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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.
B.4 Stability and control
B.4.1 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.
It shall be shown that any combination of failures or
conditions that would result in the need for exceptional piloting
skills is extremely improbable. The stability may be
achieved by natural or artificial means, or a combination of
both. If compliance with the flight characteristics requirements
is dependent upon a stability augmentation system or upon any
other automatic or power-operated system, compliance shall
be shown with D.2 of this part.
Note.- Guidance material concerning the expression
"extremely improbable" is contained in the Airworthiness
Manual (Doc 9760).
B.4.2 Stalling
B.4.2.1 Stall warning. When the aeroplane approaches a
stall both in straight and turning flight with all power-units
operating, a clear and distinctive stall warning shall be
apparent to the pilot with the aeroplane in all permissible
configurations and powers or thrusts, 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
warning begins and, without altering the engine power or
thrust, to maintain full control of the aeroplane.
B.4.2.2 Behaviour following a stall. In any configuration
and at any level of power or thrust 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.
B.4.2.3 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 or thrust used in
establishing the stalling speeds shall be not more than that
necessary to give zero thrust at a speed just above the stall.
B.4.3 Flutter and vibration
B.4.3.1 It shall be demonstrated by suitable tests, analyses
or any acceptable combination of tests and analyses that all
parts of the aeroplane are free from flutter and excessive
vibration in all aeroplane configurations under all speed
conditions within the operating limitations of the aeroplane
(see A.2.2). There shall be no vibration or buffeting severe
enough to cause structural damage.
B.4.3.2 There shall be no vibration or buffeting severe
enough to interfere with control of the aeroplane 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.
SUB-PART C. STRUCTURE
C.l General
The aeroplane structure shall be designed, manufactured and
provided with instructions for its maintenance and repair with
the objective of avoiding catastrophic failure throughout its
operational life.
C.2 Mass and mass distribution
Unless otherwise stated, all structural Standards shall be
complied with when the mass is varied over the applicable
range and is distributed in the most adverse manner, within the
operating limitations on the basis of which certification is
sought.
C.3 Limit loads
Except as might be otherwise qualified, the external loads and
the corresponding inertia loads, or resisting loads obtained for
the various loading conditions prescribed in C.6 shall be
considered as limit loads.
C.4 Deformation and ultimate strength
In the various loading conditions prescribed in C.6, no part of
the aeroplane structure shall sustain detrimental deformation at
　
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