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Class 1 helicopters only.) 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 power-unit inoperative.
2.2.3.3.2 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.
2.3 Flying qualities
The helicopter shall comply with the Standards of 2.3 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.
2.3.1 Controllability
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 configurations) without requiring exceptional skill,
alertness or strength on the part of the pilot even in the event
of failure of any power-unit. 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 of the jlying qualities in turbulent air:
2.3.1.1 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.
Chapter 2 Annex 8 - Airworthiness of Aircraft
2.3.1.2 Controllability during take-08 The helicopter
shall be controllable in the event of sudden failure of the
critical power-unit at any point in the take-off, when the helicopter
is handled in the manner associated with the scheduling
of the take-off data.
2.3.2 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
demands occur and their duration. In the event of a malfunction
of the systems associated with the flight controls,
there must not be any significant deterioration of the handling
characteristics.
made on the pilot's strength or that the safety of the
helicopter is prejudiced by lack of manoeuvrability in emergency
conditions.
2.3.4 Autorotation
2.3.4.1 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.
2.3.4.2 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.
2.3.4.3 Autorotation airspeeds. The autorotation airspeeds
recommended for maximum range and minimum rate of
descent shall be established.
2.3.3 Stability
2.3.5 Flutter and vibration
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
It shall be demonstrated by suitable tests that all parts of the
helicopter are free from flutter and excessive vibration in all
helicopter configurations under all speed conditions within the
operating limitations of the helicopter (see 1.2.2). There shall
be no vibration severe enough to interfere with control of the
helicopter, to cause structural damage or to cause excessive
fatigue to the flight crew.
CHAPTER 3. STRUCTURES
3.1 General
The Standards of Chapter 3 apply to the helicopter structure
consisting of all portions of the helicopter, the failure of which
would seriously endanger the helicopter.
3.1.1 Mass and mass distribution
Unless otherwise stated, all structural Standards shall be
　
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