appreciable
atmospheric turbulence and also to ensure that there is no
undue deterioration of the flying qualities in turbulent air.
2.3.1.1 Controllability on the ground (or water). The
aeroplane shall be controllable on the ground (or on the water)
during taxiing, take-off and landing under the anticipated
operating conditions.
2.3.1.2 Controllability during take-off: The aeroplane
shall be controllable in the event of sudden failure of the
critical power-unit at any point in the take-off, when the
aeroplane is handled in the manner associated with the scheduling
of take-off paths and accelerate-stop distances.
2.3.1.3 Take-off safety speed. The take-off safety
speeds assumed when the performance of the aeroplane (after
leaving the ground or water) during the take-off is determined
Chapter 2 Annex 8 -Airworthiness of Aircraft
shall provide an adequate margin above the stall and above
the minimum speed at which the aeroplane remains controllable
after sudden failure of the critical power-unit.
2.3.2 Trim
The aeroplane shall have such trim and other characteristics as
to ensure that the demands made on the pilot's attention and
ability to maintain a desired flight condition are not excessive
when account is taken of the stage of flight at which these
demands occur and their duration. This shall apply both in
normal operation and in the conditions associated with the
failure of one or more power-units for which performance
characteristics are established.
2.3.3 Stability
The aeroplane shall have such stability in relation to its other
flight characteristics, performance, structural strength, and
most probable operating conditions (e.g. aeroplane configurations
and speed ranges) as to ensure that demands made on the
pilot's powers of concentration are not excessive when the
stage of the flight at which these demands occur and their
duration are taken into account. The stability of the aeroplane
shall not, however, be such that excessive demands are
made on the pilot's strength or that the safety of the aeroplane
is prejudiced by lack of manoeuvrability in emergency
conditions.
2.3.4 Stalling
2.3.4.1 Stall warning. When the aeroplane approaches a
stall both in straight and turning flight with all power-units
operating and with one power-unit inoperative, a clear and
distinctive stall waming shall be apparent to the pilot with the
aeroplane in all permissible configurations and powers, except
those which are not considered to be essential for safe flying.
The stall warning and other characteristics of the aeroplane
shall be such as to enable the pilot to arrest the development
of the stall after the waming begins and, without altering the
engine power, to maintain full control of the aeroplane.
2.3.4.2 Behaviour following a stall. In any configuration
and power in which it is considered that the ability to recover
from a stall is essential, the behaviour of the aeroplane
following a stall shall not be so extreme as to make difficult a
prompt recovery without exceeding the airspeed or strength
limitations of the aeroplane. It shall be acceptable to throttle
back the operating power-units during recovery from the stall.
2.3.4.3 Stalling speeds. The stalling speeds or minimum
steady flight speeds in configurations appropriate for each
stage of flight (e.g. take-off, en route, landing) shall be established.
One of the values of the power used in establishing the
stalling speeds shall be not more than that necessary to give
zero thrust at a speed just above the stall.
2.3.5 Flutter and vibration
It shall be demonstrated by suitable tests that all parts of the
aeroplane are fiee fiom flutter and excessive vibration in all
aeroplane configurations under all speed conditions within the
operating limitations of the aeroplane (see 1.3.2). There shall
be no buffeting severe enough to interfere with control of the
aeroplane, to cause structural damage or to cause excessive
fatigue to the flight crew.
Note.- Buffeting as a stall warning is considered desirable
and discouragement of this type of buffeting is not intended.
CHAPTER 3. STRUCTURES
3.1 General d) VD, maximum dive speed, sufficiently greater than the
speed in c), to make it unlikely that such a design speed
The Standards of Chapter 3 apply to the aeroplane structure would be exceeded as a result of inadvertent speed
　
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