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climb gradient shall be the steady gradient(s) of climb
for the appropriate configuration(s) with the critical
engine inoperative from the end of the take-off distance
required to a defined point above the take-off surface.
j) Engine inoperative climb. The engine inoperative climb
shall be the steady rate of climbldescent with the critical
engine inoperative and the operating engine(s) not
exceeding the power for which they are certificated.
k) Landing decision point. The landing decision point shall
be the latest point in the approach phase from which
either a landing may be made or a rejected landing
(go-around) safely initiated, with the critical engine
inoperative.
1) Landing distance required. The landing distance
required shall be the horizontal distance required to land
and come to a complete stop from a point on the
approach flight path at a selected height above the
landing surface with the critical engine inoperative.
B.3 Flying qualities
B.3.1 The helicopter shall comply with the Standards of
this paragraph at all altitudes up to the maximum anticipated
altitude relevant to the particular requirement in all temperature
conditions relevant to the altitude in question and for
which the helicopter is approved.
B.3.2 Controllability
B.3.2.1 The helicopter shall be controllable and manoeuvrable
under all anticipated operating conditions and it shall be
possible to make smooth transitions from one flight condition
to another (e.g. turns, sideslips, changes of engine power,
changes of helicopter configuration) without requiring exceptional
skill, alertness or strength on the part of the pilot even
in the event of failure of any engine. A technique for safely
controlling the helicopter shall be established for all stages of
flight and helicopter 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 ofthe flying qualities in turbulent air
B.3.2.2 Controllability on the ground (or water). The
helicopter shall be controllable on the ground (or on the water)
during taxiing, take-off and landing under the anticipated
operating conditions.
B.3.2.3 Controllability during take-08 The helicopter
shall be controllable in the event of sudden failure of the
critical engine at any point in the take-off, when the helicopter
is handled in the manner associated with the scheduling of the
take-off data.
B.3.3 Trim
The helicopter shall have such trim and handling capabilities
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
Sub-part B Annex 8 - Airworthiness of Aircraft
demands occur and their duration. In the event of a malfunction
of the systems associated with the flight controls, there
shall not be any significant deterioration of the handling
characteristics.
B.4 Stability and control
B.4.1 Stability
The helicopter shall have such stability in relation to its other
flight characteristics, performance, structural strength, and
most probable operating conditions (e.g. helicopter 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 helicopter
shall not, however, be such that excessive demands are made
on the pilot's strength or that the safety of the helicopter is
prejudiced by lack of manoeuvrability in emergency
conditions.
B.4.2 Autorotation
B.4.2.1 Rotor speed control. The autorotation characteristics
of the helicopter shall be such as to enable the pilot to
control the rotor speed to within prescribed limits and to
maintain full control of the helicopter.
B.4.2.2 Behaviour following a power loss. The behaviour
of the helicopter following a power loss shall not be so
extreme as to make difficult a prompt recovery of rotor speed
without exceeding the airspeed or strength limitations of the
helicopter.
B.4.2.3 Autorotation airspeeds. For Category A helicopters,
airspeeds for autorotative landings shall be established.
For other helicopters, the autorotation airspeeds recommended
for maximum range and minimum rate of descent shall be
established.
B.4.3 Vibration
There shall be no vibration or buffeting severe enough to
interfere with the control of the helicopter.
　
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