01040200

Ministry of Defence
Defence Standard 00-970 Part 1

Section 4
Issue 2 Publication Date 1 December1999
Design and Airworthiness Requirements
for
Service Aircraft
Design and Construction
DEF STAN 00-970 PART 1/2
SECTION 4
Page 2
AMENDMENTS ISSUED SINCE PUBLICATION
AMENDMENT
NUMBER
DATE OF
ISSUE
TEXT AFFECTED SIGNATURE & DATE
REVISION NOTE
This standard is raised to Issue 2 to update its content and introduce a new structure for the
document.
HISTORICAL RECORD
This standard supersedes the following:
Defence Standard (Def Stan) 00-970 Issue 1 dated 12 December 1983
Design Requirements for Service Aircraft
Aviation Publication (AvP) 970 dated 1959
Design Requirements for Service Aircraft
Air Publication (AP) 970 2
nd
Edition dated 1924
Handbook of Strength Calculations
Handbook (HB) 806 1
st
Edition dated 1918
Handbook of Strength Calculations
.
SECTION 4
Page 3
CONTENTS
Description Page No
Content 3
Preface 4
Main Text 5
SECTION 4 - DESIGN AND CONSTRUCTION
4. Introduction 5
4.1 General Detail Design 7
4.2 Marking of Aeroplane Parts 19
4.3 Protection of Structure 31
4.4 Accessibility, Maintenance and Servicing 69
4.5 Material Strength Properties and Values 93
4.6 Processes and Working of Materials 101
4.7 Castings 109
4.8 Aero-Elasticity, Flutter and Vibration 113
4.9 Birdstrike Damage 118
4.10 Control Systems 125
4.11 Design of Undercarriages 135
4.12 Wheels, Tyres and Brakes 170
4.13 Operation from Rough Ground/Ground Clearance 186
4.14 Nose Wheel Steering 191
4.15 Crew Stations - General Requirements 195
4.16 Pilots Station - Layout 220
4.17 View and Clear Vision 226
4.18 Optically Transparent Components 236
4.19 Cockpit Controls 251
4.20 Doors 271
4.21 Seats, berths, safety belts and harnesses 277
4.22 Crash Landing & Ditching 283
4.23 Emergency Provisions 301
4.24 Ventilation & Heating 320
4.25 Pressurised Air Ducts 339
4.26 Fire Precautions 343
4.27 Electrical Bonding 378
Tables 389
Diagrams 454
SECTION 4
Page 4
DESIGN AND AIRWORTHINESS REQUIREMENTS
FOR SERVICE AIRCRAFT
PART 1, SECTION
PREFACE
This document provides requirements and guidance for the design of aircraft to meet the
airworthiness requirements for UK military operation. The requirements stated herein shall be
applied by the Ministry of Defence (MoD) and the contractor as agreed and defined in the
contract.
This document has been produced on behalf of the Defence Aviation Safety Board (DASB) by
Airworthiness Design Requirements and Procedures (ADRP), Air/Land Technology Group
(A/LTG), MoD Abbey Wood.
The appropriate Parts of this document are to be used, when called up in the Contract, for all
future designs, and whenever practicable for amendments to existing designs. If any difficulty
arises which prevents application of this document, ADRP shall be informed so that a remedy
may be sought.
Any enquiries regarding this document in relation to an invitation to tender or a contract in
which it is incorporated are to be addressed to the relevant MoD Project Director/Project
Manager named in the invitation to tender or contract.
This document has been devised solely for the use of the MoD and its contractors in the
execution of contracts for the MoD. To the extent permitted by law, the MoD hereby
excludes all liability whatsoever and howsoever arising (including, but without limitation,
liability resulting from negligence) for any loss or damage howsoever caused where the
Document is used for any other purpose.
SECTION 4 Page 5 Dec 99
SECTION 4 - DESIGN AND CONSTRUCTION
4.0 INTRODUCTION
4.0.1 This section specifies the requirements covering the design and construction of the aircraft. These requirements should be implemented with the aim
that no design features or details of the aircraft should be known to be hazardous or unreliable and that areas of doubt concerning design details and parts
should be confirmed by test and analysis.
4.0.2 Requirements are provided to cover the following aspects:
4.1 General Detail Design
4.2 Marking of Aeroplane Parts
4.3 Protection of Structure
4.4 Accessibility, Maintenance and Servicing
4.5 Material Strength Properties and Values
4.6 Processes and Working of Materials
4.7 Castings
4.8 Aero-Elasticity, Flutter and Vibration
4.9 Birdstrike Damage
4.10 Control Systems
4.11 Design of Undercarriages
4.12 Wheels, Tyres and Brakes
4.13 Operation from Rough Ground/Ground Clearance
4.14 Nose Wheel Steering
4.15 Crew Stations - General Requirements
4.16 Pilots Station - Layout
4.17 View and Clear Vision
4.18 Optically Transparent Components
4.19 Cockpit Controls
4.20 Doors
4.21 Seats, berths, safety belts and harnesses
4.22 Crash Landing & Ditching
4.23 Emergency Provisions
4.24 Ventilation & Heating
4.25 Pressurised Air Ducts
4.26 Fire Precautions
4.27 Electrical Bonding
4.0.3 This section comprises the content of DEF STAN 00-970 Issue 1 Chapters 102, 104, 105, 106, 107, 108, 109, 111, 201, 209, 301, 302, 303, 304, 305,
306, 307, 310, 311, 400, 401, 402, 403, 404, 405, 406, 407, 408, 409, 500, 709, 713, 717, 720, 721, 733, 737, 740, 800, 801, 802, 803, 804, 805, 1007,
1008, 1010 and 1016. It is intended to provide information similar to that contained in JAR 25 Section D.
4.0.4 In the electronic version of this document, this line provide a link to Part 0.
4.1 GENERAL DETAIL DESIGN
4.1.1 THIS INFORMATION WAS PREVIOUSLY PUBLISHED AS CHAPTER 400 OF DEF STAN 00-970 ISSUE 1 AND IS SIMILAR TO JAR 25.601 -
607.
REQUIREMENT COMPLIANCE GUIDANCE
GENERAL
4.1.2 In the detailed design of the aeroplane the
variety of materials and parts shall be kept to a
minimum consistent with structural efficiency and
without unduly sacrificing structure weight.
The design of parts and fittings shall be such as to
facilitate their manufacture in quantity.
4.1.3 Components and items of equipment shall
have at least the same factor as the main structure in
all the appropriate stressing cases. Local loads at
parts of attachment to the main structure shall be
carefully considered to ensure that the main
structure is not unduly weakened thereby.
GRADING OF PARTS AND ASSEMBLIES
INTRODUCTION
4.1.4 In order to ensure that the material and
processes used in the manufacture of a part are of
suitable quality and that the part is satisfactory,
quality control and testing, must be appropriate to
the design requirements and the application of the
part. To this end all parts, except standard parts as
defined in 4.1.10 - 12 shall be designated Grade A
or Grade B, taking cognizance of strength and
stiffness requirements as promulgated in this
publication, quality requirements, maintainability
The grading requirements apply whether the part is
designed to Damage Tolerance Requirements or
not.
The term "parts" relates to all parts of the
aeroplane except missiles (DEF STAN 08-5)
engines (DEF STAN 00-971) and propellers
(Spec DERD 2006). The grading requirements
also apply to the structural and mechanical parts
of all systems and equipment in the aeroplane.
and inspectability requirements, and also such
factors as failure by leakage, malfunction, or other
defect.
4.1.5 STANDARD PARTS SHALL NOT BE
GRADED BUT SHALL BE SELECTED
ACCORDING TO THE GRADE OF THEIR
APPLICATION.
GRADING REQUIREMENTS
4.1.6 Grade A A part shall be Grade A if the
deformation or failure of the part would result in
one or more of the following:
(a) structural collapse at loads up to and
including, the design ultimate load,
(b) loss of control,
(c) failure of motive power,
(d) unintentional operation of, or inability to
operate, any systems or equipment essential to the
safety or operational function of the aeroplane,
(e) incapacitating injury to any occupant,
(F) UNACCEPTABLE
UNSERVICEABILITY OR MAINTAINABILITY.
Advice on the interpretation of these definitions
and requirements is given in Leaflet 1.
4.1.7 GRADE B. A PART MAY BE GRADE B
AT THE DESIGNERS DISCRETION IF NONE
OF THE PROVISIONS OF 4.1.6 APPLY.
DRAWINGS AND QUALITY CONTROL
4.1.8 All drawings shall state the quality control
requirements applicable to the grade of the part or
assembly and the reference number of the
specification or design designation of the material or
process.
4.1.9 WHERE PARTS, OR DESIGNATED
AREAS OF PARTS IRRESPECTIVE OF THEIR
GRADE, REQUIRE QUALITY CONTROL IN
ADDITION TO VISUAL AND DIMENSIONAL
EXAMINATION (EG NON-DESTRUCTIVE
TESTS) THE ADDITIONAL INSPECTION
REQUIREMENTS SHALL BE DETAILED OR
REFERENCED ON THE DRAWING.
STANDARD PARTS
4.1.10 THE REQUIREMENT OF THE
APPROPRIATE DEFENCE STANDARDS AND
OTHER STANDARDS LISTED IN CHAPTERS 1
AND 2 OF DEFENCE STANDARD 00-00 (PART
3) SECTION 1 SHALL BE MET.
Where these requirements standardize a given
item, no other items shall be used to perform
functions for which this standard item is suitable,
unless the use of an alternative item is:
(a) authorised by the Aeroplane Specification,
(b) permitted by the requirements of this
publication, or
(c) approved by the appropriate Aeroplane
Projector Director - see also the Introduction to
DEF STAN 00-00 (Part 3) Section 1.
4.1.11 When a suitable item is not covered by
Defence Standards but is available in one of the
following series:
(a) AGS parts,
(b) SBAC standard parts,
(c) BSI standard parts,
(d) AECMA standard parts,
SUCH ITEM SHALL BE USED.
4.1.12 ALL STANDARD ITEMS
INCORPORATED IN THE AEROPLANE
SHALL BE IN ACCORDANCE WITH THE
LATEST APPROVED ISSUE OF THE
RELEVANT DRAWINGS, BUT THE ISSUE
NUMBER OF SUCH DRAWINGS SHALL NOT
APPEAR ON THE AEROPLANE DRAWINGS.
MATERIALS AND PROCESSES
4.1.13 FOR GRADE A PARTS THE MATERIAL
AND PROCESS OF MANUFACTURE SHALL
NORMALLY CONFORM TO AN APPROVED
AEROSPACE SPECIFICATION IN THE SERIES
LISTED IN DEF STAN 00-00 PART 3, INDEX
OF STANDARDS FOR DEFENCE
PROCUREMENT, SECTION 1: PREFERRED
STANDARDS FOR THE DESIGN AND
PROCUREMENT OF AEROSPACE VEHICLES
AND EQUIPMENT.
For ease of reference the situation on some
national and international standards is as follows:
Approved Aerospace Specification
(a) British Standards: Aerospace Series,
including ISO and EN Standards published by BSI
in the Aerospace Series.
(b) pr EN Standard Specifications issued by
AECMA.
SEE 4.3.10 - 11 FOR MATERIALS AND
PROCESSES USED FOR PROTECTIVE
TREATMENT.
(c) DTD Specifications, including DTD 900
approvals.
Unapproved
(a) British Standards: General Engineering
Series. These will require to be covered by a
Contractors' Specification.
4.1.14 WHERE IT IS PROPOSED TO USE AN
UNAPPROVED MATERIAL OR PROCESS
SPECIFICATION FOR A GRADE A PART, A
CONTRACTORS' SPECIFICATION SHALL BE
USED.
4.1.15 GRADE B PARTS MAY BE
MANUFACTURED FROM MATERIALS
SPECIFIED IN 4.1.13, OR FROM LESS
CLOSELY CONTROLLED MATERIALS (EG
GENERAL ENGINEERING MATERIALS) AT
THE DESIGNER'S DISCRETION.
STRENGTH OF MATERIALS
4.1.16 See Clause 4.5.
USE OF WOOD
4.1.17 NO PART OF AN AEROPLANE SHALL
BE MADE OF WOOD, UNLESS AUTHORISED
EITHER IN THE AEROPLANE
SPECIFICATION OR BY THE AEROPLANE
PROJECT DIRECTOR IN WRITING AFTER
APPLICATION HAS BEEN MADE WITH
EVIDENCE THAT IT WILL BE
SEE ALSO 4.3.87 - 93
SATISFACTORY IN TROPICAL AND SEA-
GOING CONDITIONS.
LOCKING OF THREADED FASTENERS
4.1.18 THE STANDARD OF LOCKING OF A
THREADED FASTENER SHALL BE
DETERMINED BY THE GRADE OF THE
APPLICATION OF THE FASTENER WITHIN
THE JOINT OR ASSEMBLY.
Where the preferred method of locking conflicts
with an operational requirement (eg where quick
release of parts is required), or where value
engineering assessment clearly indicates an
advantage, other methods may be used provided
that it can be shown to the satisfaction of the
Aeroplane Project Director, by tests, that they are
satisfactory for the environment they will have to
withstand.
4.1.19 THREADED FASTENERS IN GRADE A
APPLICATIONS SHALL HAVE STANDARD A
LOCKING. ADDITIONALLY, THOSE NUT
AND BOLT FASTENERS IN GRADE A
APPLICATIONS AT 4.1.6 (B) AND (C) SHALL
BE PROVIDED WITH A SECONDARY MEANS
OF RETENTION SUCH THAT, ONCE THE
FASTENER IS PLACED IN POSITION, THE
SECONDARY RETAINING DEVICE BECOMES
AUTOMATICALLY EFFECTIVE IN
PREVENTING IT FROM DROPPING OUT OF
POSITION EVEN THOUGH THE USUAL
RETAINING DEVICE MAY HAVE BEEN
OMITTED.
(a) Acceptable means of locking to Standard A
are given in Leaflet 4 Para. 2.
(b) This secondary device should be automatic in
operation and should not depend upon
maintenance personnel remembering to carry out a
separate action such as the bending of locking tabs
or the fitting of locking wire. Secondary means of
retention which depend upon friction or springs are
usually acceptable.
4.1.20 THREADED FASTENERS IN GRADE B
APPLICATIONS SHALL HAVE STANDARD A
OR B LOCKING.
Acceptable means of locking to Standard B are
given in Leaflet 4, Para. 3.
4.1.21 LOCKING WIRE SHALL NOT BE USED
IN PURE SHEAR OR WHERE MOVEMENT OF
THE JOINT COULD RESULT IN ROTATION
OF THE FASTENER.
4.1.22 Centre-popping shall not be used.
4.1.23 Peening shall not be used to lock:
(a) titanium fasteners or titanium alloy fasteners,
(b) high tensile strength (over 1100 MPa
specification minimum) steel fasteners,
(C) BOLTS IN JOINTS WHICH HAVE TO
BE DISMANTLED REGULARLY IN SERVICE.
4.1.24 LOCKING ADHESIVES SHALL NOT BE
USED IN TAPPED HOLES AND OTHER
LOCATIONS WHERE THE MATING PARTS
COULD BE DAMAGED OR ARE NOT
READILY REPLACEABLE.
4.1.25 IN ALL CASES WHERE THE METHOD
OF LOCKING, WHETHER BY STANDARD A
OR B, DOES NOT DEMAND MORE, THE END
OF THE BOLT OR STUD SHALL PROTRUDE
BEYOND THE NUT BY A DIMENSION EQUAL
TO AT LEAST 1.5 THREAD PITCHES.
4.1.26 Any damage to protective treatment applied
to the structure caused by locking shall be
adequately repaired.
USE OF LEAD SEALS ON LOCKING WIRE
4.1.27 The use of lead seals on locking wire is
prohibited on aeroplanes and aeroplane equipment,
Where equipment is supplied with lead seals they
shall be removed, unless they form part of the
*ORDER NO. 6470 IS NOT AVAILABLE FOR
GENERAL CIRCULATION, BUT IS
except where permitted by AP 100B-01 Order
6470*.
equipment's warranty. When the lead seals form
part of the equipment's warranty the aeroplane
designer/manufacturer shall inform the Aeroplane
Project Director who will decide whether the lead
seals are to be retained, bearing in mind the
possible danger to flight safety.
CONCERNED WITH SPECIAL
CIRCUMSTANCES RELATING TO
AEROPLANE ARMAMENT SYSTEMS.
USE OF COLD FORGED STEEL BOLTS
4.1.28 Where cold forged steel bolts are used in
Grade A applications and are:
(a) likely to be subjected to any conditions
conducive to fatigue failure, or
(b) used in positions where no relaxation of the
initially applied torque is permissible,
the bolts shall be to Specification DTD 5162 or to
such other specification which has been approved by
the Director, RAE.
USE OF MAGNESIUM ALLOYS
4.1.29 Magnesium alloy skins or parts made from
magnesium alloy sheet shall not be used in military
aeroplane structures.
(a) Magnesium based alloys in cast or wrought
forms may be acceptable subject to appropriate
precautions.
(b) Where the Aeroplane Design Authority
considers it necessary to use magnesium alloy to
meet the draft specification for the aeroplane this
shall be made known during the pre-contract
negotiations, so that the implications can be
assessed. Where magnesium alloy is permitted to
See Leaflet 2
be used the Aeroplane Specification will identify
the parts, and conditions for use including
protective treatment.
4.1.30 MAGNESIUM ALLOYS SHALL NOT BE
USED IN THE CONSTRUCTION OF CREW
SEATS.
4.1.31 Magnesium alloy parts shall not be used in
places where they are liable to continuous exposure
to corrosive fluids, for example:
(a) for enclosed systems where water may
collect, such as fuel systems (See Clause 5.2),
(b) for structure in areas where water may
collect, such as bilge areas, gaps in control surfaces
or folding joints in aeroplanes,
(C) FOR TOILET, WASHROOM AND
GALLEY COMPARTMENTS AND OTHER
UNDERFLOOR SUPPORTING STRUCTURE.
USE OF ASBESTOS
4.1.32 Asbestos shall not be included in the
composition of materials, products or equipment
unless:
(a) It is essential for the satisfactory
performance of the materials, products or
equipment.
(B) THE USE OF ANY ALTERNATIVE
If the requirement conditions apply, asbestos shall
only be used when the Design Authority has
obtained prior written agreement for the use of the
material from the Aeroplane Project Director.
MATERIAL WOULD BE EQUALLY OR MORE
HAZARDOUS.
4.1.33 ANY MATERIAL, PRODUCT OR
EQUIPMENT WHICH CONTAINS ASBESTOS
SHALL BE MARKED IN ACCORDANCE WITH
THE SYMBOL AND WORDING OF
PACKAGING FORM FPKG 770, REPRODUCED
IN DEF STAN 81-41 PART 6.
CONTROLLED TIGHTENING OF BOLTS
OPERATIONAL REQUIREMENTS
4.1.34 The application of controlled tightening to
those bolts in joints which may require dismantling
during servicing shall be limited to those joints
where the loss of tightness could result in
unacceptable degradation of structural integrity, or
failure of the part to perform its function.
See Leaflet 3
4.1.35 The bolt elongation technique shall not be
used in such applications.
See Leaflet 3
4.1.36 WHEN THE TORQUE LOADING
TECHNIQUE IS TO BE USED, ADEQUATE
ACCESS SHALL BE AVAILABLE FOR THE
USE OF STANDARD SERVICE TOOLS.
SAFETY REQUIREMENTS
4.1.37 THE DRAWING SHALL SHOW THE
TYPE OF PRE-LOADING TO BE USED, THE
NECESSARY DATA TO ACHIEVE THE
CORRECT PRETENSION AND THE
LUBRICANT REQUIRED.
Consideration shall be given to controlling the pre-
load of bolts in the following applications:
(a) heavily loaded tension joints,
(b) heavily loaded shear joints,
See Leaflet 3
(c) joints with a group of bolts sharing the
load,
(d) joints subject to thermal strain (see 4.1.39),
(e) joints where the manner of carrying load in
the joint is affected by the pre-load of a bolt,
(F) JOINTS SUBJECTED TO CYCLIC
LOADING
4.1.38 THE LUBRICANT SHALL BE
COMPATIBLE WITH ANY SEALS OR NON-
METALLIC MATERIALS IN THE VICINITY.
4.1.39 Where a joint is subject to sufficient heat to
affect the torque values on re-assembly of threaded
items this shall be identified on the drawings,
together with instructions on:
(a) Whether items can be re-used if the appropriate
run-down maximum and minimum torque values
and the final tightening torque value can be achieved
when the used items are re-assembled.
(b) Whether the items are to be replaced on re-
assembly.
(C) THE EXTENT TO WHICH
RECONDITIONING, RE-COATING/RE-
LUBRICATION OR RE-PLATING (WHERE
APPROPRIATE) IS PERMITTED.
REDUCTION OF VULNERABILITY TO BATTLE DAMAGE
4.1.40 Cockpit furnishings, paints, finishings and
plastic materials having good repairability and
resistance to the nuclear, biological and chemical
effects of Defined and Specified Threats shall be
used in preference to any alternative wherever
possible.
See Clause 9.9
4.1.41 PREFERENCE SHOULD BE GIVEN TO
STRUCTURAL MATERIALS WHICH ARE
EASILY REPAIRABLE.
4.1.42 THE RESPONSE OF STRUCTURAL
ADHESIVES TO NUCLEAR, BIOLOGICAL
AND CHEMICAL EFFECT SHALL BE
CONSIDERED BEFORE THEY ARE
INCORPORATED IN THE DESIGN.
4.2 MARKING OF AEROPLANE PARTS
4.2.1 This information was previously published as Chapter 404 of DEF STAN 00-970 Issue 1. This Clause defines requirements for the marking of aeroplane
parts to make them easily identifiable. The requirements of this Clause shall apply to all aeroplane parts.
4.2.2 Definitions of terms used in this clause are contained in Part 0
GENERAL
4.2.3 The design authority shall be responsible for
the selection of the types of marking to be used and
the method(s) by which such markings are applied
to a particular part.
In addition to the markings required by this
Clause, the contractor shall apply such permanent
and/or temporary markings as may be called for by
the Aeroplane Project Director.
4.2.4 No method of marking shall be used in such a
manner or in such a place that it would reduce the
strength or the life or affect the performance of the
part or the aeroplane in any other way.
4.2.5 The method of marking adopted shall not
increase the risk of corrosion. In particular, where a
plate made from a different material to the
component is affixed to it for marking purposes,
precautions shall be taken so that no risk of
corrosion is introduced.
4.2.6 Details of identification markings used, the
methods by which they are applied and their
location shall be stated on the drawing of the part
See DEF STAN 05-10.
4.2.7 The number of markings on any one part shall
be kept to a minimum
4.2.8 Parts shall be marked so that they can be
easily identified for maintenance purposes when
assembled on the aeroplane
4.2.9 Identification symbols which can be mistaken
as representing a direction of movement or flow
shall not be used
MARKING
PARTS
4.2.10 Each part shall be marked with:
(a) the detail drawing number for the part or a
code number for the part or a code number
corresponding thereto; the latter being
recommended in all cases where the drawing
number consists of more than 5 characters,
(b) the 13-digit NATO Stock Number (NSN),
wherever possible prefixed by the relevant Service
Domestic Management Code (DMC). If the space
available is inadequate for the full NSN to be used,
then the last 7 digits may be shown.
The contractor may impose such private markings
as necessary to facilitate the assembly of parts
provided that they are not located in a position
where they will confuse other identification marks.
Note:Items which are too small or fragile to
carry the required marking, will be identified by
the marking required to be put on the packaging
by DEF STAN 81-41 Part 6.
4.2.11 Where 2 or more parts are identical and
therefore strictly interchangeable but are used on
different types of aeroplanes, the same numbers
shall be used. For parts which differ from each
other as regards 'hand' (though otherwise identical),
different numbers shall be allotted.
4.2.12 Non-standard hexagon headed bolts having
a feature significantly different from the basic
standard but which is visually indistinguishable shall
have a raised disc on the head in addition to the part
number.
4.2.13 The following parts are, however, (subject
to 4.2.3) excluded from all forms of marking:
(i) hardened steel springs,
(ii) standard bolts and screws of any diameter
not greater than 5.6 mm (7/32in), nuts of any
diameter not greater than 9.5 mm (3/8 in), ordinary
and spring washers of any diameter,
(iii) split pins, taper pins and parts similar in
respect of size.
ASSEMBLIES
4.2.14 Elements of assembled parts as defined in
Part 0 under (i) shall be marked in accordance with
the requirements of 4.2.10.
4.2.15 The fabricated parts as defined in Part 0
under (ii) shall be marked in with the number of the
assembly drawing. The elements shall be marked in
accordance with the requirements of 4.2.10 if these
elements are stocked separately or if so required by
COMPONENTS
4.2.16 Components or complete units including
those assemblies that are regarded as complete units
for service storage shall be marked with the
followings:
(a) The name and mark or type number of the item.
(b) The 13 digit NATO Stock Number (NSN) and
wherever possible prefixed by the Service Domestic
Management Code (DMC).
(c) The manufacturer's name, or NATO
manufacturer's 5-character code (if allotted).
(d) The serial number (where required).
Contractors' symbols shall precede all serial
numbers. The symbol/serial number combination
for any part shall not have been used previously for
any other part or component on the same aeroplane.
(e) Any additional identification marking required
by the contract or particular specification
AIRFRAME COMPONENTS
4.2.17 Components such as fuselages, mainplanes,
control surfaces, alighting gears, etc, shall bear a
Serial Number Plate and a Modification Record
Plate. Where the fuselage, wing, etc, is built in
sections to comply with the requirement of Clause
4.4 similar plates shall be fixed to each section. The
method of fixing the plate shall not increase the risk
of corrosion, stress corrosion or fatigue.
(a) The Serial Number and Modification Record
Plates shall be manufactured of approved
corrosion-resistant material. Their dimensions and
inscriptions shall be in accordance with Figs. 1
and 2 where practical and the plates when
completed may be protected with clear varnish as
necessary.
(b) The Serial Number Plate shall contain the
NATO Stock Number and wherever possible
prefixed by the Service Domestic Management
Code, the contractor's symbol/serial number for the
See DEF STAN 05-123 for details of the
modification recording procedure.
component, drawing number and issue
number/letter to which manufactured and the
stamp of the approved member of the contractor's
quality/inspection department accepting the
component. It shall be permanently fixed to the
main structure of the component to which it relates
and so positioned that it is possible to read the
details on the plate without resort to dismantling.
It is permissible to provide special removable
panels if necessary for examination and such panels
need not be of the quickly detachable type.
(c) The Modification Record Plate shall bear the
NATO Stock Number and the contractor's
symbol/serial number of the component to which it
relates and shall be located adjacent to its
companion serial number plate but may be
detachable for the endorsement of modificating
numbers provided that, when fitted, it is positively
locked in position. When it is not detachable it
shall be mounted in a position where stamping of
numbers on the plate will not damage the
surrounding structure.
OIL TANKS
4.2.18 All oil tanks whether they are covered or
otherwise shall have the NATO Stock Number, the
serial number, drawing number, issue number and
inspector's stamp applied in white colouring by
stencil. Such markings shall be reproduced in a
similar manner on the outside of the self-sealing or
crash-proof cover, where fitted, in a position
adjacent to the inspection access panel.
FUEL TANKS
4.2.19 The marking of fuel tanks shall be in
accordance with the requirements of Specification
No. DTD 1101.
REPAIRABLE PARTS
4.2.20 During system development and
procurement phases the MOD, in conjunction with
the manufacturer and in accordance with the
procedures of DEF STAN 05-123, will identify
those items perceived to require regular repair in
Service or Industry. During initial manufacture the
manufacturer shall allocate to each item a
'Repairable Component Tracking Serial Number'
(but see guidance) to enable them to be tracked
during Repair and throughout their Service life.
This Repairable Component Tracking Serial
Number shall be confined to 13 alpha-numeric
characters in accordance with AECMA
Specification 2000M 'International Specification
for Materiel Management - Integrated Data
Processing for Military Equipment: Appendix 1'.
Where the contractor has allocated a serial
number already, for identification or other
purposes, this serial number will be utilised by
MOD for repair control purposes, and there will
be no need to allocate an additional Repairable
Component Tracking Serial Number.
RECONDITIONED PARTS
4.2.21 Components which have been reconditioned
shall have a new Serial Number Plate affixed either
alongside the existing one or, if this is not
practicable, on top of it. The new plate shall show
the original markings with the original serial number
prefixed by the reconditioning contractor's symbol
followed by the letter 'R'. In no circumstances are
the old markings to be removed.
Where used the Repairable Component Tracking
Serial Number is to be retained unaltered.
TYRES
PROTOTYPE TYRES
4.2.22 Each new type of tyre shall be defined by a The tyre drawing will give the dimensions of the
drawing prepared by the tyre firm and prototype
tyres will be known by this drawing number.
tyre and wheel rim, its load deflection
characteristics over the permissible range of
inflation pressures, and particulars of the tyre
construction in general terms
PRODUCTION TYRES
4.2.23 For production tyres, the stores reference
number shall be added to the drawing. When a tyre
design is altered in such a way as to affect its
application, the drawing number and stores
reference shall be changed.
Tyres intended for the same, application will bear
the same stores reference number.
SIZE OF MARKINGS
4.2.24 The markings shall be in accordance with
the requirements of Specification No. DTD 1097.
TRANSPARENT COMPONENTS
4.2.25 All markings shall (as signified on the
drawing) be in a readily visible position when
installed in the aeroplane, and the lettering shall be
large enough for all serial and part numbers to be
easily readable.
A preferable standard serial number code would
include; the manufacturer's code number,
manufacturer's plant number, the date (eg 01
June 83), followed by a serial number taken from
a series of numbers which start from one each
day.
AS-CAST ACRYLIC SHEET
4.2.26 Transparent components such as windows,
windscreens, panels and canopies made from as-cast
acrylic sheet to DTD 5592, shall be marked by one
of the following methods:
(a) A marked metal label attached to the, metal
frame.
(b) An engraved acrylic label attached with an
approved cement to the fibre-glass or terylene
reinforced edge member.
(c) Written in a suitable marking ink direct on to
the fibre-glass or terylene reinforced edge member,
and covered with a thin layer of an approved acrylic
cement.
(d) Written direct on the transparency itself with
a suitable marking ink PRIOR TO ANNEALING.
STRETCHED OR PRESSED ACRYLIC SHEET
4.2.27 Transparent components made from
stretched or pressed acrylic sheet shall be marked by
one of the following methods:
(a) Any of the methods mentioned in 4.2.26
provided subsequent annealing as mentioned in
4.2.26 (d) is not used.
(b) By abrasive blasting through a stencil using
400 mesh white alumina. The depth of marking
shall not exceed 0.005 mm.
GLASS
4.2.28 Transparent components made from glass
shall be marked by one of the following methods:
(a) Assemblies may have a small metal part number
or serial number label laminated within the, panel
and near the panel edge, or in the case of an air
space design, the part number or serial number label
may be attached within the air space with an
approved silicone or polysulphide adhesive.
(b) Single piece thermally toughened glass
components may be marked by an approved
abrasive blasting process through a suitable stencil
or alternatively.
(c) Thermally toughened glass may be marked
with a ceramic paste subsequently fired during
toughening.
(d) Chemically toughened glass shall be marked
using an air drying ceramic paste or paint.
LOCATION OF IDENTIFICATION MARKINGS
4.2.29 Markings shall not be placed in the
following positions:
(a) On bearing surfaces or areas subject to wear.
(b) On mating surfaces or where bolts etc., may
obscure the markings.
(c) On areas subsequently removed or obscured by
mechanical or chemical processing, except for
temporary marking.
(d) In areas where there may be a stress
concentration, such as near holes, on fillets, bends,
Note: It is permissible to mark stressed areas
using the Marking Ink Method
radii, lug faces or edges of parts.
METHODS OF IDENTIFICATION MARKING
PHYSICAL IDENTIFICATION METHODS
4.2.30 Physical identification methods shall not be
used as follows:
(a) On steels of maximum specified tensile strength
exceeding 1450 MPa.
(b) In regions of high stress or where fatigue may
be critical.
(c) On areas of high grade surface finish.
(d) On surface hardened or nitrided areas.
(e) On materials thinner than 0.9 mm.
(f) On welded containers.
(g) On any surface that has been painted, plated,
anodised or conversion coated.
(h) On hydraulic pipes or on the pressurised
walls of ducts.
However, physical identification may be used
under requirements (b) at the designers discretion
if all the safeguards contained in this Clause and
Leaflet 5 are followed.
For example: metal die stamping, engraving,
vibro-percussion engraving.
Leaflet 5 provides details of recommended
methods of identification marking and shall be
taken into consideration when selecting methods
for the marking of aeroplane parts.
4.2.31 Sharp cornered borders, sharp angles and
cuts shall be avoided and the depth of marking
shall be kept to a minimum consistent with legibility
MARKING INK
4.2.32 Marking inks, paints and lacquers shall be
compatible with the applied paint scheme or the
base material or protective treatment, if not painted.
The colour of the marking shall be a distinct
contrast with the background. For titanium alloys
inks shall be halogen free.
LABELS
4.2.33 Where transparent labels are used the paint
and adhesive shall be compatible with the part and
label.
4.2.34 The method to be used to attach metal
labels to the part shall be specified on the drawing.
The label shall not foul moving parts or cause
damage if it becomes detached
4.2.35 Identification by marking ink, transparent
plastic labels or metal labels and self-adhesive labels
shall not be used to identify parts that will be in
contact with powerful oxidants such as hydrogen
peroxide, liquid oxygen
ELECTROCHEMICAL MARKING
4.2.36 Electrochemical Marking shall not be used
on:
(a) anodised aluminium parts,
(b) magnesium parts,
(c) non-metallic parts,
(d) steels of maximum tensile strength exceeding
1550 MPa.
4.3 PROTECTION OF STRUCTURE
4.3.1 This information was previously published as Chapters 405, 406 and 409 of DEF STAN 00-970 Issue 1 and is similar to JAR 25.609. The clause
contains the requirements for the protection of aeroplanes and their equipment against corrosion and environmental deterioration including exfoliation
corrosion of aluminium alloys and stress corrosion cracking. General protective materials and processes are referred to in Table 1.
BASIC OPERATIONAL REQUIREMENTS
4.3.2 THE AIM SHALL BE THAT ALL PARTS
OF THE AEROPLANE, BOTH INSIDE AND
OUTSIDE, SHALL BE SO DESIGNED,
PROTECTED, DRAINED AND VENTED THAT,
WHEN THE AEROPLANE IS MAINTAINED IN
ACCORDANCE WITH THE SERVICING
SCHEDULE, THERE WILL BE NO
UNACCEPTABLE LOSS OF AIRWORTHINESS
AS A RESULT OF WEATHERING,
CORROSION, ABRASION, UNAVOIDABLE
MECHANICAL DAMAGE TO PROTECTIVE
TREATMENT DURING NOMINAL
MAINTENANCE OR OTHER CAUSES.
The aeroplane should therefore be able to
withstand satisfactorily:
(a) the effects of standing for long periods in
the open in all weathers, including the corrosive
effects of contamination by an industrial
atmosphere,
(b) the corrosive effects of operating from salt-
laden runways and of flying low over the sea, and
(c) on Naval aeroplanes, the corrosive effects
of salt spray and funnel gases, when stowed in the
open or operating from the deck of a ship.
Notes: 1 Requirements relating to the
extremes of temperature and humidity that may
be experienced on the ground and in flight are
given in Clause 7.1.
2 Requirements on operational,
camouflage and identification markings are given
in Clause 7.3.
EXCLUSION OF CONTAMINATING LIQUIDS
GENERAL
4.3.3 ALL STATIC JOINTS SHALL BE SEALED
TO PREVENT THE INGRESS OF LIQUIDS.
(a) Unless otherwise excepted in 4.3.110 - 114
sealing shall be effected by wet assembly with a
suitable sealant, or jointing compound (4.3.108 -
109).
Particular care shall be taken to prevent the
wetting of equipment and heat and sound
proofing material.
(b) As a supplement to the sealant within the lap
joints, the application of sealing or caulking
compounds to exposed edges of the lap to prevent
the ingress of liquids shall be considered.
RAIN AND AIRBORNE SPRAY
4.3.4 PARTICULAR CARE SHALL BE TAKEN
TO PREVENT WATER LEAKING INTO, OR
BEING DRIVEN INTO, ANY PART OF THE
AEROPLANE EITHER ON THE GROUND OR
IN FLIGHT. ALL WINDOWS, DOORS,
PANELS, CANOPIES ETC SHALL BE
PROVIDED WITH SEALING
ARRANGEMENTS SUCH THAT THE ENTRY
OF WATER IS PREVENTED WHEN THESE
ITEMS ARE CORRECTLY CLOSED.
Where sealing is not practicable, precautions shall
be taken to ensure that any water that does gain
access to the interior of the aeroplane does not
constitute a direct or indirect danger.
See also 7.1.16 - 21 and 7.1.26.
OTHER FLUIDS
4.3.5 THE DESIGN OF THE AEROPLANE
SHALL BE SUCH AS TO MINIMISE THE
POSSIBILITY THAT ANY FLUID - WHICH
MAY LEAK FROM A SYSTEM, ENTER THE
AEROPLANE FROM THE OUTSIDE,
CONDENSE ON COLD SURFACES (EG
PRESSURE CABIN WALLS) OR MAY BE
SPILT WITHIN THE AEROPLANE - WILL
CAUSE CORROSION.
(a) The following fluids shall be taken into
account:
(i) Water, cleaning fluid, ground and airborne
de-icing fluids, fuel, oil, hydraulic fluid,
battery electrolytes, and fluids associated with
galley and toilets.
(ii) Slush (including grit, salt or other runway
de-icing chemicals) which will impinge on, or
possibly enter, parts of the aeroplane during
taxying, take-off or landing on precipitation-
covered runways.
(b) The use of corrosive fluids should be avoided
in aeroplane systems (eg in toilets). Adequate
access, to the satisfaction of the CSDE or NATEC
Project Team, shall be provided for the
maintenance of all joints and unions in pipe lines.
4.3.6 Particular attention shall be given to the
design of those compartments where liquids are
likely to be spilt. Sealed floors with suitable
drainage shall be provided in battery areas, galleys
and toilets. Urinals, sick basins, lead-away pipes,
and collector boxes shall be manufactured from
urine-resistant material.
See also Leaflet 12.
4.3.7 Heat and sound proofing materials shall not
cause corrosion either by direct contact or as a
result of leachants if wetted. Precautions shall be
taken against the possibility of corrosion caused by
materials acting as a wick .
Suitable provision shall be made so that it is
practicable to inspect for any signs of corrosion
due to these causes.
DRAINAGE AND VENTING
4.3.8 All compartments in the structure, including
those in control surfaces, cockpits and cabins, shall
be completely sealed or adequately drained and
vented, both on the ground and in flight. The
design of each drainage system shall be such that it
will still be effective with any one drain or drain-
hole blocked. Pockets in the structure which cannot
be drained shall be filled with inert, non-absorbent,
caulking or filling material.
(a) Particular attention shall be given to the
location and size of internal drain-holes to
minimise the possibility of fluids being trapped in
the structure and being prevented from running to
a drain. Care shall be taken to avoid undrained
pockets especially where liquids could freeze and
so jam mechanisms.
(b) The position of drain-holes shall be shown on
component drawings and a complete key shall be
given in the Aeroplane Servicing Manual.
(a) In pressurised compartments, automatic
drains, that open when pressure is released, are
preferred.
(b)Honeycomb structure is dealt with in 4.3.58.
ACCESS FOR EXAMINATION
4.3.9 The aim shall be to provide, access to every
part of the structure to facilitate visual examination
for corrosion or deterioration at a reasonable
manhour cost.
The Contractor shall demonstrate compliance
with the requirement to the satisfaction of the
CSDE or NATEC Project Team.
Although visual aids (eg endoprobes) may be
used to meet this requirement, it is desirable to be
able to examine the majority of the structure
without visual aids. Ideally, it should be possible
to gain access simply by removing access panels.
DEHUMIDIFICATION OF AIRCRAFT STRUCTURE AND SYSTEMS
4.3.10 The Aircraft Specification will identify:
(i) Whether dehumidification is required on
individual aircraft, or whether area
dehumidification is to be used. If dehumidification
is required on individual aircraft it must be
provided for in the aircraft design.
(ii) For on-aircraft dehumidification, to what
extent standard Service equipment is to be used.
(iii) Whether specific air flow and air change
rates are required.
(a) Dehumidification of aircraft whilst on the
ground, to reduce metal corrosion and improve
the reliability of electrical and avionics systems,
may be a requirement for aircraft.
(b) Trials have shown that there are significant
benefits to be achieved by providing a supply of
dry air, from a commercial dehumidifier, to the
aircraft structure and systems whilst the aircraft is
on the ground. These benefits are; a reduction in
metal corrosion in the structure and engine
components, and an increase in reliability of the
electrical and avionic systems.
(c) Dry air may be introduced to the aircraft
structure; through the Environmental Control
System, through the engine intakes and/or
specifically designed intakes, or by using blanks
and trunking if this is called up in the Aircraft
Specification.
(d) Dehumidification may be applied to
individual aircraft in the open air or by
dehumidifying the hangar or Aircraft Hardened
Shelter during long term storage. Either method
requires the structure and systems to allow for
the free passage of air.
(e) Dehumidification is not to be assumed as a
means of preventing corrosion to meet the
structural life requirement or to meet the
reliability requirement of the Aircraft
Specification.
This guidance was previously issued as Leaflet
409/7.
CHOICE OF MATERIALS IN RELATION TO THE AVOIDANCE OF CORROSION
4.3.11 Materials for each given use are chosen in
the first place for their appropriate mechanical and
other physical properties but their corrosion within
the environment of the given use shall also be
considered.
Materials with lower susceptibilities to corrosion,
corrosion fatigue, stress corrosion or hydrogen
embrittlement should be chosen where possible,
and unnecessarily strong but susceptible materials
shall be avoided.
Joints between dissimilar electrically conductive
metals or other electrically conductive materials
are often unavoidable, but the advice in Leaflet
10 shall be considered in relation to the service
environment of each use. In the later paragraphs
of this Chapter, methods are laid down for
converting C and D contacts (Leaflet 10 para
2.3) into B contacts by the application of
electroplated coatings to the more noble metal
(eg the cadmium or tin plating of copper base
materials in contact with aluminium alloys,
4.3.64) but it must be realised that in the more
corrosive environments the interposed protective
metal coating will have only a limited life.
4.3.12 IF CORROSION CAN BE CAUSED BY
THE DECOMPOSITION PRODUCTS FROM A
DEF STAN 03-13
MATERIAL, SUCH MATERIAL SHALL NOT
BE USED UNLESS PRECAUTIONS ARE
TAKEN TO ENSURE THAT DECOMPOSITION
DOES NOT OCCUR DURING THE NORMAL
OPERATION OF THE AEROPLANE.
DESIGNATION OF THE REQUIREMENTS FOR THE PROTECTION OF PARTS AND ASSEMBLIES
4.3.13 The treatments appropriate to a detail item
shall be indicated on the drawing of the item and
any to be applied during and after assembly, on the
appropriate assembly drawing.
(a) This may be by direct reference to the
appropriate material or specification number or
may be by coded reference to such information,
which has been set down as a comprehensive
schedule included in the master drawings.
(b) Treatment requirements shall be sufficiently
specific that they permit only those processing
options that are acceptable, (eg, 'anodise to DEF
STAN 03-24, Type 2, chromic acid').
The requirements for the protection of parts and
assemblies used in the construction of aeroplanes
are given in the subsequent paragraphs of this
clause.
TREATMENT OF METAL PARTS, GENERAL
GENERAL REQUIREMENTS
4.3.14 All metal parts shall be given an appropriate
protective treatment as set out in subsequent
paragraphs unless otherwise excepted (4.3.25 - 32).
In the case of fasteners see Para. 4.3.18.
CLEANING
4.3.15 All metal parts shall be cleaned in accordance
with DEF STAN 03-2.
SURFACE TREATMENT
4.3.16 All metal parts shall be given a surface
treatment or plating treatment as specified in the
appropriate clauses 4.3.33 - 75 below.
Components shall not be treated in the assembled
condition unless danger of corrosion by trapped
treatment chemicals can be completely avoided and
there is no danger of removal or degradation of
sealants, jointing compounds etc.
PAINTING
4.3.17 Where called for in the clauses (4.3.33 - 75
below), metal parts shall be painted.
Painting shall be in accordance with DEF STAN
03-7 and with the aeroplane specification.
Note: In the chapter, the meanings of the terms
'paint', 'primer', 'etch primer', 'finish' (in relation to
painting), 'finishing coat' etc., are as defined in
BS 2015 'Glossary of paint terms'.
4.3.18 Fasteners shall not be painted prior to use,
but shall where required, be painted after assembly.
See 4.3.24
STANDARD PAINT SCHEMES FOR ALL AEROPLANES
GENERAL
4.3.19 Etch primer is regarded as pretreatment, not
as a full part of the paint scheme-itself. It is not
acceptable where high resistance to aggressive
fluids (eg phosphate-ester hydraulic fluids, castor oil
and synthetic lubricants) is required.
(Excluding areas made of doped fabric)
EXTERIOR SURFACES
4.3.20 All surfaces of an aeroplane that are exposed
to the external environment either permanently, as
part of the exterior construction, or transitorily to a
significant extent, and are made of metals required
to be painted in accordance with the requirements
of this chapter, or that are to be painted for the sake
of appearance or to meet operational requirements,
shall be given a full paint scheme of at least primer
and finish to give, when dry, a minimum film
thickness of 50m.
Note: External surfaces include wheel-wells,
undercarriages, wing-folds, air brakes, wing flaps,
fairings or other areas which may be occasionally
exposed to the external environment or into
which water may be driven or collect.
INTERIOR SURFACES (HEAVY DUTY)
4.3.21 Interior surfaces subject to heavy
condensation, aggressive hydraulic fluids, or other
potentially corrosive fluids noted 4.3.4 - 7, shall
coated with a full scheme of at least primer and
finish, or two full coats of primer, resistant to these
fluids. In all cases interior finishing schemes for
heavy duty protection shall have, when dry, a
minimum film thickness of 40m.
INTERIOR SURFACES (NORMAL)
4.3.22 Interior surfaces, not subject to heavy
condensation or severe contamination with
aggressive fluids or special requirements for colour,
shall be coated with epoxy primer to DTD 5567
unless otherwise specified, to give a minimum film
thickness when dry of 20m.
Interior surfaces of integral fuel tanks. This is
dealt with in detail in 4.3.77 - 79.
OTHER PAINT SCHEMES
4.3.23 Steel parts forming part of mechanisms, may
be painted with stoving enamel (DTD 56, BS X 31).
Other paint schemes and other organic coating
schemes, eg plastic coatings and anti-fretting
coatings, may be used for the purposes for which
they are approved.
PAINTING IN RELATION TO ASSEMBLY
4.3.24 Components shall be given at least a coat of
primer and preferably painted to the requirements of
4.3.19 - 4.3.23 before assembly.
(a) Components which have only been primed
before assembly, and which require a finishing coat
after assembly, should preferably be primed again
overall.
(b) After assembly, where required, all fasteners
shall be painted according to 4.3.19 - 23, (See also
4.3.53 - 54) and all damaged areas shall be painted
according to 4.3.118 - 121.
Excluding the specific cases covered by 4.3.25 -
32.
For wet assembly see 4.3.104 - 116 and for
touch-up after assembly see 4.3.117 - 121
EXCEPTIONS AND SPECIAL CASES
4.3.25 Bushes. Bushes shall be wet-assembled
(4.3.104 - 116) even though the greater part of the
jointing compound is exuded from the fit. Bushes
with flanges shall be similarly wet-assembled so that
a fillet is formed around the flange (4.3.105).
(a) Where bushes are inserted into aluminium or
magnesium alloys, especially those exposed to the
atmosphere, (eg in undercarriage assemblies),
particular care shall be taken in the application of
protective surface treatments and in the prevention
of ingress of water to the mating surfaces. Where
a plating treatment is required to prevent galvanic
corrosion, eg the cadmium or tin plating of copper-
alloy bushes (4.3.64), the maximum thickness of
plate shall be applied consistent with satisfactory
assembly.
(b) As a supplement to sealing within the joint, the
application of sealing or caulking compounds
along the lap shall be considered
4.3.26 Metallic shims. Both sides of the shim shall
be coated with sufficient wet assembly material so
that a fillet is formed covering the edge of the shim.
(a) When shims are used during assembly, special
attention shall be paid to wet assembly.
(b) As a supplement to sealing within the joint, the
application of sealing or caulking compounds
along the edges of the lap shall be considered.
4.3.27 Lubricated parts. Surfaces that run in a
maintained environment of oil or grease generally
require no protective treatment Magnesium alloy
parts shall, however, be protected to the
requirements of DTD 911.
See also 4.3.42 and 4.3.57.
4.3.28 Tube and pipes. Tubes and pipes carrying
operating fluids need not be painted internally. If
they are painted, the paint scheme chosen shall be
resistant to the fluid and shall be suitable for
continuous immersion in the fluid.
4.3.29 Contact with fabric dope. To prevent
softening of the finishing coat by dope solvents, all
surfaces liable to come into contact with fabric
during doping operations shall be treated so as to be
compatible with dope.
This requirement does not apply to surfaces to
which fabric is attached by an adhesive.
4.3.30 Rubbing surfaces. These may require
coatings or treatments to prevent galling or wear.
In making a choice the Contractor shall take into
account their adequacy in protecting against
corrosion in the environment in which the parts
will operate, and their effects upon fatigue life.
See also 4.3.40 and 4.3.57.
4.3.31 Electrical bonding. To achieve satisfactory
electrical bonding to the aeroplane structure, it is
sometimes necessary to re-move, or to omit locally,
any surface protection. At such bonding points
precautions shall be taken to prevent the ingress of
any corrodent or operating fluid by suitable use of
jointing compounds, sealants and caulking materials,
followed where possible by painting.
4.3.32 Holes machined after painting. Except in the
case of magnesium alloys, holes and countersinks
machined in parts which have been painted need not
be given any protective treatment prior to wet
assembly (4.3.105 - 116) with fasteners (4.3.106-
107), or insertion of bushes (4.3.25). After
assembly the parts shall be further protected
according to 4.3.24 or 4.3.25.
TREATMENT OF NON-CORROSION-RESISTING STEELS
4.3.33 These requirements apply to all parts, including
fasteners, made of steel containing less than 9%
chromium.
4.3.34 Cleaning. All steels shall be cleaned (DEF
STAN 03-2) and, unless otherwise excepted, given
one of the treatments in 4.3.34.
4.3.35 Standard treatment for all parts for use
below 235C Cadmium plating (DEF STAN 03-19)
followed by painting.
(a) Prior to painting the cadmium shall be either
passivated (DEF-130) or etch primed (DEF STAN
80-15 and proprietary alternatives covered by
approved specification for paint schemes) if etch
primer is acceptable, (see 4.3.19). Fasteners shall
be passivated (DEF-130) after cadmium plating,
and painted only after assembly (4.3.18 and
4.3.24).
(b) Alternatives to cadmium plating in special
cases:
(i) Aluminium coatings. Coating with
aluminium by an approved process followed
by painting, and for large parts and parts with
wide tolerances, spraying with aluminium (BS
2569: Part 1) and then painting. Unpainted
aluminium coatings may be suitable for use at
elevated temperatures
(ii) Zinc coatings. Parts subject in
service to temperatures between 235C and
350C may be zinc plated (DEF STAN 03-
20), chromate passivated (DEF-130) and
painted with a suitable heat-resisting paint
scheme. Except on Naval aeroplanes, other
aeroplanes designed to operate in a marine
environment, and on fasteners, zinc plating
may be used in place of cadmium plating on
normal interior surfaces (as defined in 4.3.22)
of parts subject to service at any temperature
below 350C.
(iii) Phosphate coatings. Phosphate
treatment to Class I or II of DEF STAN 03-
11 followed either by painting or other
suitable approved coating schemes, eg plastic
coatings and anti-fret coatings (para 8.5.6),
may be used when cadmium plating is not
technically feasible or desirable.
(iv) Grade B parts only. These may be
zinc coated by electroplating (DEF STAN 03-
20) or any other suitable process, nickel or
nickel/chromium plated (DEF STAN 03-10),
tin plated (DEF STAN 03-8), tin-lead alloy
plated or made from tinned steel (BS 2920).
Tin coated parts shall not, however, be used
in contact with cadmium plated parts where
the temperature in service may exceed 120C.
The protective metal coating shall be
followed by etch priming and painting.
Alternatively Grade B parts may be phosphate
treated (DEF STAN 03-11), followed by
painting or other suitable approved coating
schemes.
(v) Vacuum cadmium coatings:
Cadmium coating by vacuum evaporation may
be employed (DTD 940) instead of cadmium
plating to DEF STAN 03-19.
HIGH STRENGTH STEELS
4.3.36 Parts made of steel of maximum specified
tensile strength exceeding 1450 MPa shall be
subject to the special requirements of DEF STAN
03-4.
STRUCTURAL TUBING
4.3.37 It shall be assumed that the inside of tubular
structures will breathe and that water will condense
and cause rusting from the inside unless substantial
protection is given. Prior to welding or other
assembly procedures, any manufacturing or heat-
treatment scale shall be removed, (eg by pickling).
Phosphate treatment plus slushing with an inhibitive
primer is desirable, but if aqueous treatments are
impossible, (eg in a complicated welded structure),
then insides shall be thoroughly slushed with a
supplementary protective, eg PX-28, suitably
thinned. Access holes shall be provided if needed
and, whenever possible, shall be securely sealed
after the organic protective has been introduced.
Where secure sealing is not possible drainage holes
shall be provided.
Outer surfaces should be sprayed with aluminium
or plated with cadmium if possible but phosphate
treatment plus a full paint scheme is acceptable.
4.3.38 Springs. The advice in Defence Guide DG-
10 shall be followed.
Where protection is required, cadmium plating and
paint is the preferred protective.
4.3.39 Gun parts. Steel gun parts classified as
airframe components (eg deflector chutes,
ammunition belt feeds and guides) shall be treated
by Sherardising (BS 4921), hard chromium plating
(DEF STAN 03-14) or electroless nickel plating
(DEF STAN 03-5).
4.3.40 Parts subject to wear. Where increased wear resistance is required, hard
chromium plating (DEF STAN 03-14) is in many
cases an acceptable process. Electroless nickel
(DEF STAN 03-5) or nickel plating (DTD 905)
may be used in some cases. A number of other
approved hard surfacing treatments are available
for special application (DTD 941, DTD 943 and
DTD 900). In making a choice, the Contractor
shall take into account the adequacy of the
treatment in protecting against corrosion in the
environment in which the parts will operate, and its
effect upon fatigue life.
4.3.41 Wire Ropes. Zinc coated wire ropes which
have been treated with a lubricant during
manufacture shall be used, and shall be installed as
supplied.
4.3.42 Lubricated parts. Surfaces that run in a maintained environment of
oil or grease need not be protected against
corrosion. Phosphate (DEF STAN 03-11, Class 1)
or black oxide (DTD 900) treatment may be given
if desired.
Note: Black oxide treatments should be avoided
wherever possible, and shall not be used on steels
of maximum specified strength exceeding 1450
MPa. This restriction does not apply to surface
hardened parts or to parts made from 1% C 1 %
Cr bearing steel.
4.3.43 Safety Harness Components. When Safety Harness Components are made from
non-corrosion resisting steels and particles of paint
For design of Safety Harness Components see
Clause 4.21.
produced in use by abrasion/wear could cause
detriment to the operation/function of a
mechanism, then cadmium plating and passivation
without further painting is the preferred protection.
TREATMENT OF CORROSION RESISTING STEELS
4.3.44 These requirements apply to all parts, including
fasteners, made of steel containing not less than
9% chromium.
4.3.45 Designs embodying corrosion resisting steels
shall avoid crevices wherever practicable. Where
crevices are unavoidable these shall be sealed
wherever possible with an approved sealant
(4.3.105 - 109).
Where sealing is not practicable, (eg on moving
parts), specialist advice shall be sought on the
selection of a corrosion resisting steel with the
optimum combination of required properties and
resistance to crevice corrosion).
In certain environments, especially maritime,
corrosion resisting steels can suffer severe pitting
corrosion and advice shall be taken on the choice
of alloy and suitable protective schemes (Leaflet
13).
4.3.46 All parts made from corrosion resisting steels
shall be cleaned by appropriate methods in
accordance with DEF STAN 03-2 to ensure
freedom from surface contamination.
In particular, the surfaces of forgings, castings,
welds, "black" bars, heat treated parts etc, shall
have sufficient surface material removed to ensure
freedom from contamination caused by
manufacturing operations, where these surfaces are
to be present on the finished parts.
4.3.47 Corrosion resisting steel wire ropes shall be
installed as supplied.
4.3.48 Parts for use above 235C shall not be
coated with cadmium.
PARTS IN CONTACT WITH ALUMINIUM ALLOY
4.3.49 These parts shall be treated by one of the
following procedures:
(a) Cadmium plated (DEF STAN 03-19),
optionally followed by painting, and then wet
See also 4.3.11 Guidance
assembled (4.3.105 - 116).
(b) Zinc plated (DEF STAN 03-20), optionally
followed by painting, and then wet assembled (para
24).
(c) Zinc sprayed (BS 2569, Part 1) optionally
followed by painting and then wet assembled (para
24).
(d) Coated with aluminium by any approved
method (DTD 900) optionally followed by painting
and then wet assembled (4.3.105 - 116).
(e) Painted, and then wet assembled (4.3.105 -
116) using, optionally, a sacrificial metal shim.
(f) Painted and assembled with a non-metallic
separator.
(g) Painted and assembled using an elastomeric
sealant.
PARTS IN CONTACT WITH MAGNESIUM ALLOY
4.3.50 Surfaces that will be assembled to contact
magnesium alloy shall be treated by one of the
following procedures and painted where this is
feasible prior to wet assembly (4.3.105 - 116).
(a) Cadmium plated (DEF STAN 03-19) and
chromate passivated to the requirements of DEF-
See also 4.3.11 Guidance
130,
(b) Zinc plated (DEF STAN 03-20) and chromate
passivated to the requirements of DEF-30,
(c) Zinc sprayed (BS 2569, Parts 1 and 2) and
130,
(d) Shimmed with zinc which has been chromate
chromate conversion coated 5000 and 6000
aluminium series washers to DEF STAN 03-18,
anodised aluminium washers, or with insulating
material, eg, Nylon. The shim shall extend from the
area of contact to an extent sufficient to break any
electrolytic path.
TREATMENT OF ALUMINIUM AND ALUMINIUM ALLOYS
4.3.51 ALL PARTS SHALL BE CLEANED (DEF
STAN 03-2) AND, WITH THE EXCEPTION OF
THOSE LISTED IN 4.3.53 - 60, SHALL BE
GIVEN ONE OF THE FOLLOWING
TREATMENTS FOLLOWED BY PAINTING:
(a) Anodised (DEF STAN 03-24 or 03-25),
(b) Chromate filmed (DEF STAN 03-18),
(c) Etch primed (DEF STAN 80-15 and proprietary
Selection of Treatment. The considerations
affecting the choice of the treatment from those
listed shall include the following:
(a) The suitability of a casting for anodising, and
to some extent the type of process used, will
depend on the alloy (DEF STAN 03-24, 03-25 and
03-26).
(b) Sprayed metal coatings are not suitable for
close tolerance parts or for thin sheet.
alternatives covered by approved specifications for
paint schemes) when treatments (i) or (ii) are not
technically feasible or desirable and when etch
primer is acceptable (4.3.19),
(d) Sprayed with aluminium, aluminium-zinc alloy,
or zinc (DEF STAN 03-3), followed by etch primer
if etch primer is acceptable (4.3.19) or, in the case
of aluminium or aluminium-zinc alloy, by chromate
filming (DEF STAN 03-18).
(c) Some alloys containing a high proportion of
alloying elements do not give good coatings by
anodising or chromate filming. The treatment shall
be chosen that gives a film of good appearance and
properties.
(d) Where anodising is required as an aid to
inspection for cracks, laps etc, or of gain flow, the
chromic acid process (DEF STAN 03-24) shall be
used.
(e) Selection of the treatment to be used will be
affected if parts are to be adhesive bonded.
(f) While sulphuric acid anodising processes (DEF
STAN 03-25 and 03-26) may reduce fatigue
strength, the chromic acid process (DEF STAN
03-24) has comparatively little effect on fatigue
properties.
(g) Where fatigue is a major design consideration
holes should not be anodised.
4.3.52 Parts that cannot be painted: These parts
shall be anodised (DEF STAN 03-24 and 03-25).
Thin anodic films with relatively poor resistance
to corrosion can result when overaged
aluminium-zinc alloys (eg BS L160, BS L161,
BS L162) are anodised by the standard chromic
acid process (DEF STAN 03-24).
4.3.53 Aluminium alloy fasteners other than rivets.
Except where used in electrical circuits, these shall
be anodised (DEF STAN 03-24, 03-25 and 03-26)
before wet assembly. All fasteners shall be painted
with a complete scheme after assembly.
4.3.54 Solid rivets. Solid rivets used as supplied
need not be given any surface protective treatment
prior to wet assembly (4.3.105 - 116). In the case
of rivets placed in the freshly solution treated
condition care shall be taken to remove completely
all salt residues from the heat-treatment process.
After assembly, exposed areas of all rivets shall be
painted with the paint scheme as specified in 4.3.24.
4.3.55 Structural and other tubing. Tubing shall
be treated externally as in 4.3.51. Structural tubing
shall be treated internally as in 4.3.51.
For the interior of tubes carrying operating fluids,
see 4.3.28.
4.3.56 Welded parts. When welded parts are to be
anodised, the chromic acid process shall be used
(DEF STAN 03-24).
4.3.57 Part subject to wear. Where the standard anodising processes (DEF
STAN 03-24 and 03-25) give insufficient
resistance to wear, parts may be hard anodised
(DEF STAN 03-26), chromium plated (DEF
STAN 03-14) or coated with hard facing material
(DTD 900). Anodic films may be impregnated
with approved solid film lubricants (DTD 900). In
selecting a process, the Contractor shall consider
the effect which the coating may have upon fatigue
life and corrosion resistance of the aluminium
alloy.
4.3.58 Honeycomb core. Core materials made of Alternatively, the core material may be given an
aluminium alloys shall, at the foil stage of
manufacture, be given a chromate filming treatment
(DEF STAN 03-18), or be chromic acid anodised
(DEF STAN 03-24) if this is practicable. At the
expanded honeycomb stage of manufacture, an inert
organic coating shall be applied wherever
practicable to ensure good corrosion resistance of
the honeycomb core material and good durability of
adhesive bonds.
etching treatment (DTD 900) but only if an inert
organic coating is to be applied subsequently.
4.3.59 Items adhesively bonded to honeycomb
core.
The treatment of skins, etc. bonded to the core
shall be selected so that a good bond is obtained
and so that external surfaces are suitable for
subsequent protection (4.3.60).
4.3.60 Completed honeycomb structure. The
external surfaces of the completed honeycomb
structure shall be protected by the appropriate paint
scheme (4.3.19 - 23).
INFLUENCE OF PROCESSING TEMPERATURE ON ALUMINIUM ALLOYS
4.3.61 Temperatures used in processing (eg curing
of organic coatings or adhesives) parts made from
aluminium alloy shall be such that there is no
deleterious effect upon the alloy properties.
TREATMENT OF MAGNESIUM ALLOYS
4.3.62 All parts shall be given the complete
treatment specified in DTD 911.
Other protective schemes such as plastic coatings
(eg Nylon) and anodic treatments (eg the HAE or
DOW 17 processes) may be used subject to
compliance with the requirements of DEF STAN
05-123, Chapter 107.
TREATMENT OF COPPER AND COPPER BASE ALLOYS
4.3.63 All parts shall be cleaned (DEF STAN 03-2).
Except as required by para 13.2, no further
treatment is needed.
Parts may be painted if desired, in which case the
copper base material should be given a mild
abrasive blasting, or be etched (DEF STAN 03-2)
or etch primed (4.3.19).
PARTS IN CONTACT WITH OTHER METALS
4.3.64 Aluminium alloys. The copper base material
shall be cadmium plated (DEF STAN 03-19) or tin
plated (DEF STAN 03-8) and optionally painted
prior to wet assembly (4.3.105 - 107).
4.3.65 Magnesium alloys. The copper base material
shall be cadmium plated (DEF STAN 03-19),
130, and optionally painted prior to wet assembly
(4.3.105 - 107).
4.3.66 Non-corrosion resisting steels. A cadmium
coating shall be interposed between the two metals
by plating (DEF STAN 03-19), optionally followed
by painting, at least the steel surface and preferably
also that of the copper base part prior to wet
assembly (4.3.105 - 107).
PARTS SUBJECT TO CONDENSATION
4.3.67 Surfaces from which condensation can drip
on to other metals shall be coated to prevent
dissolution of traces of copper.
Suitable coatings are: cadmium plate (DEF STAN
03-19) preferably painted, tin plate (DEF STAN
03-8), or paint (4.3.63).
4.3.68
TREATMENT OF TITANIUM AND TITANIUM BASE ALLOYS
4.3.69 These requirements apply to all parts including
fasteners.
GENERAL REQUIREMENT
4.3.70 All parts shall be cleaned (DEF STAN 03- Parts may be painted if desired, in which case the
2). Except as required by 4.3.71 - 73, no further
treatment is needed.
metal shall be pretreated by one of the following
processes:
(a) mild wet abrasive cleaning (DEF STAN 03-2,
Methods D2 and D3),
(b) etch primer (4.3.19),
(c) pickling (DEF STAN 03-2, Method S),
(d) anodising (DTD 942).
PARTS IN CONTACT WITH OTHER METALS
4.3.71 Magnesium alloys. Contact with magnesium
alloy shall be avoided wherever possible.
Surfaces that will be assembled to contact
magnesium alloy shall be treated by one of the
following procedures and then painted where it is
feasible prior to wet assembly (4.3.105 - 116):
(a) zinc plated (DEF STAN 03-20) and chromate
(b) zinc sprayed (BS 2569 Parts 1 and 2) and
130,
(c) coated with aluminium or an aluminium rich
coating by an approved method and conversion
coated to the requirements of DEF STAN 03-18,
(d) shimmed with zinc which has been chromate
chromate conversion coated 5000 and 6000
aluminium series washers to DEF STAN 03-18,
anodised aluminium washers, or with insulating
material, eg, Nylon. The shim shall extend from
the area of contact to an extent sufficient to break
any electrolytic path.
(e) anodised (DTD 942) and coated with a resin
containing molybdenum disulphide (DEF STAN
91-19).
4.3.72 Aluminium alloy. Surfaces that will be assembled to contact
aluminium alloy should first be painted but where
painting is omitted, special attention shall be paid
to wet assembly (4.3.105 - 107). Alternatively, the
titanium base material may be plated with zinc
(DEF STAN 03-20), metallised with zinc (BS
2569 Parts 1 and 2) or coated with aluminium or
an aluminium-rich coating by an approved method.
Titanium based materials may be anodised (DTD
942) and where required coated with a resin
containing molybdenum disulphide (DEF STAN
91-19).
4.3.73 Non-corrosion-resisting steel. No treatment
of the titanium is required. The steel may be coated
with aluminium or an aluminium-rich coating or
coated with cadmium before wet assembly. It shall
be noted that cadmium can penetrate and embrittle
titanium alloys under certain circumstances
See Leaflet 8.
PARTS IN CONTACT WITH NON-METALLIC MATERIALS
4.3.74 Fluorinated organic polymers. The possibility of See Leaflet 9.
corrosion or stress corrosion of titanium alloys by
contact with fluorinated sealants shall be
considered in the choice of materials
4.3.75 Phosphate ester hydraulic fluids. Titanium
alloys shall not be used in situations where
contamination with phosphate ester hydraulic fluid
can occur at temperatures (eg, over 120C) at
which the fluid can cause corrosion of the alloy.
TREATMENT OF METAL TANKS (INCLUDING INTEGRAL TANKS)
4.3.76 THE EXTERIOR SURFACES OF TANKS
SHALL BE PROTECTED BY A TREATMENT
APPROPRIATE TO THE METAL FROM
WHICH THEY ARE MADE. INTERIOR
SURFACES SHALL BE TREATED AS
DESCRIBED BELOW.
TANKS FOR AVIATION FUEL (INCLUDING INTEGRAL TANKS)
4.3.77 ALUMINIUM ALLOY TANKS. THE
INSIDE SURFACES SHALL BE ANODISED IN
CHROMIC ACID (DEF STAN 03-24) OR
CHROMATE FILMED (DEF STAN 03-18) AND
SHALL THEN BE PAINTED WITH A
CHROMATED EPOXY PRIMER (DTD 5567,
SCHEME 1) OR WITH AN APPROVED (DTD
900) ALTERNATIVE SCHEME RESISTANT TO
FUEL CORROSION AND TO MICRO-
BIOLOGICAL ATTACK. IN ADDITION TO
THE SURFACE TREATMENT AN INHIBITOR
CARTRIDGE OR BAG CONTAINING
CALCIUM CHROMATE TO SPECIFICATION
The cartridge shall be installed in a position where
free water present in the tank will come into
contact with it when the aeroplane is in the
standing position. There shall be no risk of the
cartridge or its contents getting into other parts of
the system.
DTD 495 OR STRONTIUM CHROMATE IN AN
APPROVED CARTRIDGE, BAG OR TABLET
FORM SHALL BE PROVIDED IN TANKS NOT
HAVING SUMPS, EG SHALLOW WING
TANKS OR INTEGRAL TANKS.
4.3.78 Titanium alloy tanks. The inside surfaces
need no protective treatment.
4.3.79 Use of copper-base materials. Consideration shall be given to the possibility of
adverse effects due to attack by aviation fuel on
copper-base materials with consequent degradation
of fuel.
TANKS FOR WATER-METHANOL AND FOR DE-ICING FLUIDS
4.3.80 Tanks made from corrosion resisting steel or
titanium need no protection inside. Tanks made of
aluminium base material shall be anodised (DEF
STAN 03-24, 03-25 and 03-26) and the presence of
other metallic components may necessitate further
internal protection with a suitable paint scheme.
TANKS FOR DRINKING WATER
4.3.81 Tanks made of corrosion resisting steel and
titanium need no protective treatment inside. Those
made of aluminium alloy shall be anodised (DEF
STAN 03-24, 03-25 and 03-26) and painted with
clear varnish to DTD 5562, the material used being
suitable for contact with drinking water.
TANKS FOR HIGH TEST PEROXIDE (HTP)
4.3.82 The internal surfaces of HTP tanks shall be
treated as described in DEF-60 and 61 as
appropriate.
TANKS FOR AVPIN
4.3.83 Tanks for Avpin shall be made of corrosion-
resisting steel containing not less than 5% nickel.
They shall be treated only as in 4.3.46; paint shall
not be applied internally.
EXFOLIATION CORROSION OF ALUMINIUM ALLOYS
4.3.84 The aim shall be that all aluminium alloy
parts of the aeroplane are so designed that when the
aeroplane is maintained according to the servicing
schedule there shall be no unacceptable loss of
airworthiness as a result of exfoliation corrosion.
(a) Necessary precautions shall be taken in the
choice of alloy, heat treatment, degree of working,
grain structure, manufacturing methods, protective
treatments, etc, to minimize the chance of
exfoliation corrosion occurring
(b) Wrought aluminium alloys categorised C in
Table 1 of Leaflet 6, because of their high
susceptibility to exfoliation corrosion, shall not be
used without the prior approval of the Aeroplane
Project Director. In the case of aluminium alloys
not included in the Table application shall be made
to the Aeroplane Project Director for
Categorisation.
(c) Aluminium alloys categorised C in Table 1 of
Leaflet 6, which have occasionally suffered
exfoliation corrosion in service, shall be used only
after consultation with materials specialists.
Leaflet 6 gives advice on means of complying
with this para. Advice on testing procedures to
establish the susceptibility of aluminium alloy
components is given in Leaflet 6.
STRESS CORROSION CRACKING
4.3.85 THE AIM SHALL BE THAT ALL PARTS
OF THE AEROPLANE ARE SO DESIGNED,
PROTECTED, ASSEMBLED, DRAINED AND
VENTED THAT WHEN IT IS MAINTAINED IN
ACCORDANCE WITH THE SERVICING
SCHEDULE THERE WILL BE NO
UNACCEPTABLE LOSS OF AIRWORTHINESS
AS A RESULT OF SPONTANEOUS,
PROGRESSIVE OR DELAYED CRACKING
INDUCED BY STRESS CORROSION AND/OR
ASSOCIATED HYDROGEN
EMBRITTLEMENT.
4.3.86 The Designer shall take the necessary
precautions by controlling such aspects as the
strength of material, heat treatment, grain direction,
stress concentrators, manufacturing methods,
surface condition, residual and assembly stress, and
protective treatment to minimise the chance of
failure due to such cracking.
(a) Because of their high susceptibility to stress
corrosion cracking, those materials (aluminium
alloys and steels) categorized D in Table 1,2 or 3
of Leaflet 7 shall not be used without the approval
of the Aeroplane Project Director. When it is
proposed to use an aluminium alloy or steel which
is not included in the tables, application shall be
made to the Aeroplane Project Director for
categorization. (The materials considered in
Leaflet 7 are based on the SBAC's current
rationalized list).
(B) MATERIALS CATEGORIZED C IN
TABLES 1, 2 AND 2 OF LEAFLET 7 HAVE
OCCASIONALLY BEEN SUBJECT TO
STRESS CORROSION FAILURE IN SERVICE
AND SHALL THEREFORE ONLY BE USED
AFTER CONSULTATION WITH MATERIALS
SPECIALISTS, PREFERABLY WITHIN THE
CONTRACTORS ORGANISATION OR
ALTERNATIVELY WITHIN MOD. PARTS
MADE FROM THESE MATERIALS SHALL BE
Leaflet 7 gives advice on acceptable means of
compliance with this clause.
DESIGNED AND MANUFACTURED
OBSERVING ALL OF THE PRECAUTIONS
LISTED IN 4.3.2.
TREATMENT OF WOOD
4.3.87 SEE ALSO 4.1.17.
EXTERNAL PLYWOOD SURFACES
4.3.88 The surfaces shall be covered with a suitable
fabric (BS-F series) applied with an approved
adhesive (DTD 900). They shall then be painted
with the standard paint scheme appropriate to the
adjacent structure.
INTERNAL SURFACES
4.3.89 After any adhesive bonding is complete,
surfaces shall be either painted with the standard
interior paint scheme, or varnished (BS 4Xl7).
FLOORS
4.3.90 Wooden parts in floors shall be treated with
wood preservative chosen by reference to BS 1282.
Types OS or WB 1, 2 or 3 are preferred to Type
TO. Type WB4 shall not be used. Surfaces shall
then be either varnished (BS 4Xl7) or painted with
the standard interior paint scheme.
ASSEMBLY OF WOOD TO METAL
4.3.91 Except where adhesive bonding is used, all
joints between wood and metal shall be wet
assembled (as described in 4.3.104 - 116) after the
metal surfaces have been painted.
Note: The impregnants used to preserve and to
improve the flame resistance of wood may
seriously increase the corrosion of metals with
which the wood is in contact.
4.3.92 Fasteners used in contact with timber should
preferably be made of brass or corrosion-resisting
steel. If made of non-corrosion-resisting steel, they
shall be coated with cadmium (DEF STAN 03-19)
or zinc (DEF STAN 03-20).
4.3.93 Magnesium base alloys shall not be used in
direct contact with wood, but shall be separated by
a shim of zinc, aluminium or a suitable non-metallic
material.
TREATMENT OF FABRIC COVERING OPEN STRUCTURES
4.3.94 The external fabric covering open structures
shall be tautened and protected with dope to BS
X26. Any paint scheme used over the doped area
shall not significantly affect the tautening
characteristics of the dope.
NATURAL FIBRES
4.3.95 Natural fibres, whether in the form of fabrics,
tapes, webbing, cordage or threads, shall be
protected against rot.
Parachute materials shall be treated in accordance
with Specification DTD 928. Other materials shall
be treated in accordance with BS 2087 by one of
the following processes:
(a) Pentachlorophenyl laurate process (aqueous
emulsion type) - this is generally applicable and is
colourless and odourless.
(b) Chrome copper process (with stitch finish) -
this is applicable to cellulose threads but should
not be used where there is contact with rubber or
aluminium or magnesium alloys. It is light green in
colour and odourless.
(c) Mineral khaki process followed by (a) (normal
process with stitch finish) - this is applicable to
Note: Information is given in Leaflet 11 on the
deleterious effects of light and heat on fibre
properties.
cellulose fabrics, tapes and webbing. It is khaki in
colour and odourless.
4.3.96 Polymer coated fabrics. Where appropriate to the end use the coating shall
contain additives which provide the material with
resistance to degradation to the satisfaction of the
Aeroplane Project Director
SYNTHETIC FIBRE MATERIALS
4.3.97 WHEN SYNTHETIC FIBRE MATERIALS
ARE INTENDED FOR APPLICATIONS IN
WHICH THEY MAY RECEIVE MUCH
EXPOSURE TO LIGHT, FIBRE OF THE
'BRIGHT' TYPE SHALL BE USED, IE FIBRE
WHICH IS SUBSTANTIALLY FREE FROM
DELUSTERING PIGMENT.
Synthetic fibre materials are resistant to rotting but
dressings added in course of manufacture should
be removed.
(Information is given in Leaflet 11 on avoidance
of degradation due to light, heat and abrasion).
PLASTIC MOULDED MATERIALS
4.3.98 NO ADDITIONAL FINISH IS
NORMALLY REQUIRED.
TREATMENT OF SYNTHETIC RESIN COMPOSITES
4.3.99 Internal surfaces may be left untreated, except
where painting is required to attain a desired
colour.
Note: The fire retardant properties of thin gauge
laminates may be compromised by the
application of some paint schemes.
4.3.100 EXTERNAL SURFACES SHALL
NORMALLY BE PAINTED WITH AN
APPROPRIATE APPROVED SCHEME
PRECEDED BY AN APPROPRIATE
PRETREATMENT.
Note: Some methods of surface abrasion and
chemical paint removers may cause severe
damage to some types of composite materials,
particularly those containing carbon fibres. For
this reason expert guidance should be sought on
suitable surface treatments and paint schemes.
4.3.101 Where surfaces of composites containing carbon
fibres are in contact with metals, special attention
shall be given to design (para 6) and to assembly
Note: Carbon fibre behaves as a noble metal in
its galvanic corrosion effects on metals, that is,
its effect will be similar to that of gold etc. in
(para 24), to prevent galvanic corrosion. In
particular, direct contact of carbon fibre composite
with magnesium alloy, aluminium alloy, non-
corrosion resisting steel, cadmium and zinc
surfaces shall be avoided either by using adhesive
bonding techniques to electrically insulate the
composite and metallic components or by painting
the carbon fibre composite component before it is
wet assembled (4.3.104 - 116) to the metallic
component which should be protected to the
normal preassembly requirements (4.3.33 - 43,
4.3.51 - 61, 4.3.62).
column 1 of Table 1 of Leaflet 10. In particular,
it will give D class contacts when in contact with
aluminium base and magnesium base alloys.
TREATMENT OF RADOMES
4.3.102 THE GENERAL CONSIDERATIONS OF
4.3.99 - 101 APPLY BUT DUE ATTENTION
SHALL BE PAID TO THE POSSIBILITY OF
CERTAIN MATERIALS, EG PIGMENTS,
AFFECTING RADAR TRANSPARENCY (DTD
926, BS 2076).
BATTERY STOWAGES
4.3.103 Surfaces that may be affected by battery
electrolyte, including by spray, shall be given the
appropriate surface treatment and then painted to
DTD 5567 or DTD 5580.
If mechanical damage to the paint coating is
expected, consideration should be given to
providing suitable supplementary non-metallic
protection
PRECAUTIONS AND TREATMENTS DURING ASSEMBLY
FIELD OF APPLICATION
4.3.104 These requirements apply to all static joints and
interfaces; that is, all contacting surfaces whether
between similar or dissimilar materials (one or
both of which is a metal) that are not intended to
move relative to one another in service. The
requirements apply also to static joints that will
be parted from time to time, eg inspection covers.
WET ASSEMBLY
4.3.105 Except as detailed in 4.3.110 - 114 all static
joints shall be wet assembled with an approved
sealant or an approved jointing compound (4.3.108
-109).
4.3.106 Sealants. These shall be applied to the
mating surfaces so as to completely fill any crevice
and produce at the edge of the joint a specific fillet
which shall not, be subsequently removed Where
fasteners form part of the assembly, the sealant shall
be present down the shank and under the head and
tail.
4.3.107 Jointing compounds. These shall be applied
to the mating surfaces so as to completely fill any
crevice but excess material at the edge of the joint
should be largely removed by wiping prior to
painting. Where fasteners form part of the
assembly, compounds shall be applied to the hole
and/or the shank and thread so that in the assembled
joint the compound completely fills any space under
the head and tail of the fastener.
MATERIALS APPROVED FOR WET ASSEMBLY
4.3.108 Sealants curing to produce an elastomer
which adheres to one, or preferably both, surfaces
(DTD 900). This type of crevice filler should be
used for fuel tanks, cabin skins and pressure
capsules.
Note: Possible dangers to titanium alloys from
fluorinated sealants when at elevated
temperatures are described in Leaflet 9, and it is
recommended that the Aeroplane Servicing
Manual calls for titanium parts in contact with
Viton sealants at temperatures of 200C and
above to be subject to spot inspection for
incipient cracking after every 1000 hours at
temperature.
4.3.109 Jointing compounds
(a) Pigmented jointing compound non-hardening
type (DTD 5604, DTD 900),
(b) Pigmented varnish jointing compound, (DTD
369),
(C) ALTERNATIVES TO (B) ABOVE (DTD
900).
4.3.110 SPOT AND SEAM WELDED JOINTS.
ALL SPOT AND SEAM WELDS SHALL BE
MADE THROUGH A COATING OF APPROVED
(DTD 900) WELD-THROUGH PRIMER,
SEALANT, OR ADHESIVE. THE COATING
SHALL BE APPLIED TO ONE OR BOTH OF
THE SURFACES, AFTER SUITABLE
CLEANING IN SUCH A WAY AS TO FILL THE
CREVICE OF THE WELDED JOINT
COMPLETELY.
4.3.111 Joints made with an adhesive. Jointing
compound shall be omitted from adhesively bonded
areas.
4.3.112 Screwed unions in liquid and gaseous
systems. Jointing compound other than those
specifically designed for the purpose shall be
omitted from unions in oxygen systems and may be
omitted from unions in other systems.
4.3.113 Lubricated joints. Lubricated joints,
including those with grooves or holes for oiling,
shall be assembled with the lubricant to be used in
service, or with an inhibited oil or grease compatible
with the service lubricant.
4.3.114 Joints where anti-fretting treatments are
required. Anti-fretting treatments (DEF STAN 91-
19 and DTD 900) may be used in place of wet
assembly materials.
NON-METALLIC SHIMMING AND PACKING MATERIALS
4.3.115 Such materials shall be non-corrosive,
effectively non-absorbent, and electrically insulating
(BS 2848, 3964, 6746). Wet assembly while not
normally required, may be used to eliminate
potential crevices.
METAL SHIMS
4.3.116 Sacrificial metal shims used in joints
between dissimilar metals shall be wet assembled
(4.3.105 -107).
TREATMENT AFTER ASSEMBLY: TOUCHING UP
4.3.117 Requirements for painting before and after
assembly have been given in 4.3.13-42. Before final
painting, all areas shall be inspected for the integrity
of any protective treatment previously applied.
Areas where the protective treatment is not intact,
due, for example, to damage or to deliberate
removal for electrical bonding, shall be treated as
described below.
TOUCH UP OF SURFACE TREATMENTS
4.3.118 Surface treatments shall be repaired by the
process originally applied except that, where there is
a possibility that any solution used may be trapped
and cause subsequent corrosion, any other process
appropriate to the part and not giving rise to this
danger may be used.
4.3.119 Non-corrosion-resisting steels. Brush
plating of cadmium to meet the requirements of
DEF STAN 03-19 is particularly suitable. Baking
treatments (DEF STAN 03-19 and DEF STAN 03-
4) may be omitted on steels of less than 1800 MPa
max UTS by agreement with the Design Authority.
4.3.120 Aluminium and its alloys. Parts that have
been anodised (DEF STAN 03-24, 03-25 and 03-
26) may be touched up by a chromate filming
treatment (DEF STAN 03-18) applied by brushing,
or by etch priming (DEF STAN 80-15 and
approved proprietary alternatives) provided that
etch primer is acceptable (4.3.19).
4.3.121 Magnesium alloys. Chromate films shall be
touched up as described in DTD 911. Surface
sealing (DTD 5562) may be touched up with room
temperature curing chromated epoxy primer (DTD
5567). Stoved paint schemes may be touched up
with room temperature cured paints (DEF STAN
03-7).
SPARE PARTS
4.3.122 Note: This section applies to spare parts and
should be considered for parts placed in long
term in-work storage.
4.3.123 Spare parts should preferably be supplied
fully protected according to the appropriate sections
of this chapter. Where this is not possible, they
shall be treated in accordance with the following
paragraphs.
4.3.124 Parts supplied in the primed
condition should preferably be protected from
contact with oils, greases and other materials which
would interfere with subsequent treatment.
Otherwise, any such contamination shall be
thoroughly removed prior to over-coating (DEF
STAN 03-7).
4.3.125 Temporary protectives shall be appropriate
approved compounds (Corrosion Manual AP119A-
0200-1D Table 1). For long term and tropical
storage, the requirements of DEF STAN 81-41
Parts 1 to 6 shall be observed. The requirements do
not apply if maintained desiccated packs are used.
NON-CORROSION-RESISTING STEEL PARTS
4.3.126 Plated parts shall be coated with temporary
protective except where the storage is known to be
in warm indoor conditions.
See 4.3.33 - 43.
4.3.127 Parts metallised with aluminium should not
be treated with temporary protective.
4.3.128 PARTS PHOSPHATED AS A PRE-
TREATMENT BEFORE PAINTING SHALL
ALWAYS BE SUPPLIED WITH AT LEAST A
COAT OF THE PRIMER OF THE SPECIFIED
PAINT SCHEME, AND SHALL NOT BE
COATED DIRECTLY WITH TEMPORARY
PROTECTIVE.
4.3.129 Lubricated parts, including those
phosphated before lubrication, shall be supplied in
the lubricated condition or coated with temporary
protective. It shall be stated whether the temporary
protective must be removed immediately prior to
service, or whether it is compatible with the service
lubricant.
ALUMINIUM AND ALUMINIUM ALLOY PARTS
4.3.130 Parts that have been anodised or chromate
filmed before painting shall be supplied with at least
a coat of the primer of the specified paint scheme.
Temporary protectives may be used on parts that
are not to be painted.
See 4.3.44 - 50
4.3.131 Parts which are not required by 4.3.44 - 50
to be anodised or chromate filmed shall be either
etch primed (4.3.19) or coated with temporary
protective.
4.3.132 Parts metallised with aluminium or
aluminium-zinc alloy should normally be supplied
with at least one coat of the primer of the specified
paint scheme. If supplied bare, they shall not be
coated with temporary protective. Parts metallised
with zinc shall be etch primed (4.3.19) and
preferably then coated with the primer appropriate
to the specified paint scheme.
MAGNESIUM ALLOY PARTS
4.3.133 Parts shall be supplied in the fully protected
condition, with the possible exception of the final
finishing paint coat.
See 4.3.51 - 61.
CRATING AND STORAGE
4.3.134 Packing and crating for storage and
shipment shall be carried out with due regard to the
hazards of transport, the climate and environment to
be withstood and to the dangers of accelerated
corrosion caused by stagnant conditions inside
packs or inside components. Guidance should be
sought from DEF STAN 81-41 Parts 1 to 6 and
DEF STAN 03-13.
4.4 ACCESSIBILITY, MAINTENANCE AND SERVICING
4.4.1 This information was previously published as Chapters 800, 801, 802, 803, 804 and 805 of DEF STAN 00-970 Issue 1. It is similar in content to JAR
25.611. The requirements of this clause aim at the simplification of inspection, servicing, replacement of components and repair by Service personnel in order
to reduce the time, effort and cost spent in maintaining the aeroplane in an airworthy condition, thereby increasing its operational effectiveness.
4.4.2 The aeroplane and its equipment shall be
designed to reduce to a minimum the need for
servicing or inspection other than the need to
replenish consumable stores. (4.4.3 - 7).
Routine servicing, adjustments, lubrication, repairs
and replacements of component parts shall be
possible with ease, using, as far as possible,
standard tools and equipment and with the
minimum of manhours and without need for access
equipment. (4.4.3 - 7).
DESIGNING FOR MAINTENANCE
4.4.3 During the early design stages of an aeroplane
special attention shall be given to ensure:
(a) that the engine and it's equipment can be
replaced easily and quickly.
(b) that inspection, maintenance and repair of
parts of an aeroplane structure and installations can
easily be accomplished.
(c) easy removal and replacement of damaged
sections of aeroplane structure and systems.
In addition consideration shall also be given to
the following requirements (the list is not
exhaustive):
(a) Reduction of complexity by:
(i) providing adequate accessibility,
workspace and work clearance
(ii) providing for interchangeability of
similar materials, components and parts.
(iii) use of standard parts (1.1.3 and 4.1.10 -
12).
(iv) logically sequenced maintenance tasks.
(b) Reducing the frequency of servicing and
maintenance activities by using:
(i) fail safe or damage tolerance design
features in essential services.
(ii) components that require little or no
preventive maintenance.
(iii) tolerances that allow for use and wear in
service.
(iv) adequate corrosion prevention and
control features (4.1).
(c) Reducing Maintenance Downtime by
designing for
(i) rapid and positive detection of a
malfunction
(ii) ease of fault rectification
(iii) rapid and positive adjustment and
calibration
(iv) rapid testing or checking of rectification
(v) easy repair or replacement of
components and parts that are vulnerable to
normal operating hazards and battle damage
avoiding time consuming and tedious
processes (4.4.37 - 62).
(d) Reduction of maintenance support costs by
limiting
(i) number and variety of tools and support
equipment
(ii) the need for special tools and
support equipment
(iii) the need for 3rd and 4th line
maintenance (Leaflet 14)
(iv) the need for extensive or complex
maintenance data.
(e) Reducing the possibility of maintenance error
by eliminating:
(i) the possibility of incorrect assembly,
installation or connection (1.1.9 - 1.1.11).
(ii) dirty, awkward and tedious job
elements.
(iii) ambiguity in maintenance labelling,
coding and technical data.
ACCESSIBILITY
4.4.4 (a) Where practical access shall be provided to
permit inspection (including inspection of principle
structural elements and control systems),
replacement of parts, adjustment and lubrication as
necessary for continued airworthiness. Where it is
not practical to provide direct visual access non-
destructive inspection aids may be used to inspect
structural elements if it can be shown that the
inspection is effective.
(b) Where practical access shall be provided
through hinged cowls or panels. Engine cowls
shall be hinged to the airframe.
STOWAGE
4.4.5 Stowages, easily accessible to servicing
crews, shall be provided for Travelling Servicing
Notes and forms, Form F700, cross servicing guide,
pitot head covers, static vent plugs, safety and
warning pennants, turn round tools, undercarriage
locks and special to type servicing couplings.
CONDITION INSPECTION EQUIPMENT
4.4.6 The lives of many aeroplane components are
influenced by the duty cycles that those components
experience. Although statistical analyses are used
to evaluate safe lives, a more accurate assessment of
Consideration shall be given to the incorporation
of such monitors in the aeroplane design and,
where possible they should be easily read in situ
and from the ground.
See Section 6.
the life expended can be made through the use of
monitoring equipment, (e.g., elapsed time
indicators, magnetic chip detectors, vibration
analyses, etc).
FAULT DIAGNOSIS
4.4.7 To assist in fault diagnosis, aeroplane system
designs shall include where appropriate, facilities for
built in test equipment (BITE) and the use of
accessible self diagnostic maintenance panels to
indicate, to an agreed level, the location of system
faults.
Where ground test equipment is required for
maintenance of complex systems, an automatic test
facility shall be considered.
TRANSPORT, HANDLING AND STORAGE
4.4.8 The information from 4.4.8 to 4.4.24 was
previously issued as Chapter 801. It covers the
requirements for transport, handling and storage
with the general aim that the design shall permit
the use of standard equipment wherever possible.
Where standard equipment or tools cannot be
employed, the special items shall be included with
the design of the aeroplane
TRANSPORT OF COMPONENTS
4.4.9 So that, as far as possible, aeroplane
components may be packed and transported by
normal transport facilities, the compliance shall be
met on the following basis:
(a) for aeroplanes up to 34,020 kg all-up weight,
the requirements shall be met in full, and
(b) for aeroplanes over 34,020 kg all-up weight,
(a) It shall be possible to sub-divide the aeroplane
into components as indicated in Table 2 and the
individual components including packing cases,
shall not exceed the size and weight limitations
given in Table 3. Case wall thickness shall be
taken to be:
(i) 100mm for sides and ends, and
the requirements shall be considered individually in
the light of the role and construction of the
aeroplane.
(ii) 150mm for top and bottom.
Where it is not possible to design the airframe with
suitable breakdown or transport joints the
maximum facilities shall be provided for on-site
"fly-in" repairs.
(b) All components shall be designed to be
conveniently stored and handled without elaborate
supporting crates; jury struts should be used where
necessary to render components self-supporting.
(c) Components should have no projecting
portions liable to be damaged and brackets in this
category should be readily removable for packing
and transport.
(d) Component parts of wings and tail units shall
be packed vertically or flat in their cases and
diagonal packing to comply with the limiting
dimensions will only be accepted in exceptional
circumstances. It should be possible to store wing
components with the chord vertical.
(e) As far as possible components shall
incorporate facilities for handling and securing
them in storage and transport containers so that
the containers do not have to provide complicated
parts to give the necessary support.
GROUND HANDLING
4.4.10 (a) The aeroplane shall be designed with a view to
the fullest possible use being made of standard
R.A.F. or Naval equipment, tools and ground
support equipment (GSE) as appropriate, for
servicing, as, for example:
(i) moving the aeroplane on the ground,
(ii) filling tanks (Clause 5.2),
(iii) routine overhauls of the engine(s) and
airframe,
(iv) removing and handling an engine change
unit,
(v) removing and handling an auxiliary
airborne power plant, if fitted,
(vi) jacking-up the aeroplane, and
(vii) re-arming.
(b) Particulars of standard equipment are
obtainable, on written application, from the
Aeroplane Project Director.
(c) When Special to Type (STT) GSE is required,
consideration shall be given to:
Typical items of G.S.E. which the Contractor
may be required to supply are as follows:
(a) aeroplane gantry for engine changing,
(b) ladders for reaching the engine(s), tanks
or other parts,
(c) jacks to lift and support the aeroplane,
(d) wing and tail trestles,
(e) tail towing and steering arms,
(f) tackle for handling auxiliary airborne
power plants, if fitted, and
(g) slings (4.4.16 - 19).
(i) ease of use in any operational
environment.
(ii) reliability.
(iii) operation, handling and maintenance by
personnel wearing NBC protective clothing.
JACKING
4.4.11 It shall be possible to raise the aeroplane on
three primary jacking points for the following
purposes:
(a) as a routine measure for the testing, removal
and replacement of all retractable mechanisms and
their associated equipment, and for those servicing
operations which include rigging checks and
adjustments, and
(b) as part of the recovery operations following
an incident.
It shall be possible to meet the requirements of
4.4.11 & 12 using jacks chosen from the standard
range and approved by the Aeroplane Project
Director, from whom advice on the current range
of standard jacks can be obtained.
4.4.12 It shall be possible to jack up the aeroplane
at or near the axles for the purpose of changing an
individual wheel having a deflated tyre.
4.4.13 The aeroplane in any operational
configuration and carrying any authorised
combination of stores shall be stable when
supported upon jacks at all masses between the
empty mass and the maximum take-off mass.
The effect of movable masses (e.g. fuel, personnel,
equipment and tools) shall also be considered.
4.4.14 The minimum clear space to be provided
under each aeroplane primary jacking point, to
See ASCC Air Standard 11/7
accommodate a tripod jack, shall conform to Fig.1.
4.4.15 Jacking pads shall comply with the
requirements of BS C 12 and shall be fitted so that
when the aeroplane is in the normal jacked-up
position, the axial centre line of the pad is within 3
of the vertical.
(a) The pad may be permanently fixed to the
jacking point or may be a detachable fitting.
(b) If detachable pads are used at primary jacking
points, they shall be chosen from the standard pads
listed in Defence Standard 17-3. The sockets in
the aeroplane shall be designed so that the pads
can be inserted and removed without difficulty.
When not in use, detachable jacking pads will not
normally be required to be stowed in the
aeroplane.
4.4.16 The jacking points shall be marked in
accordance with the requirements of Defence
Standard 05-18.
SLINGING
RAF AEROPLANES
4.4.17 Aeroplanes with a maximum design take-off
weight not exceeding 20,412 kg shall have
provision for the attachment of lifting slings to
enable the aeroplane to be lifted clear of the ground
on one hoist.
Provision shall also be made for slinging the
aeroplane less wings.
NAVAL AEROPLANES
4.4.18 Provision shall be made for slinging the
complete aeroplane on one hoist with all folding
components both folded and spread, and with jury
struts in position. It shall be possible to sling the
complete aeroplane less wings and also complete
aeroplane when in the embalmed state.
(a) Aeroplanes with a maximum design take-off
weight exceeding 9,072kg shall have provision for
slinging by both one and two hoists.
(b) The height of the slinging ring shall be the
minimum possible and shall not exceed 4.6m above
the ground when in the slinging attitude.
COMPONENTS
4.4.19 Slinging facilities shall be provided on
components too heavy for manhandling.
(a) When required, a detachable hoist for fitting to
the aeroplane shall be provided to permit the
installation and changing of heavy components,
engines or propellers.
(b) On Naval aeroplanes, when the height of the
tailplane exceeds 3.0m above ground level,
provision shall be made for the attachment of a
lifting frame to the underside of the tailplane in
addition to an overhead sling.
MARKING OF SLINGING POINTS
4.4.20 All slinging points shall be marked in
accordance with the requirements of DEF STAN
05-18.
GROUND TOWING
4.4.21 Provision shall be made on all aeroplanes for
towing and pushing by a standard towing vehicle
with a towing arm attached to the auxiliary
undercarriage unit or neighbouring strong points.
(a) Manoeuvring by these means shall be possible
in all turns corresponding to the range of castoring
angles specified in Clause 4.11, even when
undercarriage ground locking devices and/or flying
control locks are engaged (also 4.11.65 & 66 and
3.11.6 - 9).
(b) Provision shall be made for RAF aeroplanes to
be towed both backwards and forwards by means
of a bridle attached to the main undercarriage units
with the apex at the towing vehicle.
See also Clause 3.10.
TOWING POINTS
4.4.22 All towing points shall be readily accessible
to ground personnel and shall be marked in
(a) On Naval aeroplanes, auxiliary undercarriage
towing points shall be located at the axle.
accordance with the requirements of DEF STAN
05-18. (b) The dimensions of towing points on aeroplanes
shall conform to DEF STAN 17-10.
(c) Where towing lugs are provided at the main
undercarriage, they shall, where possible, be in a
horizontal plane when the aeroplane is at rest on
the ground and shall be located as close to the
centre of the main wheel as practicable.
See also ASCC Air Standard 25/9 and STANAG
3278
LOAD LIMITATIONS
4.4.23 All towing arms, with the exception of those
for use on aircraft carriers, shall embody a load
limiting device to prevent the load transmitted to the
aeroplane from causing structural damage.
(a) The operating load shall be tested and shall not
be less than 0.15W where W is the maximum
design take-off weight.
(b) Provision shall be made to ensure that the
driver of the towing vehicle can readily ascertain
the maximum permissible towing arm angle.
GROUND RUNNING OF TURBO-JET ENGINES-USE OF NOISE ATTENUATORS
4.4.24 THE USE OF NOISE
ATTENUATING EQUIPMENT DURING THE
GROUND RUNNING OF THE ENGINE(S)
SHALL BE TAKEN INTO ACCOUNT IN THE
DESIGN OF ALL TURBOJET AEROPLANES.
In order to comply with the requirement, all turbo-
jet aeroplanes shall be provided with means of
restraint to limit adequately the dynamic movement
of the jet tail pipe under all conditions of engine
running, from zero thrust to full thrust (including
reheat, if provided).
ROUTINE SERVICING
4.4.25 This information from 4.4.25 to 4.4.32 was
previously published as Chapter 802. It contains
requirements for routine servicing.
(a) In the general design, consideration shall be
given to the possibility of reducing repair work
arising from the normal operating hazards of the
aeroplane type, (e.g, , birdstrike, heavy or wheels
up landings, tail scrapes). Those portions of the
structure likely to suffer such damage should be
quickly and easily replaceable.
(b) Sound proofing, heat shielding and
furnishings shall be arranged for easy access to
hidden components requiring maintenance.
(c) For Naval aeroplanes a means by which the
alignment of the fuselage can be checked should
be provided. Any fittings necessary for this
purpose may be removable.
GENERAL
4.4.26 The design shall cater for adequate servicing with
the least expenditure of manhours. The following
servicing operations:
(i) Flight Servicings.
(ii) Replenishment and draining of
consumable supplies.
(iii) Re-arming.
(iv) Removal, replacement and
functional testing of all avionic equipments.
(a) Routine servicing as conducted by Service
units consists of inspection and operations
necessary to keep the aeroplane in a serviceable
and operable condition and facilities to assist such
work shall be provided.
(b) It should be remembered that an operation
easily performed in a well-lighted and heated
workshop may prove difficult in the open and
under adverse climatic conditions with limited
equipment, and wearing NBC protective clothing.
Similarly, operation from hardened aircraft
shelters (HAS) or under deployed conditions in
the field may impose other restrictions.
Shall be possible, wearing the appropriate clothing,
under the maximum and minimum ground
temperature conditions given in Clause 7.1 and in
all winds of up to 20 m/s (39 kn). No tools shall
be necessary for carrying out the operations (i) and
(ii) above and where possible, without great
increase in weight or complication, this
requirement shall also apply to operations (iii) and
(iv) above.
(b) On Naval aeroplanes it shall be possible to
carry out the operations set down under (a) when
the aeroplane is secured, wings folded, to the deck
of an aircraft carrier rolling 15
0
either side of the
vertical.
(c) On transport aeroplanes, servicing should be
possible with the minimum need to enter the
cabins.
3294
TURN ROUND
4.4.27 Servicing shall be possible without damage
to the aeroplanes finish.
(a) The turn round time, (i.e. the time taken to
replenish all consumable stores and to make a
visual Between-Flight Servicing), shall be as short
as possible. The Contractor shall demonstrate that
the time does not exceed that given in the Staff
Requirement.
(b) The demonstration shall be made using
standard Service equipment with personnel
wearing clothing appropriate to the cold weather
conditions laid down in 4.4.26 and wearing NBC
suits as appropriate, but making the test under
sheltered temperate conditions. The Contractor
shall at an early stage agree with the appropriate
Service authority (Central Servicing Development
Establishment for RAF aeroplanes and Naval Air
Technical Evaluation Centre for Naval aeroplanes)
the number of personnel, the equipment and
clothing used in the demonstration.
AUTOMATIC BREAKAWAY CONNECTION
4.4.28 On RAF interceptor, strike and ground attack
aeroplanes, and on Naval fighter and strike
aeroplanes, all connections needing to be made
between the aeroplane and the ground or ground
equipment during standby and engine starting must
be so designed that the aeroplane can disconnect
them automatically and without damage by taxying
from its standby position.
INSPECTION
4.4.29 Parts which require frequent inspection or
replacement shall be easily accessible and fully
visible to a tradesman working on them. If direct
access is not available then suitable inspection
panels shall be provided. Such panels in pressure
cabin, shall be self sealing and shall not require the
application of sealing compound to make an airtight
joint.
4.4.30 On Naval aeroplanes, it shall be possible to
carry out all Flight Inspections without the use of
ladders and all joints and moving parts of all folding
mechanisms shall be readily accessible for inspection
and/or servicing.
LUBRICATION
4.4.31 WHERE SEALED OR SELF
LUBRICATING BEARINGS ARE NOT USED,
LUBRICATION OF ALL PARTS OF THE
CONTROLS SHALL BE PROVIDED FOR.
(a) To permit the use of standard lubricating guns
specified in Defence Standard 49-2, all lubricating
nipples shall be designed and installed in
accordance with the appropriate requirements of
BS Specification SP 115 to 117
2
or SBAC
Standard AS 44401 to 44403
3
. Straight nipples to
BS Specification SP 115 or SBAC Standard AS
44401 should be used whenever possible.
(b) The aeroplane shall be designed to use the
lubricants listed in DEF STAN 01-5 wherever
possible and as few different kinds as possible shall
be used.
3766.
GASEOUS SYSTEMS
4.4.32 Provision shall be made for charging the
gaseous systems in situ.
REPAIRS
previously published as Chapter 803
GENERAL
4.4.34 Consideration shall be given in the design of the
airframe to ease of repair in service. Particular
care shall be taken to avoid conditions where
defects or damage of a minor nature cannot be
repaired by Service units but require major
replacements or the use of special equipment. All
repairs shall be designed with a view to their being
done by Service personnel and, as far as possible,
without need to dismantle the surrounding
structure. Thus, types of construction using
special techniques are not acceptable if in Service,
repair of minor damage is thereby precluded.
STRENGTH
4.4.35 Repairs shall comply with all relevant design
requirements for the aeroplane as a whole.
The design of the repairs shall, in general, be such
that the reserve factor of the repaired member is
not lower than 1.2 or that of the undamaged
member, whichever is the less. It is, however,
undesirable to repair one member in such a manner
that its strength is relatively much below that of the
surrounding structure. If the application of a
particular repair would considerably reduce the
reserve factor of the member, care shall be taken to
ensure that a combination of two or more repairs
could not reduce the reserve factor below the safe
limit. Alternatively, a warning shall be included
drawing attention to, and prohibiting the
application of, the dangerous combination. If
compliance with these requirements is difficult to
attain, the matter shall be referred to the Director,
RAE,
MATERIAL
4.4.36 Standard materials and methods of repair
shall be employed wherever possible.
COMPOSITE MATERIALS
4.4.37 Repair operations should be of a flush or
patch configuration and spreaders and compatible
Factors that shall be considered for the design of
composite repairs are:
Composite structural repair is in a developing
stage, but because of the need to use specialist
fasteners shall be used where applicable on
aeroplane panels and cowlings. All repairs shall
comply with the relevant design requirements for
the whole aeroplane.
(i) Environmental conditions to ensure
temperature, humidity and cleanliness are
compatible with the repair.
(ii) the dressing of composite materials will
produce highly conductive fibres, therefore,
electrical equipment may need to be screened. The
fibres also act as an irritant.
(iii) the need for an NDT inspection before and
after the repair to ensure integrity of the
surrounding structure and the repair.
(iv) the provision of a scrim cloth and of an
adhesive film as an insulator because galvanic
action will occur between composite materials and
non ferrous metals.
(v) provision for accessibility, replacement of
parts, and inspection in composite material
enclosed areas.
(vi) greases, oils, chemicals and fuels can have
a detrimental affect on composite material resins.
(vii) the provision of an anti fretting strip to the
underside of panels and, cowlings prior to fitment
('Limpet suction cups' may be used for removal if
restriction is felt).
equipment, environmental conditions, material
handling difficulties and the need for careful lay
up, most repairs are likely to be undertaken at
2nd, 3rd and 4th line.
(viii) the need to maintain lightning strike and
EMC protection where applicable.
REPLACEMENT OF COMPONENTS
4.4.38 THE INFORMATION FROM 4.4.38 TO 4.4.47
WAS PREVIOUSLY PUBLISHED AS
CHAPTER 804.
THE BASIC REQUIREMENTS FOR EASE OF
REPLACEMENT ARE:
(a) Accessibility of joints, connectors and
fittings.
(b) Interchangeability of components.
(C) MINIMUM USE OF SPECIAL TOOLS
AND EQUIPMENT.
DISMANTLING AND ERECTION
4.4.39 (a) Components liable to damage, such as landing
gear, wing tips, flaps, air brakes, elevators,
ailerons, pitot head, aerials, etc, shall be easily
replaced.
(b) Where it is necessary to break the fuselage to
remove an engine, fuel tanks, or other
components, consideration shall be given to
providing:
(i) a quick release mechanism or a minimum
THE CONSTRUCTION OF COMPONENT
PARTS OF THE AEROPLANE SHALL BE
SUCH AS TO PERMIT THEM TO BE
RAPIDLY DISMANTLED AND ERECTED
BY SERVICE UNITS. ANY EQUIPMENT
FOR THIS PURPOSE OTHER THAN
STANDARD SERVICE ITEMS SHALL BE
SUPPLIED FOR USE WITH THE
AEROPLANE.
number of bolts, and
(ii) quick release couplings for all pipelines
and controls and plug and socket joints for
electric cables at, or accessible to, the brake
joint in the fuselage.
ENGINE INSTALLATION
4.4.40 THE ENGINE INSTALLATION SHALL
BE IN ACCORDANCE WITH THE
REQUIREMENTS OF CLAUSE 5.1.
PIPELINES
4.4.41 Attention shall be given to the provision of easy
means of replacement of pipelines. The grouping
together of pipelines for ease of access shall not
significantly increase the vulnerability of the
aeroplane to battle damage.
INSTRUMENTS
4.4.42 The instrument panel design and location shall
make it easy to facilitate removal and installation
of the instruments.
CONTROL CABLES OR RODS
4.4.43 Cables must be so arranged that they are
easy to identify, adjust and to replace.
(a) Turnbuckles, other adjustment points, fairleads
and other points in a system which might cause
difficulty when replacing a cable should be placed
in positions where they are readily visible and
accessible, an inspection panel being fitted if
necessary.
(b) Where a cable passes round a pulley, joints
may be inserted in the run of the cable to facilitate
replacement of that portion which travels round
the pulley.
4.4.44 Any shear connection in a flying control or
engine control run, failure of which would lead to a
loss of either control or motive power shall be
either:
(i) an acceptable permanently locked
connection, or
(ii) be provided with a secondary means of
retention such that once the item is placed in
position, the secondary retaining device
becomes automatically effective in preventing
it from dropping out of position even though
the usual retaining device may have been
omitted.
This secondary device should be automatic in
operation and should not depend upon
maintenance personnel remembering to carry out a
separate action such as the bending of locking tabs
or the fitting of locking wire. Secondary means of
retention which depend upon friction or spring are
usually acceptable.
4.4.45 Standard control rod eye ends shall be used
in accordance with 4.4.10 - 12.
ELECTRICAL AND AVIONIC INSTALLATION
4.4.46 Electrical cables should be marked at
frequent intervals with a separate code identity for
each cable so that they are easy to identify and
replace.
Consideration shall be given to the provision of
redundancy and separate routeing to reduce
essential system vulnerability to battle damage.
4.4.47 Avionic and electrical component
replacement units likely to be carried by one man
shall not exceed 27Kg (60 lb), and ideally should
not exceed 18Kg (40 lb). All units exceeding 27Kg
(60 lb) shall be fitted with suitable slinging points.
Where appropriate, avionic and electrical systems
shall be designed with line replaceable units
permitting rectification of a system defect by fitting
a replacement unit; the unserviceable unit then
being repaired off the aeroplane.
INTERCHANGEABILITY
previously published as Chapter 805. It provides
interchangeability requirements for production
aeroplanes and their accessories. On prototype
aeroplanes, interchangeability is not a
requirement, but the provision of complete
interchangeability shall receive full consideration
in the design of such aeroplanes. See also DEF
STAN 05-123, Chapter 201.
BASIC REQUIREMENT
4.4.49 All items (components, assemblies or sub-
assemblies) of airframes, accessories and spares
shall be designed and manufactured to ensure that
they are capable of being replaced without
degrading their functional capability so that any may
be replaced with a stock item of the same standard
unless subsequent authorised modification action
has affected or nullified the item that is in question.
(a) Wherever practicable complete assemblies
shall not be 'handed'.
(b) The Aeroplane Specification will state where
on a particular project a fully interchangeable item
is required to be capable of being changed within a
specified timescale.
The procedures for granting exemption from full
interchangeability are contained in DEF STAN
05-123, Chapter 201, para 8.
PHYSICAL CHARACTERISTICS AND FUNCTIONAL CHARACTERISTICS
4.4.50 The physical and functional characteristics
shall be as defined in DEF STAN 05-123, Chapter
201.
Specific definitions are included in Part 0
LIMITS
4.4.51 LIMITS SHALL BE CLEARLY
STATED ON THE DRAWINGS FOR ALL
DIMENSIONS AFFECTING ASSEMBLY OR
FUNCTIONING OF THE PARTS.
JIGS, TEMPLATES AND GAUGES
4.4.52 In the construction of all parts, the
Contractor shall provide and use such jigs,
templates and gauges as are necessary to meet the
interchangeability requirements, and shall maintain
them so that the approved initial standard is not
deviated from during their period of use.
DIMENSIONING OF DRAWINGS
4.4.53 In dimensioning the drawings of parts, the
individual dimensions shall be given from a chosen
datum point or line and rectangular coordinate
dimensions shall be employed.
It is preferable to choose the datum point or line
on the actual part to assist inspection, since an
external datum necessitates a special set up.
DATA SHEETS
4.4.54 With each new type of aeroplane,
interchangeability data sheets shall be prepared and
included in the Master Record Index (MRI).
(a) These sheets shall show the minimum
clearance for final covering, and also tolerances
upon dimensions and attachment points of all
components which will be held as spare parts.
(b)The minimum allowable clearances which will
ensure that no part of a moveable component will
foul any adjacent component shall also be shown.
(c) If shims and bushes are employed at rigid
attachments, details shall be given on the data
sheets.
4.4.55 Where components are further sub-divided,
as is the case in large aeroplanes, the above
conditions shall also apply at the sub-divisions.
ATTACHMENT OF MAIN COMPONENTS
4.4.56 On main components, when rigid attachments
necessitating fitted joints are essential, removable
parts (e.g. shims and bushes) shall be provided to
ensure that no alteration to the main component is
necessary to obtain the fit required.
HINGES
DATUM
4.4.57 In an arrangement of hinges, one hinge shall
be indicated on the drawings as a datum from the
centre line of which all other hinges are
dimensioned.
This datum hinge may be an end hinge if centres
are up to 2.3m, but if centres are larger than this a
hinge as nearly central as possible shall be used.
MINIMUM CLEARANCES
4.4.58 Sufficient clearance shall be provided
between male and female hinges (other than the
datum hinge to allow for the assembling of each pair
in all positions possible, taking adverse limits into
consideration.
(a) The datum hinge shall have as small a
clearance as possible for location purposes and
where freedom of end movement is permissible,
the minimum clearance of the requirement need
not be provided on this hinge if the limits on the
locating dimension are sufficient to cover the full
end movement possible under the limits governing
the remaining hinges.
(b) There must be no danger of fouling other parts
of the structure, or of exceeding the minimum
clearances allowed between two covered
components which are hinged together.
PIANO HINGES
4.4.59 Piano hinges shall not be separated but shall
be attached to one component only, leaving one half
to be attached to the mating part on assembly.
The drawings shall indicate to which part the line
shall be attached and also convenient bolt holes
which shall be used as datum points for assembly.
COWLINGS AND PANELS
4.4.60 Any suitable method which has received the prior
concurrence of the MOD Quality Assurance
Authority nay be employed to obtain
interchangeability of cowlings, panels, etc. but
consideration shall be given during the early stages
of design to ensure that the pick-up point on the
aeroplane and the pick-up point on the removable
part are adequately jigged.
AERODYNAMIC CHARACTERISTICS
4.4.61 Care should be taken to minimise variations in
contour of any component when change in the
aerodynamic characteristics of that component
will affect the performance of the aeroplane.
CRITICAL POSITIONING
4.4.62 When the position of one component
relative to another is critical (e.g., aileron and
shroud) the shape and the positional dimensions of
the adjacent surfaces shall be closely specified and
tolerances indicated.
The jigging and interchangeability arrangements,
and the riveting technique, shall be designed to
minimise both the risk of departures from the
dimensions and the warping or distortion of such
components in manufacture.
AILERONS
4.4.63 The measures taken to obtain compliance
with 4.4.61 & 62 should be such as to avoid the
necessity for adjustable hinges on ailerons and on all
ailerons it shall be impossible to vary the position of
the hinge along the aileron chord.
4.5 MATERIAL STRENGTH PROPERTIES AND VALUES
4.5.1 This clause contains information previously issued as Chapters 401, 407 and 408 of DEF STAN 00-970 Issue 1. It is similar in content to JAR 25.613.
DESIGN DATA FOR METALLIC MATERIALS
previously published as Chapter 401.
Clause 3.1 states that 'B' allowable values shall be
derived for all Grade A structural details. To
calculate these values it is necessary to refer to 'B
'allowable data for structural materials. This
clause provides information on acceptable data
for metallic materials.
Note: The definitions of A, B and S values are to
be found in ESDU Metallic Materials Data
Handbook 00932.
4.5.3 Data in ESDU Metallic Materials Data Handbook
00932 are given for materials to the specification
issue or date given. It is the Chief Designer's
responsibility to ensure that the data used are
relevant to the specification issue or date defined
on or through the drawing.
(a) Acceptable properties for use in the design of
metallic details are as follows:
(i) As stated in the ESDU Metallic Materials
Data Handbook 00932 obtainable from the
Engineering Sciences Data Unit, 251 to 259
Regent Street, LONDON WlR 7AD,
or
(ii) As obtained or derived from test data
when not included in ESDU Metallic
Materials Data Handbook 00932,
or
(iii) As obtained by using approved (see 4.1)
processes and control specifications to
maintain a mechanical property which is more
advantageous than that included in ESDU
Metallic Materials Data Handbook 00932.
(b) Data obtained as in (a)(ii) and (iii) above shall
be derived by the same methods as are used to
establish the data in ESDU Metallic Materials
Data Handbook 00932 and specified therein.
(c) When using data given in ESDU Metallic
Materials Data Handbook 00932 under (a)(i)
above the following requirements apply:
(i) For the design and airworthiness
acceptance of all parts the data given on
white paper shall be used. Data on grey
paper shall not be used.
(ii) Where no 'B' values are available and
only 'S' values are given on white paper then
'S' values are acceptable.
(iii) Data given on grey paper may be used
for preliminary project work only.
4.5.4 Adequate allowance shall be made, where The use of 'B' values shall be associated with a
applicable, for the effects of all manufacturing
processes and environmental conditions on material
strength and for all tolerances, ranges, variations, or
limitations stated or referenced in ESDU Metallic
Materials Data Handbook 00932.
procedure to monitor the appropriate specification
mechanical properties to ensure and demonstrate
that the values are being maintained.
PLASTICS MATERIALS
previously published as Chapter 407 of DEF
STAN 00-970 Issue 1.
(a) For the purpose of this Clause the term
'Plastics' has been taken to comply with the
definition in Part 0.
(b) These materials are normally used in
extrusions, injection, compression/transfer and
blow mouldings and thermoformed shapes but
exclude those structurally significant materials,
often termed "composites" such as carbon fibre
reinforced plastic and glass reinforced plastic
which can, in certain circumstances, be moulded
using similar techniques.
(c) Requirements for general aircraft glazing and
transparencies are in 4.18 and are not considered
in this Clause.
SELECTION OF PLASTICS MATERIALS
4.5.6 When selecting Plastics materials the
properties and characteristics listed in Compliance
shall be considered.
(a) The mechanical properties of the component
to be manufactured.
Further amplification is given in Leaflet 22.
(b) The component design, the properties of the
material and the method of manufacture. Direct
substitution of a plastics material for metal without
a redesign of the component is frequently
unsatisfactory.
(c) The probability of fire and its effects.
(d) The temperature range over which the
component is intended to operate:
(i) Possible reduction in mechanical properties
as temperature is increased within the
normally acceptable working range.
(ii) The embrittling effect of low
temperatures on many thermo-plastics.
(iii) The effect of temperature on the life
of the component.
(e) Degradation resulting from the temperature
used in processing the material; it is important that
process conditions are maintained to reduce this
effect to a minimum.
(f) Dimensional stability which is dependent on a
number of factors including thermal expansion,
creep, manufacturing process and moisture.
(g) Changes in properties resulting from the
absorption of water or water vapour other than the
dimensional effect in (f) above; most mechanical
and electrical properties will deteriorate with
increasing moisture content.
(h) Interaction of plastics with other organic
materials with which they may come into contact
and their possible corrosive effects on metals.
(i) The effect of exposure to direct sunlight or
other sources of ultra violet radiation.
(j) Environmental stress cracking of plastics
materials by liquids particularly organic fluids.
GRADE A APPLICATIONS
4.5.7 All plastic materials to be used in Grade A
applications (for details see 4.1) shall be procured to
specifications defined as acceptable in 4.1.
RUBBERS
previously published as Chapter 408.
SELECTION OF RUBBERS
4.5.9 Rubbers shall be selected with due regard to
the static and dynamic requirements of the
application and the environment in which the
component is required to function.
Environmental factors include, but are not limited
to, temperature range, the presence of liquids and
gases, whether by design or by contamination from
adjacent systems, and other materials which the
rubber may come into contact.

Consideration should also be given to the
following cases:
(a) The corrosive effect, particularly at elevated
temperatures, of some rubbers including their
components on metals e.g., those rubbers based
upon polymers containing halogens, such as
polychloroprene etc.
(b) Attack by ozone. Most natural atmospheres
contain sufficient ozone to affect susceptible
rubbers and where a rubber is used in a strained
condition in these atmospheres it shall be based
on an ozone resistant polymer. Account shall
also be taken of the increased ozone
concentration arising from the operation of
certain types of electrical equipment and the
presence of ultra-violet radiation.
(c) Incompatibility arising from contact between
different rubbers, e.g., that between some silicone
and polyurethane rubbers. The risk of interaction
with other non-metallic materials e.g., rubber
seals causing stress cracking in acrylic or
polycarbonate components or migration of
plasticiser from flexible PVC into a rubber
component causing softening and swelling.
(d) Subsequent treatment of a component or
assembly of which the rubber forms a part e.g.,
that necessary prior to adhesive bonding, plating
or painting.
WARNING: Particular care should be exercised
when silicone polymers are involved as they can
act as "release agents" consequently preventing
effective adhesive bonding or painting.
Contamination from products embodying these
materials can occur by both contact and in some
cases proximity alone.
(e) Effects caused by the use of surface coatings
and protectives including paints and dewatering
fluids etc.
(f) The probability of fire and its effects. All
rubbers will burn under certain conditions.
Some, once ignited, will continue to burn in the
presence of sufficient air. Others will only burn if
heat is supplied from another source. In many
cases the smoke and fumes arising from the
burning rubbers are asphyxiating and/or toxic to
an extent which varies with the nature of the
rubber and the temperature of the fire and the
degree of combustion. In general, partial
combustion arising from lack of air is more likely
to produce toxic emissions.
GRADE A APPLICATIONS
4.5.10 All rubber materials for use in Grade A
applications (for details see 4.1) shall comply with
specifications defined as acceptable in 4.1, and all
components shall be manufactured in accordance
with *DEF STAN 93XX in addition to any drawing
and any other special requirements which may be
necessary.
Whenever practicable test requirements for the
components, sufficient to establish the suitability of
the manufacturing process, shall be stipulated.
*Awaiting publication
PACKAGING AND STORAGE
4.5.11 Rubber components shall be packaged in
accordance with BS F69 and stored in accordance
with BS F68.
4.6 PROCESSES AND WORKING OF MATERIALS
4.6.1 This information was previously issued as Chapter 402 of DEF STAN 00-970 Issue 1. It is similar in content to JAR 25.605 & 607. This clause covers
jointing processes in general but excludes any application using fasteners.
JOINTING PROCESSES
4.6.2 All joints made by a metallic jointing process
shall be graded as being either Grade A or Grade B
in accordance with the definitions given below:
Grade A. A joint, the failure or leakage of which
would result in any of those consequences of failure
which define a Grade A part. All such joints are to
be subject to basic inspection techniques,
augmented with ultrasonic, radiographic and dye
penetrant or magnetic examination as appropriate,
unless otherwise agreed with the Aeroplane Project
Director. Drawings for Grade A parts shall define
the additional inspection required.
Grade B. All other joints. These to be subject to
basic inspection techniques and such other tests as
may be required.
(a) In assessing, the suitability of a method for
making consistently sound and durable joints,
account shall be taken of the following points:
(i) the material to be joined and the position
and ease of accessibility of the joint,
(ii) the structural importance of the joint,
(iii) the extent to which the uniformity and
quality of the joint can be guaranteed by
control of the method of fabrication,
(iv) the extent to which the soundness of a
joint after fabrication may be judged by
inspection methods,
(v) the accuracy with which the static, impact
and, where necessary, fatigue properties of
the joint may be predicted from evidence
available on similar joints,
(a) Leaflet 15 gives advice and recommendations
on the design, inspection and strength of joints
made by fusion and friction welding, and by
diffusion bonding.
(b) Leaflet 16 gives advice on processes and
control of adhesive bonding of structural joints.
Recommended design practice for adhesive
bonding of structural joints is given in Leaflet 17.
(c) Leaflet 19 gives advice and recommendations
on the use of brazing and soldering.
(vi) the possibility of reduction in strength of
the joint with time due to corrosion,
deterioration of the jointing medium or similar
causes,
(vii) the need to maintain RF screening
properties and prevent electrical
discontinuities across the joints.
(b) If the designer is not satisfied that the method
is suitable at his own works (and/or subcontractors
where applicable) in respect of all the factors given
in (a) he shall refer the application to the
Aeroplane Project Director and, where necessary,
tests as agreed shall be made to satisfy the
Aeroplane Project Director of the soundness of the
method as applied to the joint under consideration,
and to enable design strengths to be fixed.
(c) The strengths used for design purposes shall be
based upon the results of tests on representative
specimens. Where adequate and relevant strength
data are available from past experience, these may
be used.
STRENGTH AFTER PROCESSING
DETAIL DRAWINGS
4.6.3 Where the process adopted for manufacture
may affect the strength of a part, sufficient
information shall be given on the detail drawings or
in documents related to the drawing to ensure that
The drawings and documents containing this
information shall be available to, and to the
satisfaction of the Aeroplane Project Director or
his representatives.
This guidance draws attention to the possible
loss of strength which may result from coating
metal parts with polyvinyl chloride, polythene,
nylon or other plastics materials and was
the part is fabricated by the process or sequence of
processes necessary to provide the required
strength.
previously published in Leaflet 402/5..
The coatings are applied by spraying or, more
frequently, by dipping in a fluidised bed of the
powdered material, after heating the part
concerned to a temperature above the melting
point of the coating material. This temperature
will depend not only on the coating material but
also on the thickness of the coating required and
on the heat capacity of the part. In practice, the
temperatures may range from about 100C up to
400C.
The temperatures involved in the application of
the coating may cause a loss in mechanical
properties in some metals. High strength
aluminium alloys, are at greatest risk, as they are
commonly given a final heat treatment in the
range 130C to 190C. High strength steels can
also be affected, depending on the tempering
temperature which can be as low as 200C.
Titanium alloys however are normally unaffected
by temperatures below 400C.
Hence it is essential for the designer to ensure
that the temperature employed in any coating
process should not be such as to cause an
unacceptable deterioration in the properties of
the material. He should also ensure, as required
by 4.6.3, that the maximum temperature to which
each part may be subjected is stated on the
drawing or order.
4.6.4 Where minimum strength properties for
welded joints are required, these shall be quoted in
the drawings.
DE-MAGNETISING
4.6.5 See 6.4.16 and Section 6 Leaflet 10.
FLAW DETECTION
4.6.6 The need for a flaw detection test on each part
should be considered and the drawings endorsed
accordingly. The technique to be employed in
conducting such tests shall be agreed, where
necessary, between the designer and the
manufacturer.
FORGINGS
4.6.7 On the drawings of Grade A parts the
direction of grain required shall be indicated clearly
in a manner which will ensure that it is brought to
the notice of the person responsible for deciding the
forging technique to be adopted.
4.6.8 At least one specimen from each source of
supply of every Grade A forging shall be strength
tested in the critical design case.
The load demonstrated must be in accordance with
Section 3, Table 1. A note to this effect shall be
included in the drawings of the forging. This test
may, however, be waived either:
(a) when the forgings show similarity in design to
forgings already approved by test from the same
source of supply. (It is important that the initial
billet size and ultimate ruling sections are similar to
those previously tested and that the strength of the
Note: In no instance is it visualised that a
forging should be assessed as critically highly
stressed all over, and it does not follow that all
forgings will contain surface areas meriting this
special treatment.
forging can be estimated reliably from existing test
results), or
(b) when the calculated strength of the forging is
not less than 1.5 times the fully factored load in the
critical design case.
In order that critical highly stressed unmachined
areas shall be given the extra degree of inspection
which they need to guarantee the integrity of the
forging, the drawing shall be marked, normally by
cross-hatching, to indicate any areas, not to be
machined, which will be critically highly stressed
and shall describe the finish to be given to such
areas prior to inspection by the forger. Unless
otherwise arranged between the forger and the
aeroplane designer, inspection shall be carried out
after solution treatment or full heat treatment and
subsequent chronic acid anodising.
4.6.9 EACH GRADE A STEEL FORGING
SHALL INCORPORATE, WHENEVER
PRACTICABLE, ONE OR MORE
PROJECTIONS WHICH, AFTER HEAT
TREATMENT OF THE FORGING, CAN BE
USED AS TEST PIECE(S) TO DETECT
WHETHER THE FORGING HAS BEEN
OVERHEATED.
The location(s) and dimensions of these test pieces
shall be decided in consultations with the supplier
of the forging.
ADHESIVE BONDING
4.6.10 STRUCTURAL TESTS SHALL BE
UNDERTAKEN FOR ALL GRADE A
(a) Selection of an adhesive and surface
preparation of components shall take account of all
Information on approved procedures for adherent
surface preparation, application and bonding of
COMPONENTS UNLESS IT CAN BE
DEMONSTRATED BY REFERENCE TO
EXISTING TEST DATA FOR SOME
SUFFICIENTLY SIMILAR APPROVED AND
SATISFACTORY STRUCTURAL
APPLICATION THAT THE PROPOSED NEW
APPLICATION WILL BE SATISFACTORY.
relevant factors including the effects of natural
environments, in particular warm wet conditions,
and aerospace fluids so as to maintain an adequate
joint strength of the component throughout its
specified life.
(b) Selection of adhesive and material to be
bonded shall take account of the effect of
pretreatment and bonding temperature cycle on the
strength, fatigue and corrosion resistance of the
structural material used.
(c) All designs shall take account of the complex
stress distribution occurring within a loaded
adhesively bonded joint and that the strength of a
joint cannot generally be computed directly from
the strengths obtained from standard single lap
shear specimens.
(d) Attention shall be given to the use of corrosion
protection coatings on metal honeycomb core
(4.3).
adhesives, process control and production
facilities is contained in Leaflet 16.
SEALANTS AND SEALING
4.6.11 THE SEALING PROCESS SHALL
CONFORM TO A SPECIFICATION AND FOR
GRADE A APPLICATIONS THIS SHALL BE
AGREED IN WRITING BY THE AEROPLANE
PROJECT DIRECTOR. ALL SEALING
MATERIALS REFERRED TO THEREIN SHALL
COMPLY WITH SPECIFICATIONS DEFINED
(a) The type of sealant shall be selected with due
regard to the static and dynamic requirements and
environment of the sealed joint. In addition the
possible need for subsequent inspection involving
both sealant removal and re-sealing shall be
considered. Environmental factors include, but are
not limited to, temperature range, the presence of
It should be noted that some sealants soften in
the presence of liquids and/or their vapours and it
is important that due allowance is made for this in
the design especially where the sealant plays an
integral part in the behaviour of the joints in
fatigue. Overcoating with a suitable barrier
coat/sealant may lessen this effect. See Leaflet
IN 4.1 AS ACCEPTABLE FOR GRADE A
APPLICATIONS.
liquids and gases, whether by design or by
contamination from adjacent systems and other
materials with which the sealant may come into
contact.
(b) In designs where a preformed gasket is not
appropriate it may be possible to utilise a low
adhesion sealant to form an in place gasket.
(c) All designs shall be such as to take into account
the possible requirements for interfayed joints, i.e.
those where further operations may require the use
of fasteners through the sealed joint either within
the work life of the sealant or after it has cured.
Where the fatigue behaviour of a joint is critical,
the joint shall be fully assembled and fastened
within the work life of the sealant being used.
20.
4.6.12 The design shall ensure that the appropriate
pre-treatment including cleaning and degreasing
and, where necessary, the use of primers, is carried
out on the surfaces which will form the sealed
joints.
4.6.13 Where leak resistance is a prime requirement
a sufficient number of fasteners to ensure adequate
sealing, over and above that required to provide the
necessary strength shall be used.
In many cases the sealant acts not only as a
means of containment of a fluid but also prevents
moisture ingress into the joint thus resisting
corrosion and in some instances is used only to
inhibit corrosion. In any case the requirements
for corrosion prevention and control described in
4.3 prevail.
4.6.14 DUE CONSIDERATION SHALL BE As far as possible these shall be designed to be
GIVEN TO THE POSITION OF
CONCENTRATED LOAD ATTACHMENTS
AND THEIR RESULTING LOCAL STRAIN.
outside the boundaries of the tank or other vessel.
Where this is not possible the design shall make
provision to enable access, in service, to permit
inspection of the joint and rectification if
necessary.
4.7 CASTINGS
4.7.1 This information was previously published as Chapter 403 of DEF STAN 00-970 Issue 1. The information is similar to JAR 25.621. Castings may be
used subject to the compliance with the requirements of this Clause, except for crew's seat primary structure. The Clause applies to Grade A castings only.
There are no special requirements for Grade B castings.
RADIOLOGICAL EXAMINATION, MECHANICAL TESTS AND CRACK DETECTION
4.7.2 All Grade A castings from each source of
supply shall be subjected to the radiological
examination approved for the part until the
suitability of the foundry methods, patterns and
alloy have been proved.
(a) A radiological technique shall be prepared by
an accredited radiologist. This is to be approved by
the Designer to the satisfaction of the MOD
Quality Assurance Authority and shall be
referenced on the casting drawing.
(b) When the production technique has been
established to the satisfaction of the Design and
the Aeroplane Project Director the Designer may
authorise a reduction in the radiological
examination. Any change in the source of supply,
production technique, material or design will
necessitate a reversion to 100 % radiography.
(c) In addition, if required by the Designer or
Aeroplane Project Director occasional cut-up test
shall be made to check the uniformity of the
castings and/or the radiological technique.
(d) If radiological examination should present great
difficulty then a cut-up procedure may be
adopted, subject to the Aeroplane Project
Director's agreement.
4.7.3 All Grade A castings shall be examined by
penetrant flaw detection or magnetic particle flaw
detection to a technique approved by the Designer,
and to the satisfaction of the Aeroplane Project
Director.
Examination shall be after completion of all heat
treatment and machining operations.
STATIC STRENGTH APPROVAL
GENERAL
4.7.4 Castings shall normally be approved by test. Castings may be approved by calculation alone in
accordance with 3.1.11, or by comparison with a
casting of similar design and the same conditions
of manufacture which has already been tested in
the relevant design loading mode and complies
with the ultimate strength requirements.
APPROVAL BY TEST
4.7.5 IT SHALL BE SHOWN BY TEST ON ONE
OR MORE CASTINGS UNDER DESIGN
LOADING THAT THE AVERAGE ULTIMATE
STRENGTH OF THE CASTINGS TESTED IS
NOT LESS THAN THE ULTIMATE
STRENGTHS FOR THE CONDITIONS OF
TEST, TIMES THE FACTOR GIVEN IN TABLE
1 OF SECTION 3.
(a) The number of castings tested is at the
discretion of the designer who will arrange for
random selection from the first 20 castings passed
by the founder's inspector. If, owing to limited
production in the early stage, 20 castings are not
available, a test or tests may be made on a casting
or castings from a smaller number; a test or tests
from the next 20 passed shall then be made as soon
as possible.
(b) Only finished castings shall be used in
acceptance tests. Where finishing includes any
process of surface restoration or repair which may
Coefficients of variation have been established in
the past for a number of specifications and will be
found in ESDU Metallic Materials Data
Handbook 00932. For materials not listed in
00932, the coefficient of variation shall be
established in accordance with the methods
described in ESDU Metallic Materials Data
Handbook 00932, Volume 1 Section 1 Appendix
A.
vary from one casting to another, the castings used
for the tests shall represent the weakest type of
casting which will subsequently be allowed in
production.
(c) When the critical locations and failure modes
may be influenced by temperature, the tests should
be conducted at the design temperatures.
Alternatively, room temperature testing may be
acceptable provided that the loading has been
suitably factored to allow for the degradation of
material properties. The factors to be used may be
determined from the specimens chosen to represent
the behaviour of the critical locations and tested
separately at the two temperature conditions.
APPROVAL BY CALCULATION
4.7.6 Calculations shall be in accordance with the
provisions of 3.1, using material values allowed in
Compliance
The following allowable values of material strength
may be used subject to the requirements of 4.5:
(a) Allowable A values obtained from ESDU
Metallic Materials Data Handbook 00932 on white
paper.
(b) Allowable A values obtained in accordance
with the methods described in ESDU Metallic
Materials Data Handbook 00932 Volume 1
Section 1 Appendix A. Values obtained in this way
shall be associated only with the one specification
and the founder supplying the data until data from
other founders has been obtained and included.
See Leaflet 21 Para. 2.3.
(c) Values given in specifications for the
acceptance of cut-up tests.
(d) Values obtained from separately cast test bars
called for in the material specifications using the
appropriate reduction factors
FATIGUE STRENGTH APPROVAL
4.7.7 FATIGUE STRENGTH APPROVAL BY
TEST AND CALCULATION SHALL BE IN
ACCORDANCE WITH 3.2.
PRODUCTION
MONITORING
4.7.8 Castings shall be monitored by the founder in
accordance with the requirements of the material
specification and additionally if required by the
Designer and stated on the drawing.
RE-APPROVAL
4.7.9 IF THE FOUNDER, THE MATERIAL
SPECIFICATION, THE CASTING PROCESS,
THE CASTING TECHNIQUE, OR THE
CASTING DESIGN IS CHANGED IN ANY
SIGNIFICANT WAY THEN THE CASTING
SHALL BE RE-APPROVED, PROVED AND
SUCH REPEAT TESTS AS MAY BE
REQUIRED BY THE DESIGNER SHALL BE
PERFORMED.
4.8 AERO-ELASTICITY, FLUTTER AND VIBRATION
4.8.1 This information was previously published as Chapters 500 and 1016 of DEF STAN 00-970 Issue 1. The requirements of this clause are concerned
with:
(i) structural distortion and the effect of such distortion on the loads on the aeroplane and on the stability and control of the aeroplane.
(ii) the prevention of flutter and other aeroelastic instabilities.
(iii) Confirm and explore the flutter characteristics of the aeroplane within the specified flight envelope.
(iv) Obtain measurements of the vibratory motions occurring at various regions of the aeroplane in order to confirm that equipment has been
designed and tested to adequate severities.
EFFECT OF STRUCTURAL DISTORTION ON THE LOADS ON THE AEROPLANE
4.8.2 IN ALL DESIGN CALCULATIONS
ASSOCIATED WITH THE REQUIREMENTS OF
SECTION 3, ALLOWANCE SHALL BE MADE
FOR THE FLEXIBILITY OF THE AEROPLANE
STRUCTURE.
EFFECT OF STRUCTURAL DISTORTION ON THE STABILITY AND CONTROL OF THE AEROPLANE
4.8.3 IN ALL DESIGN CALCULATIONS
ASSOCIATED WITH THE REQUIREMENTS OF
SECTION 2 AND 6.5 ALLOWANCE SHALL BE
MADE FOR THE FLEXIBILITY OF THE
AEROPLANE STRUCTURE.
FLUTTER
4.8.4 THE AEROPLANE SHALL BE FREE
FROM FLUTTER OR ANY OTHER DYNAMIC
AEROELASTIC INSTABILITY AT ANY POINT
WITHIN THE FLIGHT ENVELOPE OF 3.2 AT
ANY ALTITUDE UP TO THE MAXIMUM
OPERATING ALTITUDE.
STATE OF THE AEROPLANE
MASS DISTRIBUTION AND STRUCTURE
4.8.5 THE REQUIREMENTS OF 4.8.2-4 SHALL
BE MET WITH THE AEROPLANE IN ANY
AUTHORISED MASS DISTRIBUTION, AND
WITH DUE ALLOWANCE FOR ANY CHANGE
OF STIFFNESS THAT THE STRUCTURE MAY
EXPERIENCE DURING ITS OPERATIONAL
LIFE (FOR EXAMPLE, FROM STRUCTURAL
BUCKLING, FROM THERMAL EFFECTS OR
FROM THE EFFECT OF MOISTURE
ABSORPTION ON COMPOSITE MATERIALS).
SYSTEMS
4.8.6 The requirements of 4.8.2-4 shall be met with
the aeroplane systems, including stability
augmentation systems, in any authorised state.
EFFECT OF FAILURES
STRUCTURE
4.8.7 If any part of the structure is designed to be
'damage tolerant', then the requirements of 4.8.2-4
shall be met with any damage up to the maximum
permitted.
SYSTEMS
4.8.8 IF THE FAILURE OR
MALFUNCTIONING OF ANY PART OF ANY
SYSTEM DOES NOT LEAD TO STRUCTURAL
FAILURE OR LOSS OF CONTROL OF THE
AEROPLANE FOR REASONS OTHER THAN
FLUTTER, THEN THE REQUIREMENTS OF
4.8.4 SHALL BE MET WITH THAT PART
FAILED OR MALFUNCTIONING.
DEMONSTRATION OF COMPLIANCE
4.8.9 A PROGRAMME OF CALCULATIONS
AND TESTS TO DEMONSTRATE THAT THE
FLUTTER REQUIREMENT OF 4.8.4 OF THIS
CHAPTER HAS BEEN MET SHALL BE
AGREED WITH THE AEROPLANE PROJECT
DIRECTOR.
The form of a flutter clearance programme is
discussed in Leaflet 23. The interpretation of the
results from calculations and tests shall be agreed
with the Aeroplane Project Director.
FLUTTER AND VIBRATION
previously contained in Chapter 1016.
The purpose of the flight flutter tests is to
demonstrate the aeroplane is free from flutter
over the specified flight envelope. Flight flutter
tests should check the dynamic behaviour of the
aeroplane in flight conditions in which the flutter
stability margins (defined in Leaflet 23) are
smallest and are particularly important if the
flutter calculations are based on uncertain data.
It should not be assumed that the test results will
confirm the expected behaviour and the test
programme should be designed to ensure that any
unexpected characteristics will be revealed in
time to avoid jeopardising the safety of the
aeroplane.
The purpose of the flight vibration survey is to
obtain vibration response measurements at the
various aeroplane locations during a specific
series of aeroplane missions. These
measurements will form the basis for assessing
the suitability of equipment design and test
severities. For equipment, particularly sensitive
to vibration, the resultant vibration database may
be used to improve the design.
FLIGHT FLUTTER TESTING
4.8.11 The flutter flight tests shall be undertaken
before flight at high speed is undertaken on any
aeroplane of the type.
Measurements of the vibrational responses to an
applied excitation force shall be made, at gradually
increased airspeeds, in order to obtain a measure
of the damping and its variation with airspeed.
These measurements shall be made over the
appropriate range of flight conditions (see Leaflets
23 and 31) and significant combinations of stores,
weapons and internal loads
FLIGHT VIBRATION SURVEY
4.8.12 Flight vibration survey measurements shall
be made over the operational flight envelope.
These survey measurements should encompass
both standard flight conditions and the mission
profiles defined in the Aeroplane specification.
The flight vibration survey shall be undertaken
utilising sufficient measurement locations to allow
overall aeroplane vibration severities to be
established. This will require typically 50
measurement locations, although for high
performance aeroplanes this number may be
The flight vibration survey is usually undertaken
after the flight flutter tests. Advice and guidance
on the conduct of the flight vibration survey is
given in Leaflet 32.
significantly exceeded.
4.9 BIRDSTRIKE DAMAGE
4.9.1 This clause specifies the minimum requirements for the resistance of airframes of aeroplanes (other than derivatives of civil types) to damage caused by
birdstrikes, and relate to the European theatre of operation. Requirements for engines and weapons are not included. This information was previously
published as Chapter 209 of DEF STAN 00-970 Issue 1. It is similar in content to JAR 25.631.
GENERAL
4.9.2 MODE AND EXTENT OF TESTING
REQUIRED TO DEMONSTRATE
COMPLIANCE WITH THE REQUIREMENTS
SHALL BE ESTABLISHED BY AGREEMENT
BETWEEN THE AEROPLANE PROJECT
DIRECTOR AND THE CONTRACTOR.
FLYING QUALITIES
4.9.3 The effect of a single birdstrike under the
conditions defined in 4.9.4 - 4.9.5 shall not degrade
the flying qualities of the aeroplane below Level 2 in
all flight categories
(a) Consideration shall be given during the design
stage to the provision of adequate access to
internal structure and other features to minimise
the cost of repairing birdstrikes in the area defined
in 4.9.5.
(b) Acceptable repairability shall be demonstrated
during the development of the aeroplane type.
Repair by replacement of assemblies or sub-
assemblies may be acceptable, subject to the
agreement of the Aeroplane Project Director.
See 2.1.17 - 19.
THE THREAT
4.9.4 The maximum threat, for the purpose of these (a) V
M
is the normal sustained speed required by
requirements, is a single strike by a bird of 1.0 kg
mass on the structural areas defined in 4.9.5;
birdstrike resistance is defined in this Clause in
terms of the relative speed of bird and aeroplane at
impact.
the basic missions in the Aeroplane Specification
for segments operated at up to 762 m (2,500 ft)
above sea level (ASL) but shall not exceed 480
knots (true air speed (TAS)).

(b) It should be assumed that the forces acting
on the structure are a function of mass,
(velocity)
2
, bird density and impact footprint.
4.9.5 In the detailed requirements that follow, it
shall be assumed that the birdstrike is on the frontal
aspect. The frontal aspect is to be taken as
indicating the portions of structure exposed to
birdstrike when:
(a) the aeroplane is in straight and level flight, and
also:
(B) THE AEROPLANE IS AT THE
MAXIMUM ANGLE OF YAW AND PITCH
RELEVANT TO THE FLIGHT CONDITIONS
DEFINED IN 4.9.4.
The frontal aspects of the following areas shall be
considered at risk from birdstrikes:
(a) Windscreen, canopy and other forward facing
transparencies including fuselage mounted
transparencies associated with navigation or
weapon system sensors and serving a structural
function.
(b) Front fuselage structure, including radomes,
and forward facing structure forming the
boundaries of the crew enclosure unless shielded
by other components covered by the requirements
of this clause.
(c) Engine air intakes (lips and sidewalls).
(d) Leading edges of flying surfaces (including
canards).
(e) Aerodynamic devices mounted on the
flying surface leading edges.
DETAILED REQUIREMENTS
TRANSPARENCIES AND THEIR SUPPORTING STRUCTURE
4.9.6 Transparencies shall exhibit:
(a) Optical qualities after impact which permit
continued flight without degrading the flying
qualities of the aeroplane below Level 2.
(b) No cracking, delamination or other defects
which would degrade strength below limit load
after impact at speeds up to 1.0 V
M
.
(c) Adequate stiffness or clearance so that impact
at speeds up to 1.0 V
M
does not cause the
deflecting transparency to come into contact with
either the occupants or cockpit equipment.
(d) Additionally, windscreens shall exhibit no
penetration or shattering on impact at speeds up to
1.1 V
M
, apart from a fracture of a non load carrying
laminate (e.g., a thin facing glass) providing that the
resulting standard of vision is satisfactory.
This clause applies to windscreens, canopies,
quarter-lights and all other transparencies with a
significant frontal aspect when the aeroplane is in
a normal flying attitude.
4.9.7 Frames, arches and other structure supporting
transparencies shall be so designed that:
(a) Impact, either directly on the structural part or
on the transparency, at speeds up to 1.0V
M
shall
not generate debris which could be swept into air
intakes.
(b) There is no permanent deformation of the
supporting structure at speeds up to 1.0V
M
unless
the resulting damage does not affect airworthiness
and complies with the Compliance of 4.9.3.
(c) Transitory deformations on impact at speeds up
to 1.0V
M
do not cause the deflecting supporting
structure to come into contact with either the
occupants or cockpit equipment.
(d) Liquidized remains of impacted birds shall not
penetrate into the cockpit.
FRONT FUSELAGE
4.9.8 Following birdstrike, the structure of the
front fuselage shall exhibit:
(a) No damage, on impact at speeds up to 0.7V
M
,
beyond limits that would be acceptable for indefinite
future service without repair.
(b) No penetration at speeds up to 1.0 V
M
.
The front fuselage structure is to be taken as
including, where appropriate, the boundaries of
the cockpit and front mounted radomes.
ENGINE AIR INTAKES
4.9.9 Engine air intakes shall provide resistance to
birdstrike as follows:
(a) No damage to the duct walls or intake lip at
speeds up to 0.7 V
M
which is beyond that
acceptable for indefinite continued operation.
(b) No damage sufficient to prevent operation of
ramps, doors or similar air-flow modifying devices
at speeds up to 1.0 V
M
.
(c) No deformation of the intake structure likely to
cause significant deterioration in engine
performance at speeds to 1.0 V
M
.
(e) No penetration of intake walls, or separation
into the intake airflow of portions of intake
structure that exceed engine ingestion limits up to
1.0 V
M
.
FRONTAL ASPECTS OF FLYING SURFACES
4.9.10 Structure forming the frontal aspects of
flying surfaces shall, on impact at speeds up to
1.0 V
M
, not suffer damage likely to degrade
flying qualities below Level 2.
AERODYNAMIC DEVICES ON LEADING EDGES OF FLYING SURFACES
4.9.11 The effects of birdstrike upon the
performance of any forward facing aerodynamic
device and its operating system, shall be considered
during the design stage for both fixed or movable
devices. Impact with movable devices may occur
when they are closed, extended or in travel.
The required resistance to birdstrike varies with the
effect of malfunction or deformation upon flying
qualities in any of the three flight phase categories
specified in 2.1.18. Thus:
(a) If the effect of malfunction is to reduce the
flying quality to Level 2, then the devices and any
operating system shall withstand impact up to the
following speeds:
(i) Closed - 0.9 V
M
.
(ii) Open - limiting speed for operation, or -
V
M
whichever is the lesser.
(b) If the effect of malfunction is to reduce the
flying quality to Level 3, then the devices and any
operating system shall withstand impact up to the
following speeds:
(i) Closed - 1.0 V
M
.
(ii) Open - limiting speed for operation, or -
V
M
whichever is the lesser.
SYSTEMS
4.9.12 On impact at speeds up to 1.0 V
M
there
shall be:
(a) No interference with flight instruments or flying
control operating systems, or other sensors, likely to
hazard the safety of the aeroplane from either
primary or secondary impact or structural
deformation.
(b) No damage to fuel systems.
(c) No damage likely to cause fire.
(d) No damage likely to affect the safe operation of
the landing gear.
(e) No damage to the crew or passenger escape
system.
4.10 CONTROL SYSTEMS
4.10.1 The requirements of this Clause are concerned with those aspects of the manual or automatic flight control system which are directly related to flying
qualities. They are in addition to those requirements already stated in 2.21, 2.22 and 2.24. The requirements relating to flight under full automatic control
(pilot not in the loop other than during pilot intervention), are to be found in 6.5. This information was previously published as Chapters 604 and 1010 of
DEF STAN 00-970 Issue 1. It is similar in content to JAR 25. 25.671 - 25.703.
GENERAL
4.10.2 The mechanical characteristics of the flight
control system shall be compatible with the non-
mechanical portions of the system and with the
dynamic characteristics of the airframe.
AS USED HERE, THE TERM PRIMARY
FLIGHT CONTROL SYSTEM REFERS TO
THE MAIN FLYING CONTROLS (I.E. PITCH,
ROLL AND YAW INCEPTORS), THE
CORRESPONDING MOTIVATORS AND
THE INTERVENING LINKAGES AND
DEVICES, INCLUDING AUGMENTATION
SYSTEMS. SEE SECTION 2 LEAFLET 6.
THE ELEMENTS OF THE FLIGHT
CONTROL SYSTEM NOT INCLUDED
UNDER THE HEADING OF THE PRIMARY
FLIGHT CONTROL SYSTEM ARE
REFERRED TO AS THE SECONDARY
FLIGHT CONTROL SYSTEM. SEE LEAFLET
33.
References (previously Leaflet 604/0):
1. Chalk, C.R.Background Information and User
Guide for MIL-F-8785B(ASG)
2. "Military Specification - Flying Qualities of
Piloted Airplanes". Technical Report AFFDL-
TR-69-72, August 1969
PRIMARY FLIGHT CONTROL SYSTEM
CONTROL HARMONY AND INCEPTOR FORCE CO-ORDINATION
4.10.3 Intentional inputs to one axis of the
inceptors shall not cause inadvertent inputs to the
other, incompatible with the required level of flying
qualities.
See Leaflet 34
4.10.4 The inceptor forces required to perform
manoeuvres shall have magnitudes which are related
to the pilot's ability to produce such forces in
combination.
INCEPTOR CENTERING
4.10.5 Inceptors shall have positive centering in
flight at any normal trim setting.
Although absolute centering is not required, the
combined effects of centering, breakout force,
force gradient and stability shall not produce
behaviour incompatible with the required levels in
respect of tracking ability, departures from trim
conditions with inceptors free, or difficulties of
control.
BREAKOUT FORCES
4.10.6 Breakout forces shall not cause piloting
difficulties incompatible with the required levels.
INCEPTOR BACKLASH
4.10.7 The backlash in each inceptor, that is, any
motion of the inceptor which does not produce a
corresponding response of the aeroplane in flight,
shall not cause piloting difficulties incompatible with
the required levels.
CONTROL MARGIN
4.10.8 Control authority, rate and hinge moment
capability of the flight control system including
stability augmentation system shall be sufficient to
assure safety throughout the combined range of all
attainable angles of attack (both positive and
negative) and sideslip.
This requirement applies to the prevention of loss
of control and to recovery from any situation for
all manoeuvring, including pertinent effects of
factors such as regions of control-surface-fixed
instability, inertial coupling, fuel slosh, the
influence of symmetric and asymmetric stores,
stall/post-stall/spin characteristics, atmospheric
disturbances and Aeroplane Failure State
(manoeuvring flight appropriate to the Failure
State to be included). Consideration shall be taken
of the degrees of effectiveness and certainty of
operation of limiters, CG control malfunction or
mismanagement, and transients from failures in the
propulsion, flight control and other relevant
systems.
See also Section 2 Leaflet 5
ADJUSTABLE INCEPTORS
4.10.9 When an inceptor is adjustable for the
physical dimensions or comfort of the pilot, the
inceptor forces defined in Section 2 Leaflet 6, Para.
2.1.4, shall refer to the mean adjustment. A force
referred to any other adjustment shall not differ by
more than 10% from the force referred to the mean
adjustment.
DYNAMIC CHARACTERISTICS OF CONTROL SYSTEM
4.10.10 THE VARIATION IN RESPONSE TO
INCEPTOR DEFLECTIONS AND FORCES FOR
ALL AMPLITUDES OF INPUT, INCLUDING
All control system oscillations shall be well
damped, unless they are of such an amplitude,
frequency and phasing that they do not cause
VALUES OF INCEPTOR FORCE WITHIN THE
BREAKOUT FORCE SPECIFIED BY 4.10.6
AND SMALL INCEPTOR DEFLECTIONS
WHICH MAY BE REQUIRED IN TRACKING,
SHALL NOT CAUSE PILOTING DIFFICULTIES
INCOMPATIBLE WITH THE REQUIRED
LEVELS.
piloting difficulties incompatible with the required
levels. Oscillations of the inceptors or of the air-
frame during abrupt manoeuvres and during flight
in atmospheric disturbances (Section 2 Leaflet 5),
shall be considered.
AUGMENTATION SYSTEMS
4.10.11 OPERATION OF STABILITY
AUGMENTATION AND FLYING CONTROL
AUGMENTATION SYSTEMS AND DEVICES
SHALL NOT INTRODUCE ANY
UNDESIRABLE FLIGHT OR GROUND
HANDLING CHARACTERISTICS.
When control and stability augmentation devices
are engaged, movement of the stabilizing
motivator shall not be reflected at the inceptor
except by agreement with the Aeroplane Project
Director.
Requirements relating to transients resulting from
transfer to alternative control modes are given in
4.10.13, and those relating to failures in 4.10.23.
4.10.12 DEGRADATION IN THE
PERFORMANCE OF AUGMENTATION
SYSTEMS CAUSED BY ATMOSPHERIC
DISTURBANCES OR STRUCTURAL
VIBRATIONS SHALL NOT CAUSE PILOTING
DIFFICULTIES INCOMPATIBLE WITH THE
REQUIRED LEVEL.
TRANSFER TO ALTERNATIVE CONTROL MODES
4.10.13 For Aeroplane Normal States only:
(a) the transient motions
(b) the trim change, and
(c) the tendency to pilot-induced oscillations
FOLLOWING THE INTENTIONAL
ENGAGEMENT OR DISENGAGEMENT OF
ANY PORTION OF THE FLIGHT CONTROL
SYSTEM SHALL NOT CAUSE PILOTING
DIFFICULTIES INCOMPATIBLE WITH THE
REQUIRED LEVELS.
SECONDARY FLIGHT CONTROL SYSTEMS
TRIM SYSTEM
4.10.14 Trim Operation. In straight flight,
throughout the Operational Flight Envelope, the
trimming devices shall be capable of reducing the
inceptor forces so that they do not cause piloting
difficulties incompatible with the required levels.
The same requirement shall apply over the Service
Flight Envelope for Aeroplane Normal States. The
range of operation of trimming devices shall be
limited by positive means to that necessary to satisfy
these requirements.
Rate of Trim Operation. Trim devices shall
operate rapidly enough to enable the pilot to
maintain low inceptor forces under changing
conditions nominally encountered in service, yet
not so rapidly as to cause over-sensitivity,
overshoot or other difficulties in precise trimming
under any conditions.
See Leaflet 35.
4.10.15 TRIM FOR ASYMMETRIC THRUST.
IN STRAIGHT FLIGHT WITH UP TO TWO
ENGINES INOPERATIVE FOLLOWING
ASYMMETRIC LOSS OF THRUST FROM THE
MOST CRITICAL FACTORS, THE TRIM
SYSTEM SHALL BE CAPABLE OF REDUCING
THE INCEPTOR FORCES SO THAT THEY DO
NOT CAUSE PILOTING DIFFICULTIES
LEVELS..
See also 2.22.37 - 39 and 2.22.44 - 48.
4.10.16 STALLING OF TRIM SYSTEM. THE
TRIM SYSTEM SHALL NOT STALL WITHIN
The pitch trim system shall be capable of operating
during the dives and recoveries related to 2.21.26,
THE OPERATIONAL FLIGHT ENVELOPE AND
IN NO CIRCUMSTANCE SHALL OPERATION
OF THE SYSTEM RESULT IN AN UNSAFE
CONDITION.
at any attainable permissible normal acceleration,
at any possible position of the trimming device.
4.10.17 TRIM SETTING. ALL TRIMMING
DEVICES SHALL MAINTAIN A GIVEN
SETTING INDEFINITELY, UNLESS CHANGED
BY THE PILOT, OR BY A SPECIAL
AUTOMATIC INTERCONNECT SUCH AS TO
THE FLAPS, OR BY THE OPERATION OF AN
AUGMENTATION DEVICE. IF AN
AUTOMATIC INTERCONNECT OR
AUGMENTATION DEVICE IS USED IN
CONJUNCTION WITH A TRIM DEVICE,
PROVISION SHALL BE MADE TO ENSURE
THE ACCURATE RETURN OF THE DEVICE
TO ITS INITIAL TRIM POSITION ON
REMOVAL OF EACH INTERCONNECT OR
AUGMENTATION COMMAND AND RETURN
TO THE ORIGINAL FLIGHT CONDITION.
SPEED AND FLIGHT PATH CONTROL DEVICES
4.10.18 The effectiveness and response times of the
longitudinal control shall be sufficient to provide
adequate control of flight path and airspeed at any
flight condition within the Operational Flight
Envelope.
This requirement may be met by the use of devices
such as power lever, thrust reverser, auxiliary drag
devices and flaps.
TRANSIENTS AND TRIM CHANGES
4.10.19 THE TRANSIENTS AND STEADY-
STATE TRIM CHANGES FOR NOMINAL
OPERATION OF SECONDARY FLIGHT
This requirement applies to all in-flight
configuration changes and combinations of
changes made under service conditions, including
CONTROL DEVICES (SUCH AS POWER
LEVERS, THRUST REVERSER, FLAPS,
SLATS, AIR BRAKES, DECELERATION
DEVICES, DIVE RECOVERY DEVICES, WING
SWEEP, AND LANDING GEAR) SHALL BE
SUCH THAT IT SHALL BE POSSIBLE FOR
THE PILOT TO MAINTAIN THE DESIRED
FLIGHT PATH WITHOUT EXPERIENCING
PILOTING DIFFICULTIES INCOMPATIBLE
WITH THE REQUIRED LEVELS.
the effects of asymmetric operations. In no case
shall there be any buffeting or oscillation which
causes piloting difficulties incompatible with the
required levels.
AUXILIARY DIVE RECOVERY DEVICE
4.10.20 THE OPERATION OF ANY
AUXILIARY DEVICE INTENDED SOLELY TO
SUPPLEMENT THE PITCH CONTROL FOR
DIVE RECOVERY SHALL ALWAYS
PRODUCE A POSITIVE INCREMENT OF
NORMAL ACCELERATION, BUT THE TOTAL
NORMAL ACCELERATION FACTOR
PRODUCED BY THE DEVICE ALONE SHALL
NOT EXCEED 0.8N
L
, INCEPTORS FREE.
DIRECT FORCE CONTROL
4.10.21 THE USE OF DEVICES FOR DIRECT
FORCE CONTROL SHALL NOT PRODUCE
CHANGES IN ATTITUDE WHICH CAUSE
PILOTING DIFFICULTIES INCOMPATIBLE
WITH THE REQUIRED LEVELS.
FAILURES
DANGEROUS CONDITIONS AND CONTROL LIMITATIONS
4.10.22 Any failure or combination of failures of
the flight control system, after which Level 3 or
Consideration shall be given to the consequence of
failures in trim systems, and in particular to the
See Leaflet 36.
better flying qualities remain, shall not lead to a
dangerous measure of motivator deflections or to
system instability, nor shall such failures limit the
amount of control available to the pilot to an extent
giving rise to piloting difficulties incompatible with
the required levels.
danger of trim runaway. See Leaflet 35, Para. 3.2.
If, due to failure, a trim control can stop at such a
setting that the requirements of Section 2 cannot
be satisfied, then a stand-by system shall be
provided.
FAILURE INDUCED TRANSIENT MOTIONS
4.10.23 FAILURE INDUCED TRANSIENT
MOTIONS AND TRIM CHANGES RESULTING
EITHER IMMEDIATELY AFTER ANY
FAILURE OF THE AUGMENTATION DEVICES
OR UPON SUBSEQUENT TRANSFER TO
ALTERNATIVE CONTROL MODES SHALL
NOT CAUSE PILOTING DIFFICULTIES
LEVELS.
Pilot-induced oscillations that may arise during
adaptation by the pilot to the changed
aeroplane/system characteristics shall not be of a
severity incompatible with the required levels.
TRANSFER TO ALTERNATIVE FLIGHT CONTROL SYSTEMS OR MODES NECESSITATED BY FAILURE
4.10.24 TRANSFER OF CONTROL FROM ANY
FLIGHT CONTROL MODE OR SYSTEM TO
AN ALTERNATIVE MODE OR SYSTEM
SHALL NOT DEMAND CONSCIOUS
REMEDIAL ACTION BY THE PILOT UNLESS
IT CAN BE SHOWN THAT A DANGEROUS
MEASURE OF MOTIVATOR DEFLECTION
COULD NOT BE APPLIED WITHIN THE TIME
NECESSARY FOR AN AVERAGE PILOT TO
DETECT AND REACT TO THE FAILURE AND
EFFECT CHANGE-OVER OF CONTROL.
Where the change-over to a standby system results
in a significant change in flying qualities, means
shall be provided to enable the pilot to change, for
training purposes, to the alternative systems.
See Leaflet 36.
FLIGHT IN ATMOSPHERIC DISTURBANCES
4.10.25 In the atmospheric disturbances stated in The turbulence intensities being defined in
the Aeroplane Specification, the effectiveness of the
flight control system shall be sufficient to maintain
control of the aeroplane throughout the Service
Flight Envelope. If atmospheric disturbances are
not stated in the Aeroplane Specification the
requirements shall be met at Level 1 in moderate
turbulence, with relaxation to Level 2 in Severe
turbulence.
Section 2 Leaflet 59, Table 2.
TESTS
4.10.26 The object of the tests of this Clause is to confirm
that the aeroplane is safe in the event of
malfunctioning of the powered flight control
system. The tests detailed in this Clause are
additional to the tests of Section 2.
RELEVANT DESIGN REQUIREMENTS
In addition to those above Clauses 3.8 and 6.3.
APPLICABILITY
The tests described in this Clause are applicable
to all new powered control systems, and all
systems where modifications have been made
likely to affect the results of the tests unless
otherwise stated. The tests must be conducted
on systems which are fully representative of the
final Service standard, and where the system
interfaces with others, they must also be fully
representative of the Service standard.
EQUIPMENT
4.10.27 INSTRUMENTATION The standard of
instrumentation shall be such that the functional
characteristics of the powered flying controls can be
monitored .
TEST EQUIPMENT Means shall be provided
whereby system malfunction can be simulated, and
subsequently the system can be recovered back to
normal operation.
TEST DETAILS
4.10.28 Those details listed under compliance shall
be considered prior to test:
(a) The evidence from preliminary ground rig
tests,
(b) The standard of the powered flying
controls and its suitability for the tests proposed
4.10.29 The tests should normally include
those listed under compliance
(a) Normal control to emergency control,
(b) Recovery and landing in emergency
control,
(c) Simulated failures.
4.10.30 Full details of the tests required will be
issued later.
Pending the issue of the complete Chapter, further
details may be obtained from the Aeroplane
Project Director.
4.11 DESIGN OF UNDERCARRIAGES
4.11.1 The requirements of this clause are applicable to the design of undercarriage units for military combat aeroplanes and trainers. Their application to
other types shall be discussed with the Aeroplane Project Director. It is generally assumed in framing the requirements that each unit has one wheel but the
requirements apply equally to units having two or more wheels per unit except as stated in 4.11.12-13. This information was previously published as Chapters
300, 301, 302, 304, 306 and 1008 of DEF STAN 00-970 Issue 1. It is similar in content to JAR 25.721 - 25.729.
ALPHABETICAL LIST OF SYMBOLS AND ABBREVIATIONS USED IN 4.11 - 4.14
Symbol/ Meaning
Abbreviation
A Tyre contact area. Angle between axis of nose-wheel and axis of aeroplane.
a Auxiliary. Angle of Attack.
a
d
Datum incidence in static attitude.
B Angle between nose-wheel and direction of tow-force.
bCentre to centre lateral spacing of extreme wheels in any multi-wheel undercarriage unit.
C Coverages
CBR California bearing ratio (%). Strength of ground from which it is required to operate.
CBR
1
California bearing ratio (%). Strength required to support one coverage of any undercarriage unit.
D Diameter of arresting gear hook cable support. Dragforce. Skip distance of undercarriage unit.
D'D" Components of skip distance.
D
(V)
The sum of wheel drag plus aerodynamic drag as a function of speed.
dDiameter of arresting gear hook cable. Take-off distance to lift-off.
d
o
Tyre diameter.
d
f
Wheel flange diameter.
FBump factor applicable to the vertical reaction.
f Moment arm of braking force about aeroplane CG during towing.
G Acceleration due to gravity
H Height of CG above ground. Height of bump or depth of hollow.
hHeight of CG above main wheel hub. Height of repaired crater. Height of tyre section. Height of step.
h
x
Vertical ordinate at a distance x from the origin
LWing lift. Length of crater repair mat. Length of bump or hollow. Pilot effort on brake pedal.
1
m
Horizontal distance of CG from main unit(s).
1
n
Horizontal distance of CG from nose unit.
MOS Minimum Operating Strip.
m Main.
M Aeroplane mass.
M
L
Design landing mass.
M
L
Average landing mass.
M
T
Design take-off mass.
M
T
Average take-off mass.
M
L
T
Any value of mass between M
T
and M
L
N Newtons.
nNose. Number of tyres per undercarriage unit.
n
y
Lateral acceleration co-efficient.
n
z
Normal acceleration co-efficient.
PNosewheel towing force. Passes. Brake Torque (Leaflet 56).
Pi Tyre inflation pressure.
Pc Tyre contact pressure.
Q Nosewheel towing reaction.
R Undercarriage design peak vertical reaction-any undercarriage unit.
R
a
Auxiliary unit design peak vertical reaction.
R
m
Main unit design peak vertical reaction.
R
n
Nose unit design peak vertical reaction.
SWL Single wheel load.
ESSSWL Equivalent soft surface single wheel load.
SSide force.
S
1
S
2
S
3
Spacing of repair mats or unfilled scabs.
Sa Stroke of auxiliary unit shock absorber plus tyre.
S
m
Stroke of main unit shock absorber plus tyre.
S
n
Stroke of nose unit shock absorber plus tyre.
T Tail load associated with rotation on take-off. Width of traffic path over which centre line of any wheel is assumed to range.
T
(V)
Net thrust as a function of speed.
t Track of main undercarriage.
V Vertical force.
vVolume.
V
A
Alternating vertical force.
V
B
Normal brakes-on speed.
V
CRIT
Critical speed in aborted take-off.
V
LO
Lift-off speed.
V
L1
Static vertical force on one main unit, at mass M
L
, when supported on two main units.
V
L2
Static vertical force on one main unit at mass M
L
, when supported on two main units and one nose unit.
V
MAX
Maximum value of vertical force on one unit during the landing phase.
V
S
Stalling speed.
V
SU
Vertical force when spin-up force is a maximum.
V
L
Landing speed.
V
T
Take-Off speed.
V
T1
Static vertical force on main unit, at mass M
T
when supported on two main units.
V
T2
Static vertical force on main unit, at mass M
T
when supported on two main units and one nose unit.
V
v
Design vertical velocity.
V
x
Forward velocity. Closing speed.
V
y
Lateral velocity. Cross wind. Drift.
V
z
Vertical velocity.
V
1
V
2
Wind velocities at heights h
1
h
2
above ground level.
W Weight of unsprung parts.
w Width of tyre section.
X Length of unfilled scab.
Y Depth of unfilled scab.
ZSag.
Z
n
Nominal sag.
Z
p
Peak sag.
Runway roughness factor.
Tyre radial deflection (%)
Overall efficiency of shock absorber/tyre combination.
Angle of tow load to aeroplane axis. Slope of unfilled scab.
x
Pitch attitude.
y
Roll attitude.
z
Yaw attitude.
Co-efficient of friction.
4.11.2 The undercarriage system shall be designed
to operate in the environment defined and to:
(a) Absorb the energy of landing in the specified
landing conditions. See 4.11.34-50.
(b) Provide a suitable suspension for the
airframe, having regard to crew and passenger
comfort, structural integrity, and efficient
functioning of equipment, during ground
manoeuvring. See 4.13.
(c) Provide some contribution to directional
control and stability during ground manoeuvres at
all speeds up to at least those at which other
methods of control become effective. See 4.11.23-
33.
(d) Provide for ground handling using the
ground equipment specified. See 3.10.
(e) Provide for the forces imposed by launching
systems in the specified operating conditions.
(f) Be compatible with the arresting cables of
specified arresting gears. See 4.13.
If the undercarriage forms part of the air braking
system, it shall also conform to the appropriate
requirements of 3.5 and of Section 2 when
operating as an airbrake.
See 4.11.7 for the definition of the undercarriage
environment.
OPERATION FROM SURFACES OTHER THAN SMOOTH HARD RUNWAYS
4.11.3 The Aeroplane Specification will state a See 4.13 for requirements and Leaflet 49 for
requirement when design for operation from rough
or soft ground or operation from damaged or
repaired runways is required. For operations from
rough ground the class of runway will be stated.
class of runway.
VSTOL OPERATIONS
4.11.4 The effects of VSTOL operational, training
practice and unflared landings shall be included in
the fatigue analysis of all parts affected.
Where VSTOL capability is required, appropriate
operational requirements will be stated in the
Aeroplane Specification.
NOSE-WHEEL STEERING AND CASTORING
4.11.5 The Aeroplane Specification will state whether
nose-wheel steering is required and the angle
through which castoring is required.
See 4.14 for Nose Wheel Steering and see
4.11.23-33 for castoring.
GROUND BRAKING
4.11.6 The contribution made by the wheel brakes in each
of the cases in Guidance shall be agreed with the
The total retarding system has four important
functions to perform:
(a) To stop the aeroplane during the normal
landing run.
(b) To stop the aeroplane following a rejected
take-off.
(c) To help to stop the aeroplane following an
overweight landing.
(d) To facilitate and augment smooth
manoeuvring and directional control.
And a further function of less importance to
provide a proportion of static drag force for
engine testing.
Detailed requirements for wheel brakes are stated
in 4.12. Aeroplane stressing cases arising from
braking are stated in 4.11.23-33.
OPERATING ENVIRONMENT
4.11.7 The Aeroplane Designer and the Designers of the
undercarriage unit, the wheels, brakes and tyres,
shall jointly define the Operating Environment for
the undercarriage, wheels, brakes, and tyres, and
agree this with the Aeroplane Project Director for
insertion in the Aeroplane Specification.
See Leaflet 37.
BATTLE DAMAGE
4.11.8 Reduction in vulnerability to battle damage
shall be in accordance with the aims and
requirements of 9.9.
AEROPLANE DESIGN REQUIREMENTS
4.11.9 The arrangement of the undercarriage units
shall be such as to ensure that the aeroplane will not
tip over in all normal operating conditions including
run up of each engine separately.
(a) All undercarriage stressing cases shall be
considered for relevance to the strength of the
whole aeroplane.
(b) The results of fatigue strength calculations and
life estimates shall be discussed with the Aeroplane
Project Director.
(c) Undercarriage loads shall be included, where
relevant, in fatigue spectra for all other
components of the aeroplane which are affected.
See also Leaflet 53 Para. 2.2.
(d) The material used for construction of the
undercarriage units shall be approved as required
by 4.1 and shall also be agreed with the Aeroplane
Project Director.
(e) Consideration shall be given to the need to
protect critical parts of the aeroplane, particularly
the engine, against slush, mud and debris thrown
up by the undercarriage units.
(f) Consideration shall be given to problems arising
from the effect of change of temperature on oleo
charging pressure.
WHEELS AND TYRES
4.11.10 The size and number of wheels and tyres
on main and auxiliary undercarriage units shall be
such that the aeroplane can operate at the maximum
design take-off mass, M
T
, from both rigid and
flexible airfield surfaces having the load
classification numbers (LCN) stated in the
(a) For these conditions, the tyre pressure shall
not exceed either
(i) the pressure appropriate to the equivalent
single wheel load for the aeroplane as calculated by
the method given in Leaflet 40, or
(ii) the maximum tyre pressure, if stated in
the Aeroplane Specification.
(b) The PCN (Pavement Classification Number) of
Civil Airfields from which it is required to operate
(if any) will be stated in the Aeroplane
Specification. In this case the conditions of the
requirement shall apply to the aeroplane at its
ACN (Aircraft Classification Number).
For calculation of the ACN reference should be
made to:

The Director of Civil Engineering Services
Airfields Branch
Property Services Agency
Apollo House
36 Wellesley Road
Croydon, Surrey CR9 3RR

Note: A definition of the ACN/PCN Systems
with values of ACN for current service aircraft is
given in RAF Flight Information Handbook
(pages 3-19 to 3-22) published by 1 AIDU (RAF)
Northolt, Ruislip, HA4 6NG.
4.11.11 THE REQUIREMENT AT 4.11.10
SHALL BE MET WITH A STATIC
DEFLECTION NOT EXCEEDING THAT
APPROVED BY THE TYRE MANUFACTURER
AS BEING LIKELY TO GIVE A REASONABLE
SERVICE LIFE FOR THE TYRE.
TWIN WHEEL AND MULTI-WHEEL UNITS
4.11.12 Where any unit of the undercarriage has
more than one wheel and tyre, all requirements shall
be met in each of the following cases:

(a) all tyres correctly inflated,

(b) the most adverse combination of wheel loading
which could be caused by variation of up to 10%
of the correct tyre pressure and/or
(c) the most adverse combination of wheel loading
which could arise from fitting combinations of
largest and smallest possible tyres arising from wear
and growth.
If differential wheel loading arising from
consideration of the Requirements (ii) and (iii)
taken together or separately is more than 60:40 the
problem shall be discussed with the Aeroplane
Project Director.
See also Leaflet 43 Para. 7
4.11.13 TANDEM BOGIE UNDERCARRIAGE
UNITS SHALL BE DESIGNED SO THAT, IN
ANY PRACTICABLE LANDING PITCH
ATTITUDE, WHEELS ON AXLES FORWARD
OF THE OLEO TORSIONAL AXIS CANNOT
TOUCH THE GROUND BEFORE THOSE TO
THE REAR OF THAT AXIS.
Allowance shall also be made for the effects of
bank angle at touchdown.
SHIMMY
4.11.14 Shimmy or related dynamic instabilities of (a) All relevant positions of steerable and castoring
any of the undercarriage units shall not occur at any
speeds up to 1.15 times maximum take-off speed at
any aeroplane CG and loading conditions and under
any required runway surface conditions.
wheels shall be considered.
(b) Some sub-critical torsional oscillations in the
shimmy mode may be acceptable provided that:

(i) they can be shown to be not dangerous,
(ii) the are considered in fatigue analysis,
(iii) they do not affect the performance of the
crew.
(c) Compliance with the requirements shall be
shown either by analysis or tests or both. Analysis
is required if tests are limited to maximum takeoff
speed or if testing under 4.11.22(g) of this chapter
is not required. Any doubts about the acceptability
of residual oscillations shall be discussed with the
See Leaflet 38 for an acceptable approach to this
analysis.
DETAIL STRESSING REQUIREMENTS APPLICABLE TO ALL CASES
4.11.15 CHANGES IN THE FORCES ACTING
ON A LANDING GEAR UNIT ARISING FROM
KINEMATIC CHANGES IN GEOMETRY OF
THE UNIT SHALL BE TAKEN INTO
ACCOUNT UNLESS THEY CAN BE SHOWN
TO BE NEGLIGIBLE.
4.11.16 The undercarriage and airframe may be assumed to
be rigid unless the forces acting on them are
significantly affected by elastic deformation in
which case the effects should be estimated
conservatively.
4.11.17 THE VALUE OF FOR HARD DRY
SURFACES SHALL BE CONSIDERED AT ALL
CRITICAL VALUES UP TO 0.8.
The values selected for the /slip ratio curve for
spin-up shall be discussed with the Aeroplane
Project Director.
4.11.18 ALL SIDE FORCES SHALL BE
APPLIED AT GROUND LEVEL WITH FULL
ALLOWANCE FOR PNEUMATIC TRAIL
WHERE APPROPRIATE.
4.11.19 VERTICAL FORCES ACT ON THE
TYRE AT THE CONTACT POINT BUT SHALL
BE APPLIED TO THE LEG AT THE HUB.
4.11.20 DRAG FORCES INDUCED BY
WHEEL SPIN-UP AND SPRING BACK SHALL
BE APPLIED AT THE WHEEL HUB. DRAG
FORCES INDUCED BY BRAKING SHALL BE
APPLIED AT THE GROUND. DRAG FORCES
APPLIED BY STEPS, BUMPS, HOLLOWS AND
ROUGHNESS SHALL BE APPLIED AT THE
HUB.
See Leaflet 43 and 4.13 for steps, bumps
hollows and roughness
4.11.21THE VALUE OF F IS TO BE
DETERMINED IN EACH CASE BY THE TYRE
CHARACTERISTICS IN RELATION TO THE
SIZE OF THE STEP, BUMP OR HOLLOW FOR
THE CLASS OF RUNWAY SPECIFIED.
In Leaflet 43 and in Leaflet 48 reference is made
to the bump factor F.
TESTS
4.11.22 The following tests shall be considered and a
programme shall be agreed with the Aeroplane
Project Director:
(a) Static strength tests
4.11.34-50 states test requirements relating to
landing on smooth hard surfaces. 4.11.51-75
states requirements for retraction and lowering
tests.
(b) Fatigue tests (Leaflet 41)
(c) Stiffness tests
(d) Environmental tests

(e) Functioning tests
(f) Endurance tests
(g) Shimmy tests (Leaflet 39)
(h) Drop tests in addition to those required by
4.11.34-50
(i) Shock absorber damping tests including
recoil
(j) Wheel and tyre tests (Leaflets 58 and 59)
(k) Brake and anti-skid systems tests (4.12 and
Leaflets 57 and 4.12.26 Guidance)
(l) Fragmentation tests (Section 6 Leaflet 33).
(m) Tests on rough surfaces (4.13).
DIRECTIONAL CONTROL OF THE AEROPLANE ON THE GROUND
4.11.23 The requirements shall be considered for those
failure states (e.g. landing with wings swept) which
From 4.11.23 to 4.11.33 was previously
published as Chapter 302. It states general
may be applicable and the results discussed with
directional control requirements and associated
strength requirements which apply while the
relevant undercarriage units are in contact with
the ground.
The requirements relate to operation in wet or
dry conditions on smooth hard runways and will
need to be supplemented by the additional
requirements of 4.13 when operation from rough
or soft ground or from damaged and repaired
runways is required. However step and bump
requirements related to smooth hard runways are
included.
The requirements shall be met whether nose-
wheel steering is provided or not. Where nose-
wheel steering is provided the requirements of
4.14 are also applicable.
GENERAL DIRECTIONAL CONTROL REQUIREMENTS
4.11.24 It shall be possible to perform the
following manoeuvres in still air and in the average
crosswind (8 kt) at all relevant speeds up to 1.15
times maximum take-off speed at the level of
handling quality specified and at 1 level lower in
maximum design crosswind conditions (35 kt), or
with one tyre of a twin wheel nose unit burst:
(a) Straight take-off at level 1.
(b) Take-off with one engine failed at level 2.
See Leaflet 42 for definitions of levels and also
Leaflet 46 Para. 3.8.4.
(c) Rejected take-off with heavy braking and/or
reverse thrust and/or brake parachute and/or
arresting hook in operation, if provided, at level 2.
(d) Straight landing with reverse thrust and/or
brake parachute and/or arresting hook in operation,
if provided, at level 2.
(e) Straight taxying over a step, bump or hollow as
defined for a Class A runway in 4.13 with and
without braking at level 1.
(f) Transition from straight taxying to constant
radius cornering and back again with any necessary
combination of braking and engine power, at level
1, within the distance specified or agreed with the
(g) Taxying at constant speed and constant radius
and round specified corners, with and without
braking at level 1.
(h) 180 turn at level 1 within a space specified or
agreed with the Aeroplane Project Director.
4.11.25 IN ADDITION, FOR AEROPLANES IN
CLASSES II, III AND IV IT SHALL BE
POSSIBLE TO PERFORM THE MANOEUVRES
(E), (F), (G) AND (H) OF 4.11.24 IN WINDS UP
TO 45 KT FROM ANY DIRECTION.
4.11.26 THE AEROPLANE SHALL BE
DIRECTIONALLY STABLE AND STEERABLE
WHEN PERFORMING THE MANOEUVRES OF
4.11.24 IN ALL PRACTICAL COMBINATIONS
OF MASS, CG POSITION, BRAKING DEVICES,
AND THOSE MEANS OF DIRECTIONAL
CONTROL WHICH MAY BE REQUIRED TO
EFFECT THE MANOEUVRES OF 4.11.24 AND
4.11.25.
DESIGN REQUIREMENTS FOR STEERING AND CASTORING UNITS
4.11.27 CASTORING (WITH STEERING
DISCONNECTED ON AEROPLANES WHERE
IT IS PROVIDED) SHALL BE POSSIBLE,
THROUGH ANGLES REQUIRED BY THE
SPECIFICATION, IN ALL PRACTICAL
COMBINATIONS OF MASS AND CG
POSITION WHICH MAY ARISE ON THE
GROUND.
The requirements of 4.11.27-32 apply to all
undercarriage units which have directional
freedom whether steerable or not.
4.11.28 THE UNDERCARRIAGE UNITS SHALL
NOT CAUSE UNACCEPTABLE VIBRATION
OR AEROPLANE INSTABILITY IN ANY
SPECIFIED MANOEUVRES.
4.11.29 THE UNITS SHALL NOT SHIMMY IN
ANY SPECIFIED MANOEUVRES.
See also 4.11.14.
4.11.30 Provision shall be made for the units to
centralise from angles of not less than 15 after
take-off and to align themselves automatically
before touch down.
4.11.31 The units shall be centralised before or
during the retraction sequence to avoid the risk of
fouling any part of the aeroplane.
4.11.32 The units shall be retained in their proper
positions when they have been stowed.
STRENGTH AND STIFFNESS
4.11.33 The aeroplane shall have a proof factor not
less than 1.0 and an ultimate factor not less than 1.5
under the stressing cases set out in Leaflet 43.
Consideration shall be given to the impulse load
caused by traversing an arresting gear hook cable
at all speeds up to maximum take-off speed. See
Leaflet 43 Para. 6.
Additional requirements for steering system
strength are given in 4.14.
LANDING
4.11.34 Where an aeroplane is required to land
according to more than one procedure (vertical,
short, or conventional; manual or automatic) the
requirements shall be applied separately to each.
If a particular procedure involves design cases not
covered by the requirements these will be stated in
the Aeroplane Specification
The information from 4.11.34 to 4.11.50 was
previously issued as Chapter 304. It states
strength requirements for landing on smooth hard
runways.
4.11.35 All requirements shall be met in all
combinations of mass and CG position up to the
design landing mass (M
L
), at the design vertical
velocity (V
v
). All requirements should also be met
at 0.8V
v
and at:
(a) design take-off mass (M
T
) and CG
(b) maximum emergency design landing mass and
CG
(c) design landing mass (M
L
) and CG combined
with all combinations of each of the arbitrary
extreme values (See Table 5) of mis-servicing of:
(i) tyre pressure
(a) Where more than one operational loading or
geometric configuration of the aeroplane is
specified the requirements shall be met in each
configuration. Where a particular loading or
geometric configuration arises from a failure state
in which landing is required the Aeroplane
Specification will state the mass and vertical
velocity at which the requirements shall be met.
(b) The effects of all forms of braking and of
arresting shall be considered where relevant.
(ii) oleo gas pressure
(iii) oleo oil volume.
MULTI-WHEEL UNITS
4.11.36 In all possible combinations of one tyre
deflated and the rest correctly inflated the
requirements shall be met at a vertical velocity of
descent of 60% of the corresponding all-tyres-
inflated cases.
4.11.37 In all possible combinations of any two
tyres out of four deflated and the rest correctly
inflated the requirements shall be met at a vertical
velocity of descent of 50% of the corresponding all-
tyres-inflated cases.
STRESSING CASES
PRIMARY STRESSING CASES
4.11.38 The cases given in Table 4 are applicable to
all aeroplanes unless varied by the Aeroplane
Specification or by subsequent agreement with the
Project Director.
4.11.39 Three pitch attitudes shall be considered in
each of the following two cases:
(a) For aeroplanes that normally flare these shall
be:
(i) the normal flared attitude,
(ii) the normal flared attitude plus 7 or the
(a) The worst combination of mass and CG
position shall be considered in each case.
Aerodynamic ground effects shall be considered.
(b) The aeroplane attitude may be assumed to
remain unchanged during the compression stroke
of the main units. Change of attitude shall be
included where relevant in auxiliary and nose unit
calculations.
attitude corresponding to the maximum
incidence at which a controlled landing is
possible whichever is the less,
(iii) and the normal flared attitude minus 7
or the normal approach attitude whichever is
the less.
(b) For aeroplanes that normally land without
flaring these shall be:
(i) the normal approach attitude,
(ii) the normal approach attitude plus 7 or
the attitude corresponding to the maximum
incidence at which a controlled landing is
possible whichever is the less,
(iii) and the nominal approach attitude minus
7
(c) In all cases the forces applied to the main units
shall be balanced by inertia forces and moments
applied at the CG. The only air load which need
be considered is the aerodynamic lift assumed
equal to the weight of the aeroplane.
4.11.40 The cases given in Table 4 shall be
considered in accordance with the above
requirements where:
(a) The design reaction for the main units (R
m
)
shall be the highest reaction arising in the above
cases.
(b) The design reaction (R
n
) for nose units shall be
the greater of:
(i) the maximum reaction arising in the above
cases,
(ii) the maximum reaction arising in a
dynamic analysis of aeroplane behaviour
starting from conditions at/or before initial
touchdown and including the most adverse
CG position and the most adverse
pilot/elevator and braking input agreed with
(c) For laterally disposed auxiliary units the design
reaction (R
a
) shall be maximum reaction obtained
from a dynamic analysis of aircraft behaviour
starting from conditions at initial touchdown at
those attitudes defined in 4.11.39.
(d) The values of side force and drag force co-
efficients are as given in Table 4.
(e) The values of shock absorber closure are as
given in Table 4 or as determined by simple
prediction if preferred.
SECONDARY STRESSING CASES
4.11.41 Where stated in the aeroplane specification or
subsequently agreed with the Aeroplane Project
Director secondary stressing cases for main, nose,
or auxiliary units may be substituted for or added
to the primary stressing cases.
These cases may be defined according to one of
the following procedures:
(i) Arbitrary definition - in which a particular
parameter is assigned an extreme value (or a
The form of definition to be used, the probability
required, and the parameters to be considered will
be stated in the Aeroplane Specification or shall be
agreed with the Aeroplane Project Director. The
recommended values given in Table 5 shall be used
as appropriate, unless it can be shown to the
satisfaction of the Aeroplane Project Director that
more appropriate data is available.
small selection of parameters are assigned
extreme values) and the remainder are held at
mean or other chosen values. Suggested extreme
values are given in Table 5.
(ii) Statistical definition - in which specified
selected parameters are varied and the remainder
are assigned mean values. Analysis will then
provide a number of design cases having a
specified probability of occurrence.
Recommended mean values and standard
deviations are given in Table 5.
(iii) Dynamic definition - in which the
undercarriage unit design parameters are derived
by consideration of the response of the aeroplane
to conditions defined at some earlier point in the
landing.
ENERGY ABSORPTION AND DISSIPATION
4.11.42 Those units of the landing gear which can
act together within the attitude envelope shall be
capable of reducing to zero the vertical velocity of
descent in all the cases specified in 4.11.34-50.
These are the main units.
Where statistical or arbitrary definition is used the
attitude of the aeroplane may be assumed to be
unchanged during the absorption stroke of the
main units but changes shall be included where
relevant in auxiliary and nose unit calculations and
in all dynamic calculations.
See also Leaflet 46 Para. 2.1.2.
4.11.43 Neither the tyre nor the shock absorber
may bottom:
(i) at vertical velocities up to the design vertical
velocity, or
Either the tyre or the shock absorber but not both
may be allowed to bottom at vertical velocities
between V
v
and 1.2V
v
provided that the ultimate
reaction is not exceeded and the energy absorption
requirements are met.
See also 4.13.1.
(II) BELOW THE DESIGN REACTION.
4.11.44 THE DESIGN OF ALL UNITS SHALL
BE SUCH THAT THE ENERGY ABSORBED
BY THE SHOCK ABSORBER IS DISSIPATED
AS FAR AS POSSIBLE DURING THE INITIAL
COMPRESSION STROKE. FOR MAIN UNITS
THE ENERGY DISSIPATED SHALL BE NOT
LESS THAN 67% OF THE TOTAL VERTICAL
ENERGY OF DESCENT IN THE FULLY
AIRBORNE CONDITION AT DESIGN V
V
.
4.11.45 THE RECOIL OF ALL MOVING PARTS
SHALL BE SO DAMPED THAT THE APPLIED
FORCES DO NOT PRODUCE UNACCEPTABLE
STRESSES OR EXCESSIVE BOUNCE.
Ten times the compression damping is
recommended
See Leaflet 48 Para. 9.
UNDERCARRIAGE STIFFNESS
4.11.46 WHERE THE RATIO OF DESIGN
ALLOWABLE PROOF STRESS TO DESIGN
ALLOWABLE ULTIMATE STRESS FOR THE
MATERIAL PROPOSED FOR THE PRIMARY
STRUCTURE OF THE UNDERCARRIAGE
UNIT IS LESS THAN 0.75, IT SHALL BE
DEMONSTRATED BY CALCULATION AND
TEST THAT IN ALL CASES FUNCTIONING IS
NOT IMPAIRED BY DEFORMATION AT ALL
VELOCITIES UP TO V
V
AND THAT THERE IS
NO PERMANENT SET AT ALL VELOCITIES
UP TO V
V
.
AEROPLANE STATIC STRENGTH
4.11.47 THE WHOLE AEROPLANE SHALL
HAVE A PROOF FACTOR NOT LESS THAN 1.0
AND AN ULTIMATE FACTOR NOT LESS
THAN 1.5 UNDER THE STRESSING CASES OF
4.11.38-41 AND AT THE DESIGN VERTICAL
VELOCITY V
V
.
4.11.48 THE WHOLE AEROPLANE SHALL
HAVE AN ULTIMATE FACTOR NOT LESS
THAN 1.0 UNDER THE STRESSING CASES OF
4.11.38-41, AND AT THE ULTIMATE
VERTICAL VELOCITY 1.2V
V
.
DROP TESTS
4.11.49 Drop tests shall be performed at vertical
velocities increasing progressively to the design
vertical velocity under a mass equal to the
appropriate proportion of the aeroplane mass
supported by the unit or under a mass calculated to
provide energy equivalent to that for which the unit
is designed whichever is appropriate.
(a) Consideration shall be given to tests on a
complete aeroplane, but if preferred tests may be
done on one unit.
(b) The need for a matrix of pitch and roll angles
shall be considered and drop test cases selected
shall include those considered critical, those
necessary to permit the determination of the forces
which comprise a fatigue spectrum, those required
to confirm the energy absorption characteristics of
the shock absorber and tyre, and those required to
confirm the estimated design reactions.
(c) In all drop tests arrangements shall be made to
include spin-up on a surface giving as closely as is
practical the required value of the co-efficient of
friction.
See also Leaflet 46 Para. 9.
(d) Instrumentation shall be provided to enable the
relevant parameters to be calculated from the
measurements made during the energy absorption
stroke and during rebound to show that the
requirements of this clause have been met.
4.11.50 In all drop tests up to the design vertical
velocity V
v
the unit shall suffer no permanent
damage or distortion and measured reactions shall
not exceed design reactions.
RETRACTION AND LOWERING
previously Chapter 306. It states operational,
design, strength and test requirement for
Undercarriage Retraction and Lowering, for
Locking, and for Undercarriage Doors.
4.11.52 The retraction and lowering system shall be
designed to ensure that all wheels are correctly
aligned at touchdown irrespective of their alignment
on retraction after take-off.
4.11.53 Retraction shall be completed, using normal
take-off techniques, before the aeroplane reaches
the design limiting speed, in the most adverse
combinations of attitude, acceleration, atmospheric
conditions, and engine power applicable to take-off.
See Leaflet 54.
4.11.54 At any speed between maximum speed
undercarriage down and minimum approach speed,
lowering time shall be not more than 10 seconds
under the most adverse flight conditions.
4.11.55 The applicable handling qualities
requirements of Section 2 and 6.5 shall be met with
the undercarriage down and shall be degraded not
more than one level during retraction and lowering
under the conditions of 4.11.53-54.
4.11.56 If, having selected U/C DOWN (or UP),
the selection is altered to U/C UP (or DOWN), then
the later selection shall override the former and the
undercarriage shall obey the revised command,
complete the revised operation, and be serviceable
for further use.
DESIGN REQUIREMENTS
4.11.57 The lowering and retraction mechanism
shall function satisfactorily in the agreed
environment and particularly when the aeroplane
operates from runways or landing grounds which
are snow-covered, chemically treated or sandy.
Particular attention shall be given to the prevention
of any corrosion which might follow operation
from such surfaces.
See 4.11.7 for design environment.
4.11.58 During retraction and lowering of the
undercarriage, the operating mechanism shall be
able to withstand all accelerations within the
specified flight envelope up to the design limiting
speed (4.11.53).
If movement of the undercarriage is arrested under
these conditions it shall recommence as soon as the
acceleration returns within the range specified and
the operation shall be completed without further
attention by the pilot
4.11.59 The application of the maximum braking
torque which can be applied during retraction,
having regard to any means of torque limitation
provided, together with the most adverse
combination of normal acceleration, aerodynamic
load and position of the landing gear, shall not cause
serious vibration nor permanent deformation of the
landing gear nor impair its correct functioning.
4.11.60 A standby method of lowering the
undercarriage in emergency shall be provided and
no single failure in the normal system shall prevent
the undercarriage being lowered under the
conditions of 4.11.54. When the appropriate actions
for lowering the undercarriage by the standby
system have been correctly performed, the
operation of lowering shall proceed until it is
completed irrespective of any actions (correct or
otherwise) which might have been made with the
normal selector control.
However if the final actuator is a component of
established reliability, this need not necessarily be
duplicated if the Aeroplane Project Director
agrees.
4.11.61 It shall be impossible to retract the
undercarriage by means of the normal selector
control:
(a) whilst it is taking the weight of the aeroplane,
and/or
(B) AT SPEEDS LESS THAN THE TAKE-OFF
SPEED AT M
T
.
Notwithstanding these requirements, an override
emergency device shall be provided to retract the
undercarriage if such retraction is employed as a
means of shortening the ground run of the
aeroplane in an emergency.
4.11.62 NO SINGLE FAILURE HAVING A
PROBABILITY GREATER THAN ONCE IN 10
7
FLYING HOURS SHALL CAUSE THE
INADVERTENT RETRACTION OR THE
INADVERTENT LOWERING OF THE
UNDERCARRIAGE IN FLIGHT.
4.11.63 AN ON-GROUND SELECTION OF
UNDERCARRIAGE-UP WHERE SUCH A
SELECTION WOULD BE DORMANT
BECAUSE IT IS INHIBITED BY LACK OF
POWER OR A SAFETY INTERLOCK, SHALL
NOT BE ACTIVATED UPON REMOVAL OF
THE INHIBITION.
4.11.64 REDUCTION OF VULNERABILITY TO
BATTLE DAMAGE SHALL BE IN
ACCORDANCE WITH THE AIMS AND
REQUIREMENTS OF 9.9.
LOCKING
4.11.65 Unless the operating mechanism is
irreversible, the main and auxiliary undercarriage
units shall be held in both the safe landing and
retracted positions under all appropriate flight
conditions, by positive locks maintained in
engagement by mechanical means.
Hydraulic system pressure may be used to hold the
units in the retracted position provided the units
are also prevented from moving from the retracted
position by mechanical means which must not be
released by failure of hydraulic pressure.
4.11.66 ALL MAIN AND NOSE UNITS SHALL
BE PROVIDED WITH A LOCKING DEVICE TO
PREVENT UNINTENTIONAL RETRACTION
WHEN THE AEROPLANE IS BEING
SERVICED OR REPAIRED AND TO PROVIDE
SAFE ALTERNATIVE LOCKING SUFFICIENT
FOR GROUND HANDLING, IF THE PRIMARY
LOCKING SYSTEM AT 4.11.65 IS DEFECTIVE.
IF TAKE-OFF IS MADE WITH THE LOCKING
DEVICE LEFT IN PLACE, NEITHER
ATTEMPTED RETRACTION OF THE
UNDERCARRIAGE NOR LANDING SHALL
RESULT IN DAMAGE TO THE STRUCTURE.
THE LOCKING DEVICE WHEN ENGAGED
SHALL NOT PREVENT THE AEROPLANE
BEING MANOEUVRED ON THE GROUND
WITHIN THE RANGE OF CASTORING
ANGLES SPECIFIED.
UNDERCARRIAGE DOORS
4.11.67 UNDER ALL POSSIBLE FLIGHT
CONDITIONS THE UNDERCARRIAGE DOORS
SHALL BE POSITIVELY LOCKED WITH NO
POSSIBILITY OF GAPING AT THEIR
LEADING EDGES.
Any gaping which may occur elsewhere shall not
cause unacceptable stresses, buffet, or vibration.
4.11.68 WHEN THE UNDERCARRIAGE
DOORS AND/OR DOOR LOCKS ARE ALSO
USED AS A MEANS OF RETAINING THE
UNDERCARRIAGE IN THE RETRACTED
POSITION, THE DOORS AND DOOR LOCKS
SHALL BE DESIGNED TO SUPPORT ANY
LOADS IMPOSED INCLUDING THOSE
ARISING FROM FAILURE OF THE
UNDERCARRIAGE JACKS AND LOSS OF
FLUID PRESSURE.
4.11.69 WHERE ANY UNDERCARRIAGE
DOOR COVERS A SERVICING POINT, A
DOOR SAFETY LOCK SHALL BE PROVIDED
TO PREVENT INADVERTENT CLOSURE.
STRENGTH
4.11.70 OPERATING LOAD FACTORS
THE UNDERCARRIAGE AND DOORS
AND THEIR OPERATING MECHANISMS
SHALL HAVE PROOF AND ULTIMATE
FACTORS NOT LESS THAN 1.5 AND 2.0
RESPECTIVELY UNDER THE MOST
ADVERSE COMBINATION OF
ACCELERATION, AERODYNAMIC FORCE
AND POSITION OF THE UNDERCARRIAGE
AND DOORS WHICH CAN OCCUR UNDER
THE CONDITIONS SPECIFIED ABOVE.
TESTS
GENERAL
4.11.71 Every new design of retractable unit shall,
prior to taxying trials, undergo the tests given in the
following paragraphs.
(a) The tests of 4.11.74-75 shall be made on the
aeroplane and those of 4.11.72-73 either on the
aeroplane or on a representative structure at the
firm's discretion. The power supply should be
identical in all tests with that used in the
appropriate condition in service.
(b) The design of a retractable unit may provide
automatic wheel braking during retraction or may
depend upon pilot action to brake the wheels
before 'undercarriage up' selection; in the former
case the effects of residual wheel rotation during
the retraction sequence shall be checked during
testing, arid in the latter case the effect of the pilot
omitting to apply the brakes before retraction shall
be considered. Therefore the proportion of the
tests in 4.11.72-75 in which the wheels must be
'spun-up' before retraction is selected shall be
DEVELOPMENT TESTS
4.11.72 It shall be established either by tests or
other means acceptable to the Aeroplane Project
Director that the undercarriage doors remain tightly
shut under the following conditions:
(i) when the surrounding structure is deflected
to an extent comparable with the most adverse
deflections occurring at any time during flight and
the door is loaded to represent the most adverse
suction loads occurring at the same time, and
(ii) when the undercarriage ceases to be retained
by hydraulic system pressure when flying under
conditions represented by the positive boundary of
the basic flight envelope (see 4.11.54).
4.11.73 With those linkages, valve actuating rods,
etc that will be adjusted in Service, adjusted to the
most adverse limit, the undercarriage shall be loaded
to represent the most adverse loading covered by
the conditions of 4.11.52-56, over as great a travel
as possible and the following tests made:
(a) with the undercarriage initially locked in the
safe position, it shall be retracted and locked in the
fully retracted position 25 times. On 5 of these
tests, excessive acceleration shall be simulated by
the sudden application of an appropriate external
load to check that, if the movement is stopped,
retraction and locking proceeds as soon as the extra
load is removed and
(b) with the undercarriage initially locked in the
fully retracted position, it shall be lowered and
locked in the safe landing position 25 times using
In the test of the requirement, a check shall be
made that the undercarriage is hard against its
stops at the limiting positions. The locking devices
shall be examined under each test condition to
ascertain that the locks when acting alone will
retain the undercarriage. The effect of significant
structural deflections due to acceleration shall be
considered when evaluating the effectiveness of the
locks.
Note: Deflection of the aeroplane structure under
the conditions of 4.11.52-56 must be simulated
during these tests unless it can be demonstrated,
to the satisfaction of the Aeroplane Project
Director, that these effects are not significant.
the normal undercarriage lowering system and at
least 5 times using the emergency standby system.
In addition, it shall be lowered at least 5 times under
the most favourable conditions to ensure that
movement of the alighting gear is not so rapid as to
damage the alighting gear or structure or to cause it
to bounce away from the locks.
INSTALLATION CLEARANCE TESTS
4.11.74 With the aeroplane jacked off the ground using the
correct Service equipment in the correct positions,
functioning of both normal and emergency systems
shall be checked as follows:
(a) with the undercarriage initially locked in the
safe landing position, 'undercarriage up' shall be
selected and the time from selection of the control
position to locking of the undercarriage in that
position shall be measured. This test shall be done
25 times using the normal operating system. If, on
a retractable unit provided with automatic wheel
braking during retraction, a device is fitted which
limits the wheel brake torque during retraction, the
wheels shall be 'spun-up' during 5 additional
retraction tests to check that:
(i) the brake torque available during
retraction will ensure that residual wheel
rotation does not cause serious vibrations, and
(ii) the brake system pressure is not thereby
reduced when the wheels are returned to the
lowered position.
(b) with the undercarriage initially locked in the
fully retracted position, undercarriage down' shall
be selected and the time from selection of the
control position to locking of the undercarriage in
that position shall be measured. This test shall be
done 25 times using the normal operating system
and an additional 5 times using the emergency
system (or each system if there is more than one).
4.11.75 Tests shall be made to verify compliance
with the castoring requirements of 4.11.23-33.
4.11.76 The tests must be conducted on alighting
gears which are fully representative of the final
Service standard. In particular tyre and oleo
pressures must be representative.
previously published as Chapter 1008. It
describes the tests that are required on the
alighting gear to ensure satisfactory operation in
Service. The tests are designed to cover all
factors which can affect the functioning and
operating characteristics of the alighting gear
while on the ground and in flight, and are
required to provide information which can be
used as a basis for limitations, within which the
alighting gear may be safely used by the Service.
The object of the tests of this Chapter is to
confirm compliance with the design requirements
of Chapters 4.11, 4.12, 4.13 and 4.14.
The tests described here are applicable to all new
alighting gears and all installations where
modifications have been made likely to affect the
results of tests unless otherwise stated.
EQUIPMENT
4.11.77 INSTRUMENTATION The standard of
instrumentation shall be such that the performance
and the operating characteristics of the alighting
gear can be monitored and where possible,
compared with the results obtained from simulation
modelling and ground tests.
LOADING
4.11.78 Full details of tile aeroplane loading and
centre of gravity required for the tests of this
Chapter will be issued later.
Pending the issue of generalised test requirements,
the requirements for the particular aeroplane under
test may be obtained from the Aeroplane Project
Director.
TEST DETAILS
4.11.79 The items listed under compliance should
be considered prior to test
(a) The evidence from preliminary component
and rig tests,
(b) The range of tyre and oleo pressures to be
tested,
(c) The operational role of the aeroplane, in
particular the requirement to test on surfaces other
than smooth, hard runways,
(d) The standard of the alighting gear and its
suitability for the tests proposed
4.11.80 The tests to be carried out should normally
include those listed under compliance
(a) Shimmy tests (see Leaflet 39),
(b) Brake and tyre tests,
(c) Taxy tests,
(d) Reverse taxying tests
(e) Retraction and lowering tests using normal
and emergency standby systems (see 4.11.51-75),
(f) Steering and manoeuvring tests (see
4.11.23-33).
4.11.81 Full details of the tests required will be
issued later.
Pending the issue of the complete Clause, further
details may be obtained from the Aeroplane
Project Director.
4.12 WHEELS, TYRES AND BRAKES
4.12.1 The requirements of this clause are applicable to all wheels, tyres, brakes, and braking systems. It is divided into four main sections:
(i) Brakes and Braking Systems (See also Leaflet 56 for "Design of Wheel Brake Systems" and Leaflet 57 for "Laboratory Testing of Wheel Brake
Systems")
(ii) Anti Skid Systems (Leaflet 4.12.26 Guidance for "Anti skid Braking Systems"),
(iii) Wheel and Brake Assemblies, Tyres, and Tubes (Leaflet 58 for "Laboratory Testing of Wheels" and Leaflet 59 for "Tyres and Tubes"),
(iv) Aeroplane Performance and Compatibility Tests
This information was previously published as Chapter 310 and is similar in content to JAR 25.731 - 735.
DIVISION OF RESPONSIBILITIES
4.12.2 Note that some of the requirements of this clause,
and advice in the leaflets, are addressed to the
System Designer or the Tyre Designer. This is
done for clarity and is not intended to alter the
overall responsibility of the Aeroplane Designer,
for the whole aeroplane, to whom the
requirements of this DEF STAN are normally
addressed. The "Aeroplane Specification" is the
document agreed between the Aeroplane
Designer and the Project Director. The "System
Specification" or the "Detail Specification" is a
document agreed between the Aeroplane
Designer and the System Designer or Tyre
Designer.
LIFE
4.12.3 Tyres and tubes shall have the maximum
shelf life practical. A limited shelf life for these and
other components made of rubber will be accepted
only if deterioration cannot be prevented by correct
storage conditions.
It is recognised that not all components of these
systems need to have a life equal to that of the
aeroplane; therefore, estimated lives of all
components, including shelf, wear and fatigue
lives, shall be agreed with the Aeroplane Project
Director.
TESTS
4.12.4 (a) The Aeroplane Designer and the Systems
Designer shall mutually agree the extent of these
tests and who shall perform them.
(b) The parts to be tested and the schedule of tests
shall be agreed between the Aeroplane Designer
and the braking systems designers and submitted to
(c) The Test Conditions and Objectives of
Table 6 are applicable to all tests to the extent
(a) Prior to tests on the aeroplane (see 4.12.48-
50) brake dynamometer tests and/or rig tests shall
be conducted if required either by the Aeroplane
Specification or by the Aeroplane Designer.
(b) All parts used for such qualification tests shall
be measured and weighed. All relevant hydraulic,
pneumatic, or electrical characteristics shall be
determined. These shall be within the
requirements specified by the Aeroplane
Designer.
DETAIL DESIGN AND CONSTRUCTION
4.12.5 All parts having the same part number shall
be directly and completely interchangeable with
each other with respect to installation and
performance.
(a) Detail design and construction of all parts used
in the systems listed above shall conform to the
requirements specified by the Aeroplane Designer.
They shall be suitably sealed to ensure satisfactory
operation in the environment described in 4.11.7.
(b) The production mass limits of all components
of these systems shall be agreed with the
Aeroplane Designer.
INTERFACE REQUIREMENTS
4.12.6 Each system shall be designed to meet the
interface requirements as defined for the aeroplane.
All critical dimensional limitations shall be agreed
with the Aeroplane Designer.
The following features shall be taken into account:
(a) Brake torque characteristics,
(b) The brake metering system and its
components,
(c) Hydraulic flow requirements,
(d) Aeroplane and undercarriage dynamic
characteristics, including shock absorber, brake,
and tyre dynamics,
(e) Total aeroplane stopping performance
requirements,
(f) Relevant characteristics of the tyres,
(g) The aeroplane electrical and electronic
systems,
(h) The operating environment of components.
(i) Worst case taxying loads.
(j) The effects of short flights with rapid
turnround.
RELIABILITY, FAULT AND FAILURE ANALYSIS
4.12.7 Quantitative reliability requirements shall be
established for the system and its components
consistent with the aeroplane system requirements.
4.12.8 A Failure Mode and Effects Analysis shall be
performed and submitted to the Aeroplane Designer
and the Aeroplane Project Director.
(a) Failures whose effects cannot be adequately
represented in the analysis shall be simulated by
appropriate tests.
(b) It shall be verified that operational check-out
procedures can be developed to detect all
significant failures.
MAINTAINABILITY
4.12.9 Quantitative maintainability requirements
shall be established for the system and its
components consistent with the aeroplane system
requirements.
(a) The requirements shall apply to maintenance in
the planned maintenance and support environment.
(b) The assumptions and results shall be submitted
to the Aeroplane Designer and to the Aeroplane
Project Director for agreement and acceptance.
Factors to be considered shall include time,
frequency, complexity, and their costs.
BRAKES AND BRAKING SYSTEMS
OPERATION
4.12.10 The braking effect shall increase or
decrease progressively as the force applied to the
normal brake control is increased or decreased.
There shall be no appreciable delay between
operation of the cockpit control and operation of
the brakes.
4.12.11 Power operated systems shall have a
reserve power supply capable of operating the brake
for a single stopping of the aeroplane in the event of
failure of the normal power supply.
See 4.12.17-18 for the required capacity of both
normal and reserve power supplies.
4.12.12 On shipborne aeroplanes, a standby braking
system shall be provided, capable of operating the
The standby system need not provide differential
braking and anti-skid protection, but if anti-skid is
brakes for a single stopping of the aeroplane within
the confines of the flight deck in the event of any
single failure within the normal system (including
the power supply but excluding the brake unit).
not provided then progressive braking under the
pilot's control is required.
4.12.13 All brakes shall become free after the
control applying them has been taken off.
4.12.14 Variations in torque of a cyclical or
alternating nature, with or without the anti-skid
system being operated, that are likely to cause
structural damage, shall not occur.
PARKING
4.12.15 A parking brake shall be provided. The
parking brake shall be capable, at any practical
aeroplane mass, of holding the aeroplane against a
force of 0.1G.M
T
fore or aft with or without idling
thrust on all engines.
(a) The parking brake control system shall be in
accordance with current Defence Standards.
(b) The parking brake system may be incorporated
in either the normal or the reserve brake system.
See also 4.19 for control positions.
4.12.16 The parking brake shall be capable of
meeting the requirements of 4.12.15 for at least 24
hours when all engines are stopped, when flying
control locks have been applied, and no power is
supplied from an outside source.
CAPACITY OF POWER SUPPLY
4.12.17 The capacity of the normal power supply
with main or auxiliary power units working as in the
normal landing run, and the capacity of the reserve
power supply with no main or auxiliary power units
working, shall be the greater of either:
(a) capacity for full pressure at the brakes to be
The requirements of 4.12.17 & 4.12.18 shall be
met both when the brakes are new and when they
have reached the limit of their allowable wear and
adjustment. Compliance with this requirement
shall not be affected by the operation of, or faults
in, any other service.
maintained when the anti skid system applies and
releases the brakes continuously throughout the
landing run, or
(b) capacity for at least 10 full applications of
the brakes when the anti-skid system is not in action
or is not fitted
4.12.18 The capacity of the main and reserve
supply shall each be such that full braking force is
available for a rejected take-off at maximum design
take-off mass, less fuel used in taxying, at the time
of take-off regardless of the use made of the brakes
during taxying and run up.
KINETIC ENERGY ABSORPTION
4.12.19 Where wheel brakes are the only means of
stopping the aeroplane they shall be capable of
absorbing, in the appropriate distance at sea level
and at such other temperatures and altitudes as the
Aeroplane Specification requires, the kinetic energy
of the aeroplane in the landing cases 1, 2 and 3, of
Table 6 after allowance has been made for any
operating conditions within the Aeroplane
Specification which affect braking performance, eg
aerodynamic drag, engine thrust, taxying and
previous repeated brake operations.
(a) When means other than wheel brakes are used
to assist in stopping the aeroplane in a normal
manner, e.g., reversing propellers, thrust reversal,
or brake parachutes, the details with particular
regard to reliability and to any proposed
adjustments to the requirements, shall be agreed
(b) Compliance with Case 1 of Table 6 of this
Chapter shall be demonstrated on the prototype
brake assembly by adequate laboratory tests on the
general lines of those given in Leaflet 57.
(c) Compliance with Case 2 or Case 3 of Table 6
whichever is the more severe shall be demonstrated
by one laboratory test stop on a brake assembly
worn to an extent representing the end of its useful
life.
PRESSURE INDICATION
4.12.20 Means shall be provided to indicate brake
system pressure as agreed with the Aeroplane
Project Director.
4.12.21 Hydraulic pressure gauges or indicators
shall be so installed or protected that failure of the
gauge or indicator causes minimal loss of hydraulic
fluid from the system and does not endanger the
crew.
Provision shall be made for fitting a pressure gauge
at the brake, for ground testing.
DEPRESSURISING AND REPRESSURISING
4.12.22 Provision shall be made externally for
dissipation of brake pressure for servicing.
Provision shall be made for simple repressurisation
of the brake system reservoirs without running the
aeroplane engines so that ground manoeuvring can
be done at any time.
STRENGTH OF CONTROL CIRCUIT
4.12.23 The brake control circuit shall have proof
and ultimate factors not less than 1.125 and 1.5
respectively under the appropriate loads of Leaflet
56 Para. 10.1 as determined by the Aeroplane
Designer.
ANTI SKID SYSTEMS
4.12.24 Unless otherwise stated in the Aeroplane
Specification an anti skid system approved by the
Aeroplane Project Director shall be provided for all
braked wheels.
4.12.25 The anti skid system in conjunction with the (a) The system shall provide a means of controlling
aeroplane wheel brake system shall provide, within
the limits of the aeroplane braking environment, a
means of safely stopping the aeroplane within the
required runway length, width, and surface
condition. The system shall not be adversely
affected by the use of other decelerating aids such
as reverse thrust or brake parachute.
brake pressure such that wheel rotation is
maintained within the required performance levels
under all conditions other than tyre aquaplaning.
This requirement shall apply to all landing surfaces
on which the aeroplane is required to operate.
(b) The system shall prevent tyre flat-spotting and
shall never permit a completely locked brake
within the control speed range of a normally
operating system.
PERFORMANCE
4.12.26 The system shall not induce any dynamic
instability, or unacceptable vibration, of any part of
the aeroplane.
(a) A hydraulic analysis shall be performed to
show that the components of the brake system and
the anti-skid valve are capable of achieving the
required brake application and response.
(b) Consideration shall be given to cross coupling
of the anti-skid units to maintain directional
control of the aeroplane. This shall be
demonstrated on the aeroplane throughout the
forecast ground operation spectrum.
(c) The system shall be tuned to meet the required
performance on a wet surface, a dry surface, and
combinations of wet and dry surfaces taking into
consideration both braking and cornering forces,
through the control speed range. However, since
the total braking function involves more than the
anti-skid system, total system performance shall be
the responsibility of the Aeroplane Designer.
SYSTEM FEATURES
The following are features which may be required
by the Aeroplane Designer, in addition to the
basic anti skid functions, depending upon the
aeroplane configuration and landing distance
requirements; touchdown protection, failure
detection, cockpit warning light, emergency
operation and system integrity testing.
HYDRAULIC ANALYSIS
When performing the hydraulic analysis,
consideration should be given to the possibility of
the anti-skid system being adversely affected by
inadequate fluid flow through the pilot metering
valve and fluctuations in return line pressure.
Minimum ambient and fluid operating
temperatures which will be encountered should
also be considered.
DYNAMOMETER TESTING
It is recognised that dynamometer testing may
not provide an accurate simulation but it may be
employed at the option of the Aeroplane
Designer or as required by the System
Specification to determine system/aeroplane
compatibility and system performance. Use of
aeroplane hardware (hydraulic simulation, tyre,
wheel, brake, structure, etc) will improve
aeroplane simulation. Testing on the aeroplane
will however always be necessary.
For advice on methods of testing aeroplanes to
determine anti skid braking system performance
in relation to runway friction, consult the
This guidance was previously published as
Leaflet 310/3.
ENVIRONMENT
4.12.27 The system shall perform satisfactorily in
the environmental conditions specified by the
Aeroplane Designer.
When compiling the test schedule of environmental
test relating to these requirements, endurance tests
(involving electrical and hydraulic cycling of the
brake control system) and hydraulic tests
(involving pressure drop, internal and external
leakage and proof and burst pressures) shall also
be considered.
See 4.11.7.
TESTS
4.12.28 (a) If required by the Aeroplane Designer, all
component tests shall be performed on an anti-skid
system installed in a representation of an aeroplane
brake-control system. The degree of aeroplane
simulation required shall be specified by the
Aeroplane Designer.
(b) During all tests, performance and endurance
parameters shall be monitored. A list of these
parameters shall be included in the test schedule
which shall be agreed with the Aeroplane
Designer.
STRENGTH
4.12.29 The structural strength of all units of the
anti skid system shall be such that, when installed,
operation will not be impaired and no part of the
device or its mounting shall fail under the maximum
imposed mechanical operating loads, accelerations,
or wrench torque loads required for making
connections.
When designing an anti-skid system consideration
shall be given to minimizing the fatigue effects on
the whole aeroplane.
PERFORMANCE AND COMPATIBILITY ANALYSIS
4.12.30 Simulation studies of system performance
under all conditions required by the System
Specification or by the Aeroplane Designer shall be
prepared as described in 4.12.31-32. Any other
method shall be approved by the Aeroplane Project
Director.
(a) The initial analysis shall be prepared prior to
flight test of the first unit. A final analysis shall be
prepared at the conclusion of the flight and ground
test evaluation of the system on the aeroplane and
shall be based on all test information then available.
(b) An analysis shall also be made of system
performance under the most extreme
environmental conditions of 4.12.27 including
changes in hydraulic pressure and electric supply
voltage. Performance at the extremes shall be
within the limits defined by the Aeroplane
Specification, or the Aeroplane Designer.
SIMULATION STUDIES
4.12.31 Tyre, wheel, brake, undercarriage, airframe
dynamic characteristics, and aeroplane aerodynamic
characteristics, shall be included in a computer
analysis in which the various component and system
characteristics are simulated as accurately as
possible using available laboratory test data.
(a) Wherever possible actual system components
(particularly skid control electronic circuitry) shall
be used.
4.12.32 The characteristic variation of friction co-
efficient with tyre or wheel slip shall be considered
and the numerical values of this function shall be
established based on the properties of the tyre, and
on experimental data.
The range of available tyre-to-surface friction co-
efficients to be analysed shall be from 0.10 to the
maximum available for a dry surface, or the
maximum which can be used by the brake's torque
capability, whichever is least. The computer
programme shall include provision for varying the
available maximum coefficient of friction during a
single braking stop, in order to simulate the effect
of ice patches, puddles, and paint stripes, on the
runway.
ELECTRICAL AND ELECTRONIC REQUIREMENTS
4.12.33 Special attention shall be given to:
(a) moisture proofing of assemblies, including
connectors.
(b) providing system component and tolerance
compatibility throughout the extremes of the
temperature, environment, and maintenance
requirements.
(c) tolerance to the electro-magnetic interferences
environment.
4.12.34 When designed for electrical operation, the
system shall conform to all applicable requirements
of 6.6. The specified performance shall be achieved
when the power source is within the operating range
agreed with the aeroplane designer. During power
interruption the system shall revert to brake
pressure as metered by the pilot.
4.12.35 Relays, wiring and connectors used in the
system shall conform to the latest applicable
requirements of Defence Standards and other
general standards and specifications, listed in the
HYDRAULIC AND PNEUMATIC COMPONENTS
4.12.36 Hydraulic and pneumatic components shall
conform to the latest applicable requirements of
Defence Standards and other general standards, and
specifications, listed in the Aeroplane Specification.
WHEEL AND BRAKE ASSEMBLIES, TYRES, AND TUBES
4.12.37 AN ANALYSIS OF ESTIMATED
WHEEL LOADS WHICH AFFECT STATIC AND
FATIGUE STRENGTH SHALL BE SUPPLIED
BY THE AEROPLANE DESIGNER TO THE
WHEEL AND BRAKE DESIGNERS. THE
WHEEL SHALL BE DESIGNED TO
WITHSTAND THE STRESSES RESULTING
FROM THESE LOADS AND TO HAVE THE
SPECIFIED LIFE WHEN OPERATING TO THIS
(a) When compiling the fatigue spectrum, account
shall be taken of the tyre pressure cycles induced
by temperature effects and of the direct effect of
the temperature cycle on the wheel.
(b) For multi-wheel undercarriage units account
shall be taken of unequal wheel load distribution
and flat tyres.
See 4.11.12-13.
SPECTRUM OF LOADS.
WHEEL DESIGN
4.12.38 THE DESIGN OF THE WHEEL SHALL
BE OF THE DEMOUNTABLE FLANGE OR
DIVIDED HUB TYPE TO FACILITATE TYRE
CHANGE. ALL DEMOUNTABLE FLANGES
SHALL BE SECURED TO THE WHEEL SO AS
TO PREVENT LOSS OF THE FLANGE IF A
FLAT TYRE OCCURS WHEN THE WHEEL IS
ROLLING.
Mating tubeless wheel parts and valves shall be
sealed to prevent leakage.
See Leaflet 58 for Laboratory Testing of Wheels
4.12.39 THE WHEEL SHALL BE DESIGNED
FOR SATISFACTORY OPERATION AT ALL
AMBIENT TEMPERATURES SPECIFIED BY
THE AEROPLANE DESIGNER.
The maximum tyre bead seat temperature under all
aeroplane operating conditions other than the
rejected take-off shall be specified and agreed with
the Aeroplane Designer.
4.12.40 THE WHEEL RIM CONTOUR AND
FORM SHALL CONFORM TO EUROPEAN
TYRE AND RIM TECHNICAL
ORGANISATION (ETRTO) STANDARDS.
4.12.41 THE WHEEL SHALL BE DESIGNED
TO ENSURE CLEARANCE WITH ALL NON-
ROTATING BRAKE PARTS UNDER ALL
OPERATING CONDITIONS.
The minimum clearance between the surface of a
tyre and the aeroplane structure shall not be less
than those specified in BS M45 (Aircraft Tyres).
4.12.42 ALL WHEELS, TYRES AND TUBES
SHALL BE DESIGNED AND TESTED TO
WITHSTAND AT LEAST 4 TIMES THE
WHEEL DESIGN PRESSURE BEFORE
BURSTING.
4.12.43 A PRESSURE RELIEF DEVICE SHALL
BE FITTED TO ALL AEROPLANE WHEELS TO
PREVENT TYRE OVER-INFLATION BY THE
The type of device shall be agreed with the
Aeroplane Project Director, but a pressure release
plug, incorporating a fusion welded bursting disc is
A recommended bursting pressure is twice the
normal tyre inflation pressure.
GROUND CREW. PRESSURE RELIEF
DEVICES OF DIFFERENT PRESSURE
RATINGS SHALL BE DESIGNED SO THAT
THEY ARE NOT PHYSICALLY
INTERCHANGEABLE.
preferred. The device shall be designed and
located on the wheel so that the ground crew
inflating the tyre will not be injured by fracture
particles when the disc bursts. The minimum
pressure at which the bursting disc will operate
shall be selected by the Aeroplane Designer, and
shall include an allowance for the acceptable
transient tyre pressure increases to be expected in
service, for example, due to environmental
conditions and those caused by brake heating and
landing load effects.
4.12.44 A MINIMUM OF 3 FUSIBLE PLUGS
SHALL BE FITTED IN BRAKED WHEELS TO
RELIEVE TYRE PRESSURE IF THE
TEMPERATURE OF THE TYRE BEAD SEAT,
OR OF ANY CRITICAL PRESSURISED AREAS
OF THE WHEEL, REACHES A
PREDETERMINED LEVEL DURING
ABNORMAL TAXI OR BRAKING
CONDITIONS. THE FUSIBLE PLUGS SHALL
NOT OPERATE AND SHALL NOT LEAK
UNDER NORMAL SERVICE CONDITIONS.
4.12.45 WHEELS SHALL BE BALANCED
WITHIN LIMITS SPECIFIED BY THE WHEEL
DESIGNER AND AGREED WITH THE
AEROPLANE DESIGNER.
Split wheels shall be balanced separately so that
pairing of halves in alternative positions, or pairing
of different halves, will not cause these limits to be
exceeded.
TYRES AND TUBES
4.12.46 THE TYRE MANUFACTURER SHALL
PERFORM TESTS TO A SCHEDULE AGREED
WITH THE AEROPLANE DESIGNER
The Aeroplane Specification or the Project
Director will state requirements if any for the
provision of retreadable tyres.
Tubes, if fitted, are regarded as part of the tyre
for all design and test requirements.
INVOLVING PERFORMANCE,
ENVIRONMENT, FATIGUE, AND
ENDURANCE.
4.12.47 Tyre inflation valves shall comply with the
requirements of BS C7 and shall have a high
performance core.
See ASCC Air Standard 25/8 and STANAG
3209
AEROPLANE PERFORMANCE AND COMPATIBILITY TESTS
GENERAL
4.12.48 Performance and compatibility tests shall
be done on an aeroplane.
(a) The method of measuring performance
efficiency and the level of system performance
efficiency required shall be agreed by the
Aeroplane Designer and the Aeroplane Project
Director.
(b) The tests, which may be done according to
either the Basic Tests of 4.12.49 or the Alternative
Test Methods of 4.12.50, of this Clause, shall
show that the requirements of Table 6 of this
Clause have been met.
BASIC TESTS
4.12.49 Install instrumentation on the aeroplane to measure
the following as a minimum; independent wheel
speeds, brake actuation pressure, brake actuation
initiation signal to the control valves, and pressure
at the brakes. Perform low and high speed runway
trials on wet surfaces, dry surfaces and on
combinations of wet and dry surfaces, to determine
(a) the wheels never fully "lock up",
As an optional extra, determine the free roll or
unbraked deceleration characteristics of the
aeroplane.
(b) the aeroplane brake control system
performance is as specified,
(c) the aeroplane has acceptable handling
characteristics.
ALTERNATIVE TEST METHOD
4.12.50 For a more sophisticated evaluation, in addition to
the above, install brake-torque or strut-drag
instrumentation and suitably located
accelerometers and also provide a means of
measuring true aeroplane velocity either on the
aeroplane or on the ground.
In addition to the Basic Tests at 4.12.49,
determine drag and/or brake torque efficiency.
4.13 OPERATION FROM ROUGH GROUND/GROUND CLEARANCE
4.13.1 The requirements of Chapters 4.11.23-50 and 4.14 are based on the assumption that the surfaces from which the aeroplanes are designed to operate
are smooth and hard. This clause states variations from those requirements necessary to ensure satisfactory operation from runways which do not have these
characteristics. The results of all theoretical analyses and assessments required by this clause shall be discussed with the Aeroplane Project Director.
However, demonstration of satisfactory operation from such surfaces shall be by test. The requirements are stated in four forms:
(a) steps, bumps and hollows to be traversed when taxying.
(b) roughness requirements of increasing severity dependent on the class of surface from which operations are to be conducted.
(c) softness requirements, which are generally associated with roughness, which affect the performance of the aeroplane when riding over the defined
roughness.
(d) requirements arising from the need to operate from runways which have been damaged and repaired.
The arbitrary stressing cases of Leaflet 43 may be used for design purposes in conjunction with the requirements of this chapter but may not be used for
demonstration of compliance. An assessment shall be made of the differences in the fatigue loading spectrum from that assumed for normal operation.
When applying the requirements of this chapter either the tyre or the shock absorber, but not both together, may be allowed to bottom provided that the
ultimate reaction is not exceeded. See also 4.11.43.
See Leaflet 48 "Operation from surfaces other than smooth hard runways" for general background to the problems of operating from semi-prepared surfaces
and from damaged and repaired runways. This information was previously published as Chapter 305 of DEF STAN 00-970.
STEPS, BUMPS AND HOLLOWS
4.13.2 The relevant requirements of 4.11.23-33 and (a) The step is defined as a simple 90 rectangular See Table 7.
4.14 shall be met when any single undercarriage unit
encounters the step, up or down, and the bump, or
hollow appropriate to the class of runway surface
required by the Aeroplane Specification.
step. See Fig.2.
(b) The bump is shown in Fig.3 and is defined as
2h
x
= H
s
(1-cos 2 x/L). Where L is normally
assumed to be any value between 0.25m and
1.25m.
(c) The hollow is the bump of (b) inverted.
ROUGH GROUND OPERATION
4.13.3 The designer shall agree a definition of the
aeroplane configurations to be used, a mathematical
model of the aeroplane, and a mathematical model
of the ground to be traversed, appropriate to the
class of runway specified, with the Aeroplane
Project Director.
(a) Using the agreed model the designer shall
perform a dynamic analysis of the behaviour of the
whole aeroplane in the pitching and rolling planes
to determine if, at any speed up to 1.15 times the
maximum take-off speed, the behaviour of the
aeroplane will cause burst tyres, or stresses in any
of the units greater than the design ultimate
stresses.
(b) An assessment shall be made of the resultant
motion of the aeroplane and the effects of this
motion, on the aeroplane, the crew and the
equipment. Particular attention shall be paid to
effects on crew performance, avionics, and
external stores.
(c) An assessment shall be made of the resultant
motion of the aeroplane and the effects of this
motion, on the aeroplane, the crew and the
equipment. Particular attention shall be paid to
effects on crew performance, avionics, and
See Leaflet 49 "Specification of continuous
ground unevenness" for details of surface profiles
applicable to the classes of prepared and semi-
prepared surface which may be specified for a
particular project.
external stores.
(d) An assessment shall be made of the effects of
roughness on vertical, drag, and side loads during
landing.
SOFT GROUND OPERATION
aeroplane configurations to be used, a mathematical
model of the aeroplane, and a mathematical model
of the ground to be traversed, according to the
degree of softness (CBR) specified.
(a) An assessment shall be made of the effects of
softness on take-off and landing distances.
(b) An assessment shall be made of the effects of
softness on vertical, drag, and side loads during
take-off and landing.
See Leaflet 50 "Estimates of ground flotation"
for a method of calculating the number of passes
and sorties which may be possible from a
particular semi-prepared surface.
See Leaflet 51 "Estimation of aeroplane rolling
wheel drag" for a method of estimating aeroplane
performance.
OPERATION FROM DAMAGED AND REPAIRED RUNWAYS
aeroplane configurations to be used, and a
mathematical model of the aeroplane, with the
The cases to be considered are stated in Tables 8,
9, 10. Each case shall be applied to each
undercarriage unit separately and considered for:
(a) its effect on the dynamics of the whole
aeroplane and
(b) the effects of the consequent vibration on
crew, equipment and structure.
Table 8 gives the mass, speed, and special limits
applicable to the obstacles to be encountered.
Table 9 gives definitions of the bumps and
hollows.
Table 10 gives details of the repaired craters and
associated load limits to be observed. Values of
L to be considered are 6.5m, 12.5m and 22.5m.
Figs 2,3 and 6 illustrate the obstacles.
Figs 4 and 5 give dimensions of the bumps and
hollows to be considered.
See Leaflet 52 The damaged and repaired
runway" for background information on repair of
damaged runways and the selection of a
Minimum Operating Strip (MOS).
See Leaflet 53 "Design Principles" for a summary
of design features which have been found to
improve the ability of the aeroplane to operate
from damaged and repaired runways.
TESTS
4.13.6 A programme of tests, which may include both
small scale and full scale model tests, shall be
GROUND CLEARANCE
4.13.7 With the exceptions of arresting hooks and
tail bumpers if fitted, there shall be positive ground
clearance of all parts of the aeroplane, including all
control surfaces in the most adverse position with
all external stores, on a smooth hard surface in all
practicable take-off and landing attitudes, with the
maximum undercarriage closure and tyre
compression including any combination of burst
tyres and total collapse of the shock-absorber.
STAN 00-970 Issue 1.
TRAMPLING OF AERODROME ARRESTING GEAR HOOK CABLES
4.13.8 The design aim is to avoid impact between
the cable and any part of the aeroplane except the
tyres. Where impact cannot be avoided the design
shall be such that the damage to the hook cable and
to the aeroplane will not affect their safety or
operational efficiency.
At an early stage in the design, the ground
clearance of all parts of the aeroplane with and
without external stores shall be assessed against
the recommendations of Leaflet 60. Where there
is any doubt whether adequate clearance can be
provided, trampling tests at various speeds (using
Arresting gear hook cables are now installed at
many aerodromes throughout the world and
aeroplanes of all types have to trample these
cables during taxying, take-off and landing.
dummy stores where necessary) shall be done at
an early stage in the development test programme.
If tests show that any part of the aeroplane may be
struck the action to be taken shall be discussed and
agreed with the Aeroplane Project Director in
accordance with the recommendations of Leaflet
60.
4.14 NOSE WHEEL STEERING
4.14.1 This information was previously published as Chapter 303 of DEF STAN 00-970 Issue 1 and is similar to JAR 25X745. It states requirements
additional to those at 4.11.23-33 applicable to nose-wheel units when nose-wheel steering is provided. If an emergency system is provided these requirements
apply equally to it.
4.14.2 The nose-wheel steering system shall have a
steering rate, and ratio or ratios, of steered wheel
angle to control movement, which (in conjunction
with other directional control systems) will provide
smooth hang and minimise pilot-induced oscillations
to meet the directional control requirements of
4.11.23-33.
Compliance with the requirements of this Chapter
shall be demonstrated where relevant by a Failure
Effects and Hazard Analysis. See Leaflet 45 Para.
5. Where electric or electronic control is used
circuit reliability shall be included in the Failure
Effects and Hazard Analysis.
4.14.3 The nose-wheel steering system shall be
compatible with all aeroplane systems which affect
it or operate in conjunction with it.
4.14.4 The nose-wheel steering system shall not
induce unacceptable vibration, aeroplane instability,
or shimmy with the system engaged or disengaged.
4.14.5 All components of the nose-wheel steering
system shall function satisfactorily in the
environmental conditions specified for the
aeroplane.
See 4.11.7.
4.14.6 Failure of any part of the steering system
shall not:
(a) cause interference with the required motion of
the rudder pedals or with any part of the flying
Failure involving runaway of the nose-wheel
steering system shall be considered and such
provision made as is necessary to ensure safety on
take-off. The need for an emergency system shall
also be considered in the case of failure where
controls;
(b) cause unacceptable oscillation or vibration;
(c) cause turning of the wheels about the steering
axis when the nose wheel unit is retracting or
retracted.
runaway is not involved.
STEERING SYSTEM DESIGN REQUIREMENTS
4.14.7 If pilot control of steering system
engagement is provided this shall not prevent
correct alignment of the nose-wheel before
touchdown.
See also Chapter 4.11.51 - 75.
4.14.8 Engagement of the steering system at any
time when this is possible shall not hazard the
aeroplane whether it is on the ground or in the air.
4.14.9 When it is engaged the steering system shall
position the nose-wheel at the angle demanded by
the cockpit controls and restore it to that position
after an external disturbance.
4.14.10 The steering system shall provide steering
control and adequate shimmy damping for all
ground speeds up to the maximum speed at which
the nose-wheel can remain in contact with the
ground.
4.14.11 The fatigue lives of all components shall be
shown by analysis or by test, using a spectrum of
loads agreed with the Aeroplane Project Director,
to be at least equal to the required life.
STEERING REQUIREMENTS
4.14.12 The powered steering angles provided shall
enable the aeroplane to make a 180 turn within the
area defined in the Aeroplane Specification.
A free castoring range beyond the powered
steering angles shall be provided as required by the
Aeroplane Specification or as subsequently agreed
4.14.13 If a single engine failure during take-off
causes loss of hydraulic pressure to the steering
system, directional control of the aeroplane at Level
2 (see Leaflet 42 Para. 1.2) shall be capable of being
maintained either by an emergency steering system
or by other means such as differential braking or use
of rudder control.
STEERING TORQUE
4.14.14 The steering system shall be designed to
provide sufficient output torque to meet the general
directional control requirements of 4.11.23-33.
Consideration shall also be given to the effect of
shock loads arising, when the nose unit strikes the
appropriate step, bump or hollow (see 4.13) at the
most adverse position, on those parts of the unit
which will be over stressed before the torque
lifting device can operate.
4.14.15 Hydraulic or electric system safety devices
shall be designed to operate at 1.33 times the torque
defined in 4.14.14.
STRENGTH AND STIFFNESS
4.14.16 The aeroplane as a whole and, in particular,
the mechanical parts of the steering system shall
have proof and ultimate factors of not less than
1.125 and 1.5 when meeting 4.14.14 & 4.14.15 on
a dry surface with a static co-efficient of friction of
0.8 with a load factor at the CG of 1.0.
The requirement shall be met in the most adverse
combination of mass and CG position.
4.14.17 The strength and stiffness of all components
of the system when installed shall ensure operation
of the system without failure under all design
conditions.
TEST
TAXI TRIALS
4.14.18 Compliance with design requirements of this clause
and of 4.11.23-33 shall be demonstrated during
taxying trials at an early stage in development.
RIG TESTS AND BENCH TESTS
4.14.19 A programme of tests to demonstrate
compliance with performance requirements,
endurance requirements, and requirements for
functioning under extremes of temperature and
other environmental conditions (see 4.11.7) shall be
STRENGTH TESTS
4.14.20 A programme of static and fatigue tests on
components of the system shall be agreed with the
Tests to establish endurance under adverse
environmental conditions (see 4.11.7) may be
integrated with these tests where appropriate.
4.15 CREW STATIONS - GENERAL REQUIREMENTS
4.15.1 This information was previously published as Chapters 105 and 108 of DEF STAN 00-970 Issue 1 and, along with Clause 4.16, is similar in content to
JAR 25.771. The requirements apply, unless otherwise specified, to all types of aeroplane.
4.15.2 The dimensions to be used in the design of
aeroplanes and cockpit installations shall
accommodate the 3rd to the 99th percentile range
of aircrew.
Each new station, while in the mock-up stage, shall
be examined by the Aeroplane Project Director and
compared with the criteria contained in this
chapter. Trials to determine the suitability of the
crew stations layout shall be held with personnel
harnessed in the seats and wearing the clothing and
equipment detailed in the Aircrew Equipment
Assembly Schedule (AEA), appropriate to the
particular aeroplane.
See Leaflet 63.
NOMENCLATURE
4.15.3 The Nomenclature to be used for labels and
legends on controls, panels and displays in aircrew
stations shall be in accordance with Leaflet 61
and/or the rules under Compliance.
(a) The construction of nomenclature shall be
based on common usage, syllable construction and
phonetics.
(b) Where possible, the entire wording shall be
used.
(c) Where the entire wording cannot be used,
contraction which retains the phonetic sound
structure of the original word shall be used.

(d) Where space for a contraction is not
available approved abbreviations shall be used.
3647

(e) Acronyms and symbols, other than those in
common useage shall be avoided.
(f) Words of four letters or less shall not be
abbreviated unless common useage has rendered
the word and its abbreviations completely
synonymous in recognition and intelligibility.
LAYOUT
4.15.4 The layout of the crew stations shall be such
that all members of the crew, when wearing the
clothing and equipment detailed in the Aircrew
Equipment Assembly Schedule appropriate to the
particular aeroplane, are capable of:

(a) carrying out their normal duties without
discomfort, hindrance or delay under all normal
flight conditions,
(b) carrying out the operational tasks specified in
the event of any single failure leading to the
emergency operation of the aircrew equipment, with
the exception that the ability to make an approach
landing with pressure equipment inflated is not
needed, and

(c) carrying out without hindrance or delay:

(i) when their equipment is not inflated, all
emergency procedures, and
The accommodation shall be such that fatigue is
minimised, particularly on aeroplanes with a long
endurance. Whenever possible, crew stations
should be placed reasonably close together to
assist mutual co-operation and morale.
(ii) when their equipment is inflated, those
emergency procedures which may be necessary
above 12,190 m (40,000 ft).
FREEDOM OF MOVEMENT
4.15.5 Free, easy and safe movement between crew
stations is necessary on multi-seat aeroplanes. Foot
and/or hand holes or equivalent aids shall be
provided.
Padding or guards shall be provided on any
prominent structure or equipment which may cause
injury or hamper the movement of the crew whilst
at their stations or moving about the aeroplane.
NOISE
4.15.6 THE NOISE LEVEL AT CREW
STATIONS SHALL BE AS LOW AS POSSIBLE,
AND IN ANY CASE SHALL NOT EXCEED
THE LEVEL AT WHICH
INTERCOMMUNICATION WILL BE
SATISFACTORY.
See 4.15.76-81
INTERCOMMUNICATION
4.15.7 INTERCOMMUNICATION SHALL BE
PROVIDED BETWEEN ALL OPERATIONAL
STATIONS INSIDE THE AEROPLANE, AND
ALSO TO A POINT(S) ON THE OUTSIDE OF
THE AEROPLANE FOR USE BY GROUND
PERSONNEL.
DESIGN OF SEATS AND HARNESSES
4.15.8 CREW SEATS, HARNESSES, AND
THEIR ATTACHMENTS SHALL MEET THE
CRASH LANDING AND DITCHING
REQUIREMENTS OF 4.22 UNLESS FULLY
FACTORED FLIGHT LOADS ARE GREATER.
The strength requirements for seats and harnesses
of other occupants are given in Part 5. The
requirements for ejection seats are given in 4.23.
4.15.9 SEATS WITH PROVISION FOR
FITTING THE EQUIPMENT DETAILED IN
THE AIRCREW EQUIPMENT ASSEMBLY
SCHEDULE (AEA) FOR THE AEROPLANE
SHALL BE PROVIDED AT ALL CREW
STATIONS WHERE EJECTION SEATS ARE
NOT REQUIRED.
4.15.10 Any seat which might not be occupied
during flight shall be provided with a means of
preventing the movement of articles attached to or
associated with the seat and which normally remain
in the aeroplane. The stowage arrangements shall
ensure the security of the articles under all
conditions and manoeuvres throughout the flight
envelope
See 4.22.21-27.
RESTRAINT AND PARACHUTE HARNESS FOR AIRCREW
4.15.11 A harness shall be fitted at each crew
station to restrain the crew member during flight
manoeuvres, during the crash landing and ditching
conditions of 4.22, and entry into the safety barrier.
See 4.21 for the design requirements for restraint
and parachute harness for aircrew.
4.15.12 FOR CREW MEMBERS WHOSE
DUTIES REQUIRE THEM TO STAND NEAR
AN OPEN DOOR IN FLIGHT, A BODY
HARNESS PROVIDING VERTICAL HEAD-UP
SUSPENSION FROM THE PARACHUTE AND
ADEQUATE RESTRAINT FOR BOTH PELVIS
AND THORAX, WHEN SEATED, SHALL BE
PROVIDED..
See Part 5 for strength requirements
ARMOUR PROTECTION
4.15.13 Where the armour is an integral part of the
aeroplane structure, the structure including the
armour shall meet all relevant design requirements.
4.15.14 WHERE THE ARMOUR IS AN
INTEGRAL PART OF THE SEAT, IT SHALL BE
CAPABLE OF SUSTAINING THE LOADS
APPLIED TO THE SEAT, AND THE SEAT,
INCLUDING THE ARMOUR, SHALL MEET
ALL RELEVANT DESIGN REQUIREMENTS.
4.15.15 WHERE THE ARMOUR IS ATTACHED
TO THE AEROPLANE STRUCTURE, IT SHALL
BE TREATED AS AN ITEM UNDER 4.22.21.
4.15.16 WHERE THE ARMOUR IS ATTACHED
TO THE SEAT OR MOUNTED ON THE PILOT
OR CREWMAN, THE WEIGHT OF THE
ARMOUR SHALL BE INCLUDED IN THE
WEIGHT OF THE SEAT WHEN DESIGNING
TO MEET THE REQUIREMENTS OF 4.22.
COCKPIT STRUCTURE
4.15.17 THE CONSTRUCTION AND LAYOUT
OF THE COCKPIT STRUCTURE AND
EQUIPMENT SHALL BE SUCH AS TO
PREVENT SERIOUS INJURY, AS FAR AS IS
REASONABLY PRACTICAL, TO THE CREW
WHILST HARNESSED IN THEIR SEATS OR
DAMAGE TO SURVIVAL EQUIPMENT,
DURING FLIGHT MANOEUVRES AND
UNDER THE CRASH LANDING CONDITIONS
OF 4.22.
In meeting the requirements, consideration shall be
given to the following:
(a) The crew dimensions for 'small' and 'large'
airmen given in Leaflet 63.
(b) The seat and harness deflection under 90% of
the ultimate loads derived from the crash cases.
(c) Possible structural deformation at this load.
4.15.18 WITHIN THE ENVELOPE DEFINED IN
4.15.17 COMPLIANCE, THERE SHALL BE NO
STRUCTURE OR EQUIPMENT WHICH MIGHT
REASONABLY BE FORESEEN AS BEING A
POTENTIAL CAUSE OF INJURY TO A CREW
MEMBER OR DAMAGE HIS SURVIVAL
EQUIPMENT IN THE EVENT OF A CRASH OR
HEAVY LANDING.
CONTROLS
IDENTIFICATION OF CONTROLS
4.15.19 ALL CONTROLS AND THEIR
FUNCTIONS, WHERE NOT IMMEDIATELY
OBVIOUS, SHALL BE CLEARLY IDENTIFIED
IN UNAMBIGUOUS TERMS (SEE 4.15.3) ON
OR ADJACENT TO EACH CONTROL. THE
METHOD OF MARKING SHALL BE IN
ACTUATION
4.15.20 Controls and switches at all crew stations
shall be so positioned that actuation upward,
forward or clockwise will increase performance of
the aeroplane or the associated component.
(a) Actuation downward, aft or anti-clockwise
shall decrease performance.
(b) The direction of actuation is related to the
operator when at his operational station, and not
to the aeroplane.
(c) Where due to roof angle, ambiguity of up or
down movement may result, operation of switches
to the "ON" position shall be by a continuation of
the upward movement of the operator's hand.
3217
4.15.21 THREE-POSITION TOGGLE
SWITCHES SHALL BE "OFF" WHEN THE
DOLLY IS AT THE CENTRAL POSITION,
UNLESS OPERATIONALLY OR
TECHNICALLY UNDESIRABLE.
EMERGENCY CONTROLS
4.15.22 An emergency control is one which must be
used instantly to avoid or correct a dangerous or
disastrous situation, and as such it shall be easily
accessible, shall not be complicated to operate and
shall be easy to recognise.
4.15.23 It is important that the number of
emergency controls shall be kept to the minimum.
Unless otherwise agreed by the Aeroplane Project
Director, only those controls listed below shall be
classified as emergency controls and be marked as
such:

(a) Emergency seat controls.
(b) Emergency canopy or hatch jettison control.
(c) Emergency external stores jettison.
(d) Internally-carried armament stores jettison.
(e) Landing gear down lock override switch.
(f) Emergency fuel switches.

(g) Engine emergency shutdown and fire
extinguishing agent discharge switches.
(h) Propeller feathering controls.
(i) Emergency override trim switch.

(j) Emergency automatic flight control system
disconnect switch.

(k) Emergency wheel brake control.
(l) First Pilot's cabin pressurisation switch.

(m) Emergency arrester hook control.

(n) Abandon aircraft switch.
(o) Emergency/jettison door control.
(p) Liferaft release control.
(q) Weapon sight emergency retraction.
(r) Emergency oxygen.
(s) Feel relief.
(t) Emergency electrical supply.
4.15.24 Controls for the operation of standby
services (e.g., undercarriage standby lowering) shall
not be classified as emergency controls.
4.15.25 Emergency controls shall be marked in
accordance with the requirements of 7.3.
3341
PREVENTION OF INADVERTENT OPERATION
4.15.26 Locking wire or pins shall not be used to
prevent inadvertent operation of controls or
switches for any normal, standby or emergency
services which may be required at any time during
flight.
4.15.27 All emergency and standby controls and
switches which are liable to accidental operation
shall be protected by guards.
For the emergency controls and switches defined in
4.15.23, the guards shall be so designed that
operation of the controls by a single movement of
a gloved hand is possible; such guards should
where practicable, be of the "blinker" type. For
standby controls and switches, a gate device is an
acceptable form of guard.
CONTROL WHEELS, KNOBS AND SWITCHES
4.15.28 The design and installation of all hand
operated controls and switches shall be such that
there is no difficulty in obtaining an effective grip or
in operating the control with cold hands.
4.15.29 Control knobs shall be of distinctive shape
to assist both visual identification and tactual
identification with the gloved hand and, where
applicable, shall be in accordance with DEF STAN
16-24.
4.15.30 Control wheels and knobs should be made
of material of poor conductivity (e.g., plastic) where
they will be touched or gripped.
They shall be as large as possible with their
function and the periphery shall be corrugated in
preference to being milled or knurled.
4.15.31 All hand operated controls and switches
shall be so positioned that they may be readily
operated with gloved hands.
Press switches shall not be used unless they are
essential to the operation of the service controlled,
eg., gun firing, bomb release, etc.
TELL-TALE DEVICES FOR EMERGENCY AND STANDBY SYSTEMS
4.15.32 A "tell-tale" device to indicate that an
emergency or standby system has been operated
shall only be fitted where the system is irreversible
Copper wire may be used as a tell-tale in
accordance with AP101A-0001-1, Chapter 2, but
only where no other method is possible because
from the cockpit control or where the fact that the
system has been operated is not immediately
obvious.
there is a chance that incorrect quality of wire (for
example steel locking wire) might be used as a
replacement. To prevent pieces of broken wire
becoming a loose article hazard the method of
attaching the tell-tale shall follow the principles
contained in AP101A-0001-1, Chapter 2.
WARNING CAUTIONARY AND ADVISORY SIGNALS
GENERAL
4.15.33 All Crew Stations - Three distinct
categories of signal shall be used to inform crew
members of the conditions which exist relating to
the operation of the aeroplane and/or its equipment.
Both audio and visual means may be used, as
specified by the Aeroplane Project Director for
transmitting these signals.
3370.
See Part 0 for definitions of Warning, Cautionary
and Advisory Signals.
4.15.34 Pilot's Station - The pilot shall be provided
with a warning system in accordance with the
requirements of 4.19.57-58.
VISUAL SIGNALS
4.15.35 Warning and cautionary lights shall be
installed within the pilot's 30 cone of vision (i.e.
15 around the visual axis).
The axis of the cone of vision for the pilot is
measured from the design eye position (as defined
in Part 0), directly forward to the top of the flight
instrument panel (or coaming). When space is
limited or the required number of warning or
cautionary lights is excessive, warning or
cautionary lights may be grouped outside the pilots
30 cone of vision. In these cases a master
warning - or master caution light shall be installed
in the pilot's 30 cone of vision. For other stations
the axis of the cone of vision is measured from the
design eye position to the centre of the instrument
or control panel. The apex of the cone in every
case is at the design eye position of the crew
member concerned.
4.15.36 When a master warning or caution signal
is used, the master caution must be capable of being
cancelled, but without cancelling the appropriate
signal(s) on the central warning panel.
The grouping of indicators on a warning panel
should follow ergonomic principles.
AUDITORY SIGNALS
4.15.37 When auditory signals are used as warning
signals they must operate in conjunction with a
visual signalling device. There shall be provision for
overriding and recalling the signals. The signals,
when activated, shall be presented until either:

(a) the causative condition is corrected, or
(b) a signal of higher priority is present, or
(c) the signal is silenced by the override switch
(under this condition the system is still armed for all
other functions).
(a) Auditory signals can be of a verbal or non-
verbal form), the preference being dependent on
the type of warning required.
(b) The number of non-verbal signals should be
minimised.
(c) Auditory signals should be clearly audible
under all flight conditions, including where
necessary, when helmets or ear defenders are not
worn (see 4.15.38 (a)).
See Leaflet 62.
4.15.38 Auditory signals used for warning purposes
shall conform with the following requirements:

(a) Standard Warning system (see 4.19.59) - The
warning signal shall be a lyre bird-like sound in
accordance with the requirements of Specification
EL 1960.
(b) Auditory Angle of Attack/Airspeed Signal - The
Auditory signal to be used for presenting angle of
The discrete position at which the chopped signal
commences on either side of the "correct" signal
shall be readily adjustable.
attack/airspeed information referenced to a selected
angle of attack/airspeed shall be as contained in
Table 11.
ABANDON AIRCRAFT COMMAND SIGNAL
4.15.39 In multi-seat aeroplanes, a signal assembly,
operable from the first pilot's station (see 4.19),
shall be installed to provide each other crew
member with a visual signal commanding him to
abandon the aeroplane. The signal at each crew
station shall be an illuminated red warning sign,
labelled ABANDON AIRCRAFT. Each warning
sign shall be installed in a prominent position and
shall have no dimming facilities.
The Aeroplane Project Director will decide on the
need for warning signs:

(a) when the crew escape sequence is fully
automatic, and

(b) at the co-pilot's station when his seat is side-
by-side with the first pilot.
4.15.40 If a crew member has to move from one
station to another in the course of his duties, a
warning sign shall be provided at each of his
stations.
OXYGEN SYSTEM WARNINGS AND INDICATORS
4.15.41 Warning of oxygen failure shall be
provided on the Standard Warning System as
required by 4.19.59.
4.15.42 There shall be a positive indication, visible
to each crewmember in single and two seat
aeroplanes and to selected crew members in multi-
seat aeroplanes, of oxygen flow to the mask.
This may be the "blinker" on panel mounted
demand oxygen regulators or an independently
mounted "blinker" when other forms of demand
oxygen regulators are used.
4.15.43 A pressure gauge to indicate the pressure at
the regulator inlet shall be provided, visible to a
selected crew member.
4.15.44 It shall be possible for selected crew
members to determine the combined contents of the
gaseous oxygen storage cylinder or the contents of
each liquid oxygen converter at any time during the
flight.
TEST FACILITY
4.15.45 A test facility shall be provided for testing
the light sources in all visual signals; where
appropriate this facility will also test sub-system
circuit integrity, and auditory signals.
INDICATORS
4.15.46 See ASCC Air Standard 10/30 and STANAG.
These requirements apply only to indicators
which denote a condition, (e.g., magnetic
indicators and lamps) and not a varying quantity.
IDENTIFICATION OF INDICATORS
4.15.47 The design of the legends used for
indicators shall be in accordance with the numeral
and letter form requirements of DEF STAN 66-26
(Pt.6). When not energized, the legends on visual
signals shall not be readable. The functions of each
indicator shall be clearly identified in unambiguous
terms adjacent to, or on, each indicator.
The legends used shall be a minimum of 3.17 mm
in height.
A list of legends for this purpose is given in
Leaflet 61.
ILLUMINATED INDICATORS
4.15.48 All illuminated indicators, unless otherwise
specified shall have dimming, mechanical or
electrical under the control of the appropriate crew
member so that at night they do not impair his
vision.
If automatic dimming is considered, a
photosensitive device should be incorporated.
4.15.49 Indicators should be so positioned or
shielded that reflections from external light sources
(including sunlight) do not give the impression that
they are energized. When energized, display
contrast shall be sufficient to ensure readability
under all conditions except for operation at low
light levels, when dimming, partial masking, or
extinguishing (after warning has been noted) may be
permitted. Warning signals shall not be totally
extinguished (but see master caution signal -
4.15.36).

(a) Warning Lights. The legend shall be opaque on
a red background.
(b) Caution Lights. The legend may be opaque on
a yellow/amber background or translucent
yellow/amber on an opaque background.
(c) Advisory Lights. Advisory lights may be either
of the incorporated legend type or non-legend type.
When a non-legend light is used, a readily readable
label under day and night conditions shall be
provided adjacent to the light. Legend advisory
lights installed in flight compartments shall employ
translucent legends on an opaque background.
Notes:

(1) Provision shall be made to ensure the
illumination of warning and cautionary legend
light signals in the case of any single light source
failure.
(2) The indicators should not be dimmed to
an extent that their attention getting properties
are degraded. However, signals capable of
dimming to extinction may be required for special
roles (e.g., passive night vision goggles).
(3) Care should be taken to ensure that
brightness balance is maintained between
different signals.
COLOUR CODING OF ILLUMINATED INDICATORS
4.15.50 The colour of visual signals shall be in
accordance with Publication CIE No.2.2 (TC-1.6)
1975. Chromaticity co-ordinates shall be within the
Notes:
(1) White, Blue and Green colours should be
capable of adequate dimming in situations where
limits as defined in Tables 12 and 13 at 60% and
100% of rated voltage for dimmable lights,
otherwise the rated voltage shall be applied to the
terminals.
(a) Warning Signal - Red
(b) Cautionary Signal - Yellow or Amber
(c) Advisory Signals - Green, White or Blue, these
colours have the following meaning:

(i) Green: That a unit or component is in
tolerance, or a condition is satisfactory, or
that it is appropriate to proceed with a
sequence of events already set in motion.
(ii) White or Blue: To indicate a status or
position or action, without implying safe or
unsafe condition, for the location of
components, action or test in progress
(warming up etc). The condition shall be
identified with a displayed legend or label.
there is a requirement for full night adaption to
aircrew.

(2) Non-legend lights of this type shall not be
installed in flight compartments.

Recommended boundaries for light signals are
given in Figs. 7 - 11.
4.15.51 Release of Nuclear Weapons - If indicator
lamps are required on the control panel for the
purpose of controlling the release of nuclear
weapons, the lamps shall be coloured as follows:

(a) green to denote safe,

(b) amber to denote ready for release. (All control
unit lights which are on immediately prior to live
release will be coloured amber. For safe release or
safe jettison, all release circuit lights will be amber
As a general principle, as few lights as possible
shall be used.
but certain weapon arming lights may be green), and
(c) red to denote conditions not covered by amber
or green, e.g., unsafe, dangerous, transition or
emergency.
DIMMER SCREENS
4.15.52 If a dimmer screen is required over an
individual warning light, the iris type shall be used.
MAGNETIC INDICATORS
4.15.53 When used in a cautionary category,
magnetic indicators shall show a change from black
to black and white diagonal stripes to indicate the
non-availability or failure of a service.
In the black and white diagonal stripe presentation,
there shall be at least two white stripes of not less
than 0.76mm width.
GENERAL LIGHTING
4.15.54 All interior portions of the aeroplane to
which the crew have normal access during flight
shall be adequately lighted by windows by day and
by electric light by night.
Sunblinds shall be provided in all multi-seat
aeroplanes, unless otherwise specified by the
INSTRUMENT AND PANEL LIGHTING
GENERAL
4.15.55 The instrument and panel lighting shall be
arranged to avoid reflections from the
windscreens, other transparent panels or objects in
the crew stations.
INSTRUMENT LIGHTING
4.15.56 Unless specified otherwise by the Aeroplane
Project Director, all instruments shall be illuminated
by integral lighting, tungsten-white in colour.
Wherever possible, split circuitry shall be used for
the instrument lighting power supplies to safeguard
against loss of lighting through a single failure.
PANEL LIGHTING
4.15.57 With the exception of the main instrument Unless specified otherwise by the Aeroplane See ASCC Air Standard 10/19 and STANAG
panel and specified panels at other crew stations, all
console panels and ,as far as practicable, other
equipment requiring illumination shall be lit by the
plastic plate system (see Specification EL 1818) or
electro-luminescent units (see Specification EL
2033). With the plastic plate system the loss of any
one light source shall not result in the marks or
letters on any instrument or legend becoming
invisible at full light intensity.
Project Director tungsten white lighting shall be
used.
3224
FLOODLIGHTING
4.15.58 Floodlighting shall be installed at all crew
stations to provide general and standby illumination
of the instruments and console panels.
The colour of this light shall be white, unless red is
specified by the Aeroplane Project Director.
3224
EMERGENCY LIGHTING
4.15.59 In those aeroplanes not fully safeguarded
against electrical failure, an independent system of
floodlighting shall be installed to illuminate the
essential instruments at the pilot's station. It shall
operate on a single self-contained circuit and derive
its power from an independent emergency battery.
The colour of this light shall be white, unless red is
3224
4.15.60 The circuit shall be controlled by a master
switch readily accessible to the pilot
See 7.3.5 for the marking of the switch.
ISOLATED INSTRUMENTS
4.15.61 When it is not practicable for isolated
instruments to be illuminated by integral lighting,
they shall be illuminated by pillar lamps.
Tungsten-white lighting shall be used.
WANDER LAMP
4.15.62 A wander lamp consisting of a tungsten-
white floodlight, fitted with an alternative red filter,
In the case of side-by-side seating, one lamp only
need be fitted, provided that it is mounted between
shall normally be fitted at each pilot's station. the pilots and is readily accessible to both. The
lamp shall derive its power from the main electrical
supply, and shall retract into a fixed stowage when
not required for use.
LIGHTING CONTROLS
4.15.63 With the exception of the emergency
floodlighting and anti-dazzle lights (4.15.64), it shall
be possible to control the intensity of illumination of
all instruments and panels from full intensity to zero.
Individual dimmer switches shall be provided
within easy reach of each crew member to control
the lighting at his station. Where more than one
dimmer switch is required at a crew station, the
dimmer switches shall be grouped together.
ANTI-DAZZLE LIGHTS
4.15.64 A high intensity white light shall be
provided at the pilot's station

on bomber, maritime
reconnaissance, all-weather fighter and naval strike
aeroplanes to give an illumination of:
(a) not less than 100 lumens/sq. Ft. on the
artificial horizon,
(b) not less than 50 lumens/sq. ft. On the ASI
and heading indicator, and
(c) about 5 lumens/sq. ft. over the rest of the
instrument panel.
(a) Where there are two pilot's stations, the
requirements shall apply to both sets of
instruments.
(b) If more than one light has to be fitted to meet
the requirements, the lights shall be wired so that
failure of one light does not cause failure of other
lights in the circuit.
(c) The light(s) shall be controlled by a switch at
the pilot's station (4.19). With the switch in the
"DIM" position, the illumination shall be about 1
per cent of the value given in the requirement.
(d) In cases where a separate switch is required for
another crew member, an on/off switch shall be
used and so wired in circuit that it cannot operate
the lights with the pilot's switch at "OFF". The
crew member's switch shall be protected against
3224
inadvertent operation.
(e) As the alignment of the light(s) is critical, the
attachments to the aeroplane shall be as rigid as
possible to prevent accidental movement.
BLACKOUT CURTAINS
4.15.65 Blackout curtains at windows and screening
of the lights shall be provided in multi-seat
aeroplanes, to ensure that at night no light shall be
visible beyond a distance of 100 metres.
Where it is necessary to separate the pilot's station
from the rest of the crew compartment for night
flying etc., a curtain shall be used.
FIRST-AID KITS
4.15.66 Stowages shall be provided on all
aeroplanes for first-aid kits to the scale specified for
the particular type of aeroplane.
(a) Each stowage shall be designed to ensure that
the kit is carried securely and without chafing, and
shall be such that the kit may be inspected without
removal from the stowage.
(b) All kits shall have a quick release type of
attachment.
(c) When intended for use during flight, the kit
shall be easily accessible to the crew and its
location shall be marked with a red "Greek" cross
on a white background.
(d) At least one kit shall be located as far to the
rear as possible and shall be accessible from
outside the aeroplane in the event of a crash
landing, and its location shall be marked in
accordance with the requirements of AP119A-
0601-0 Chapter 3.
(e) In transport aeroplanes, a notice shall be
displayed in the passenger cabin stating which
member of the crew is in control of the kit for use
in flight.
PERSONAL SURVIVAL PACKS
4.15.67 Stowage space shall be provided for the
carriage of Personal Survival Packs, together with
the fittings necessary for their attachment, on a basis
of one for each member of the crew.
(a) The packs shall be capable of being easily
installed and shall be readily removable after a
wheels-up landing.
(b) Personal Survival Packs are intended for use
after a forced landing and their installation must
not prejudice the fitting of liferafts or life saving
equipment intended for use after a ditching.
AIRCREW OVERNIGHT KIT STOWAGES
4.15.68 A dedicated stowage space for aircrew
overnight kit shall be provided for each flight crew
member.
The stowage may be an area of the freight or
luggage compartment (i.e. in transport aeroplanes),
an internally or externally accessed airframe
compartment, or externally fitted baggage pod.
HAND FIRE EXTINGUISHERS
4.15.69 IN ALL MULTI-SEAT AEROPLANES
AND IN SINGLE SEAT HIGH SPEED
AEROPLANES CARRYING PHOTOGRAPHIC
RECONNAISSANCE OR SPECIALISED
ELECTRONIC EQUIPMENT, HAND
OPERATED FIRE EXTINGUISHERS
COMPLYING WITH BS5423 SHALL BE
PROVIDED TO A TOTAL SCALE OF ONE TO
EACH MEMBER OF THE CREW, POSITIONED
AT EACH NORMAL CREW STATION.
(a) One hand extinguisher shall be easily accessible
from outside as well as inside the aeroplane and its
location shall be marked in accordance with
AP119A-0601-0 Chapter 3.
(b) It is desirable that this hand extinguisher be
stowed together with, or adjacent to, the fireman's
axe and heat resisting gloves called for in 4.15.71.
AXES AND HEAT RESISTING GLOVES
4.15.70 IN MULTI-SEAT AEROPLANES,
FIREMAN'S AXES AND STOWAGES SHALL
BE PROVIDED ACCORDING TO THE
NUMBER AND POSITION OF CREW
STATIONS.
The number of stowages will be decided not later
than at the Mock-up Conference.
4.15.71 STOWAGE SHALL BE PROVIDED ON
ALL MULTI-SEAT AEROPLANES FOR A PAIR
OF HEAT RESISTING GLOVES.
(a) The stowage for one fireman's axe and the heat
resisting gloves shall be accessible and readily
identifiable from both inside and outside the
aeroplane and its location shall be marked in
accordance with AP119A-0601-0 Chapter 3.
(b) It is preferable that these items shall be
together in one stowage (4.15.69)
SANITATION
4.15.72 IN MULTI-SEAT AEROPLANES
WHERE THE ENDURANCE IS GREATER
THAN FIVE HOURS AND THE CREW CAN
LEAVE THEIR STATIONS DURING FLIGHT, A
CHEMICAL CLOSET SHALL BE INSTALLED.
HANDHOLDS SHALL BE PROVIDED NEAR
THE CLOSET.
For passenger carrying aeroplanes see Part 5.
4.15.73 IN ALL OTHER AEROPLANES,
WHERE THE ENDURANCE IS GREATER
THAN TWO-AND-A-HALF HOURS, URINE
CONTAINERS AND FUNNELS SHALL BE
INSTALLED AT EACH CREW STATION IN
EASILY ACCESSIBLE POSITIONS.
CUP HOLDERS
4.15.74 ON AEROPLANES WITH AN The cup holders shall be so designed/positioned
ENDURANCE OF FOUR HOURS OR MORE,
CUP HOLDERS SHALL BE PROVIDED AT
EACH CREW STATION.
that accidental spillage will not contaminate the
aeroplane services.
SIGNAL PISTOLS
4.15.75 A SIGNAL PISTOL SHALL BE FITTED
IN ALL RAF AEROPLANES EXCEPT
FIGHTERS, BOMBERS AND TRAINERS, AND
IN ALL MULTI-SEAT NAVAL AEROPLANES
REQUIRED FOR ANTI-SUBMARINE, SEARCH
AND RESCUE AND TROOP-CARRYING
DUTIES.
(a) The pistol shall be placed so as to fire upwards
and so that:
(i) in high altitude aeroplanes, it can be
operated, if necessary by remote control, from
the pressure cabin, and
(ii) in maritime aeroplanes, the fuze trail after
ejection does not enter the field of view of the
camera.
(b) The pistol shall be so installed that either:
(i) it can be fired safely in situ, or
(ii) if not installed in the firing position, it is
impossible to insert a loaded pistol in its
stowage.
REQUIREMENTS FOR HUMAN EXPOSURE TO NOISE AND VIBRATION IN COCKPITS AND CABINS
4.15.76
STAN 00-970 Issue 1. It contains requirements
aimed at ensuring that the noise and vibration
levels in all occupied areas of the aeroplane are
kept within acceptable limits. These
requirements are in the form of design aims
and not specific requirements because
particular levels are not always achievable.
However, measurements in present day
aeroplanes have shown the quoted aims to
be achievable. The general aims of the
requirements are:
(a) For aircrew protected by an aircrew
helmet, the noise at the ear needs to be
controlled to a level where intelligibility is
achieved with a speech level that does not
constitute a hearing damage risk.
(b) For aircrew not protected by an
aircrew helmet, and passengers, the noise
levels at the ear need to be controlled to prevent
long term hearing damage and significant
temporary threshold shift.
The vibration environment in an aeroplane
may impair the working efficiency of the
crew members both indirectly, due to discomfort
and dissatisfaction with the aeroplane, and by
direct interference with certain visual and
manipulative tasks. Prolonged exposure to high
magnitudes of vibration may also be detrimental
to the long term health of the crew members.
REQUIREMENTS
4.15.77 THE AEROPLANE DESIGNER
SHALL BE ABLE TO DEMONSTRATE TO
THE PROCUREMENT AGENCY, THAT
NOISE AND VIBRATION CONTROL AT CREW
AND PASSENGER LOCATIONS, HAS BEEN
GIVEN PROPER CONSIDERATION.
Every effort shall be made to ensure that internal
noise and vibration are kept to a minimum,
consistent with other requirements.
ACOUSTIC PROTECTED CREW
4.15.78 FOR ALL CREW PROTECTED BY
AN AIRCREW HELMET, OR OTHER
APPROPRIATE PROTECTION EQUIPMENT,
THE NOISE LEVELS SHALL BE SUCH THAT
THE AIRCREW ARE ABLE TO
COMMUNICATE SATISFACTORILY BY
RADIO AND INTERCOM AND TO OPERATE
ANY SONIC OR OTHER AVIONIC
EQUIPMENT WHICH EMPLOYS AUDIO
SIGNALS.
In order to provide adequate protection against
permanent hearing losses the design aim shall be
for the noise level, from all sources, at the ear,
measured over a whole mission profile, not
to exceed an 8 hour Leq (equivalent
continuous noise level) of 85 dB(A). In order to
achieve adequate intelligibility of
communication the Articulation Index,
calculated in accordance with ANSI S3.5
1969(1973), shall be greater than 0.5 throughout
the mission.
Advice on factors governing the acoustic levels
experienced by aircrew, protected by an
aircrew helmet, is given in Leaflet 65. To
assist the aeroplane designer some sources of
cockpit noise and their mechanism are
described in Leaflet 67.
ACOUSTIC UNPROTECTED CREW AND PASSENGERS
4.15.79 Unprotected crew and passengers
shall have the ability to carry our unaided, limited,
communication.
(a) In order to provide adequate protection
against permanent hearing losses of any
unprotected crew or passengers, the design aim
shall be for the noise level, from all sources, at
the ear, measured over a whole mission profile,
not to exceed an 8 hour Leq (equivalent
continuous noise level) of 85 dB(A). When the
levels are achieved then the Temporary
Threshold Shift should be satisfactory.
(b) The Speech Interference Levels (SIL),
calculated in accordance with ANSI S.3.14-1977,
shall not exceed 80dB. If this criterion is met,
95% sentence intelligibility is probable, for non
aided voice communication over a distance of
0.6m(2 feet) with a shouted voice.
To assist the aeroplane designer some sources
of cockpit noise and their mechanism are
described in Leaflet 67.
VIBRATION
4.15.80 MANIPULATIVE AND VISUAL
PERFORMANCE SHALL NOT BE
UNACCEPTABLY DEGRADED BY THE
VIBRATION ENVIRONMENT, NOR SHALL IT
CONSTITUTE A LONG TERM HEALTH
RISK.
The design aim shall be for the vibration levels, at
crew and passenger locations, not to produce
unnecessary levels of discomfort, commensurate
with the circumstances of the mission and
nature of the task being performed.
Advice on factors affecting the manual and
visual performance of crew, in the aeroplane
vibration environment, is given in Leaflet 68.
Recommended guidelines and procedures, are
presented in Leaflet 69, for evaluating the
vibration environment with regard to discomfort,
visual and manipulative performance and long
term health risk.
TESTS
4.15.81 IN SERVICE NOISE AND VIBRATION
LEVELS SHALL BE ASSESSED UTILISING
MEASUREMENTS MADE AT ALL FLIGHT
CONDITIONS IN WHICH HIGH NOISE AND
VIBRATION LEVELS OCCUR.
Guidelines for the measurement and assessment
of vibration and noise levels are presented in
Leaflets 66 (for noise) and 69 (for vibration).
The measurement of vibration and noise will
normally be made as part of the flight vibration
survey detailed in 4.8 and Leaflet 32.
4.16 PILOTS STATION - LAYOUT
4.16.1 This information was previously published as Chapter 106 of DEF STAN 00-970 Issue 1 and is similar to JAR 25.771. The requirement are, unless,
specified otherwise, applicable to all types of aeroplane, and their purpose is to achieve standardisation in the layout of pilots' stations.
4.16.2
Each new station, while in the mock-up stage,
shall be examined by the Aeroplane Project
Director and compared with the criteria
contained in this Clause. Trials to determine the
suitability of the pilot's station layout shall be
held with personnel harnessed in the seat(s) and
wearing the clothing and equipment detailed in the
Aircrew Equipment Assembly Schedule (AEA)
appropriate to the particular aeroplane. Such
personnel shall reflect the anthropometric limits for
the particular aeroplane (see Leaflet, 63).
3639.
FIRST PILOT'S STATION
4.16.3 For the purpose of these requirements, the left-
hand seat of a side-by-side pilot's station
layout shall be considered as the one normally
occupied by the first pilot.
EXTERNAL VIEW
4.16.4 The external view from the pilot's station shall be
as stated in 4.17.
REACH
4.16.5 All controls shall be within the normal
reach and sight of the pilot when harnessed in
his seat and wearing the clothing and
equipment detailed in the Aircrew Equipment
The following factors shall be considered when
deciding whether a control should be reached
with or without harness locked:
STICK REFERENCE POINT
The stick reference point is the location at which
the operator's second (middle) finger will be in
Assembly Schedule appropriate to the particular
aeroplane. No controls, which are in regular
use in flight, shall be positioned aft of the pilot's
shoulder line.
(a) the rapidity with which the control needs to be
operated, e.g., all emergency controls shall be
within reach with harness locked,
(b) the period during flight when operation of the
control is required, e.g., controls which need to be
operated in the circuit or in an operational role
shall be within reach with harness locked, and
(c) the frequency of operation of the control
during a flight, i.e., the more frequently a control
need be operated the more necessary it is that it
shall be operated with harness locked.
contact with the forward face of the stick grip
with controls and trims neutral.
CONTROL CLEARANCE
4.16.6 Clearance between controls shall permit
unrestricted operation throughout their entire
operating ranges by the largest specified gloved
hand.
STICK/WHEEL CONTROL
4.16.7 The location and actuation of the
Stick/Wheel control shall be based on the
smallest specified percentile aircrew member's
effective arm reach with the aircrew member fully
restrained with the eye at the aircraft design eye
position level.
A minimum clearance of 3.8 cm shall be
maintained between the stick/wheel control and
structure or other controls and aircrew members
(full range body size) when the stick/wheel control
is at any extreme position.
YAW CONTROLS
4.16.8 Sufficient clearance shall be provided to
prevent interference between the largest specified
flight boot and aeroplane structure throughout the
full range of travel and adjustment of the yaw
The most forward adjustment position of the
yaw control shall be based on the largest
specified percentile aircrew member's leg length
with the seat in the full down and full aft position.
control. The most aft adjustment position of the yaw
control shall be based on the smallest specified
percentile aircrew member's leg length with the
seat in the full up and full forward position.
PROPULSION CONTROL(S)
4.16.9 The location of the forward most position of
the propulsion control(s) shall be based on the
smallest specified percentile aircrew member's
effective arm reach with the aircrew member
fully restrained with the eye at the aircraft design
eye position level.
SEATING
POSITIONING OF SEAT
4.16.10 The plane of symmetry of the pilot's seat
shall be parallel to the plane of symmetry of the
aeroplane.
The pilot seat shall position the pilot so as to
permit comfortable and efficient operation of the
Aeroplane.
4.16.11 Survival of the crew following a crash
landing or ditching shall be a primary objective in
crew seat design.
Crew seat design shall include energy absorption
devices to attenuate the crash loads of 4.22.
SEAT ADJUSTMENT
4.16.12 Sufficient seat adjustment shall be provided
to allow the pilot to place his eyes at the level
of the aircraft design eye position. A method
of confirming this position shall be provided.
NON-EJECTION SEATS
4.16.13 A positive lock shall be provided to
prevent fore-and-aft movement of the seat, when
locked in any flying position, under the loads
occurring during flight and or the crash landing
conditions of 4.22. A method of indicating that
the seat is positively locked shall be provided.
Except on short range aeroplanes, (eg,
elementary trainers) the following shall be
provided on non-ejection seats:
(a) movable arm rests, and
(b) adjustable seat back (from the vertical to
15
o
backwards).
EJECTION SEATS
4.16.14 The ejection seat path shall be designed in
accordance with the requirements of 4.23.
The design of the cockpit area should be such that
equipment can be serviced in situ, and replaced,
without the necessity to remove the ejection seats.
Where this is not possible, and where it would be
otherwise necessary to remove the whole ejection
seat, the ejection seat shall have a seat pan
assembly which can be easily and quickly removed
and replaced with the minimum disturbance to
other services. By agreement with the Aeroplane
Project Director, a removable seat pan assembly
need not be provided if it is impracticable, or
where it would not provide a significant servicing
advantage.
Note: The number of disconnections of other
services which have to be made before removing
the seat pan should be kept to a minimum, and
care should be taken to ensure that the
reconnections can be easily and correctly made
within the close confines of the cockpit.
SIDE-BY-SIDE SEATS
4.16.15 In aeroplanes fitted with side-by-side pilot's
seats, particular attention shall be paid to the ease
of movement into and out of the first pilot's seat
where such an interchange is possible during flight.
(a) The clearance between the two seats will
depend on factors such as:
(i) whether there is a central console or not,
and if so, whether controls on it have to be
reached by one or by both pilots,
(ii) the layout and requirements regarding the
reach to the instrument panel, and
(iii) access to the seats, unless this is from
above with the canopy removed.
(b) Irrespective of these factors, there shall be a
minimum clearance of 152 mm between any part
of the two seats.
HEAD CLEARANCE
4.16.16 A minimum Spherical envelope of 254 mm
shall be provided from the aircraft design eye
position to ensure a minimum of 51 mm head
clearance from the canopy. In aeroplanes where
ejection through the canopy is possible, head
clearance shall be sufficient to enable canopy
breakers to penetrate the canopy and provide a
clear path for the seat and crew member; where
canopy break up is effected by explosive means (eg,
detonating cord) head clearance shall be sufficient
to prevent injury to the pilot. When overhead
actuation of ejection seat is provided, sufficient
space between head gear and canopy to ensure
access to and actuation of the control shall be
provided.
These clearances shall be based on the most
critical size aircrew member specified wearing
appropriate personal protective equipment.
See Figure 12 for Head Clearance requirements.
CLEARANCE BELOW RUDDER PEDALS
4.16.17 The clearance between the bottom of the
rudder pedals and the floor shall be such as to
ensure adequate rudder control without the
danger of inadvertent operation of the toe brakes
or of trapping the pilot's heels.
HEAD-UP SIGHT/DISPLAY
SIGHTING EYE POSITION
4.16.18 Any head-up sight or display shall be
positioned so that the pilot can see a fully
deflected graticule from the aircraft design eye
position.
The design of any head-up sight installation shall
be agreed with the Aeroplane Project Director in
the initial stages.
EXTERNAL VIEW EITHER SIDE OF HEAD-UP SIGHT/DISPLAY
4.16.19 Either side of the head-up sight or
display, the downward view provided for the
pilot shall be in accordance with the
CONSOLES
4.16.20 The height of the side and/or centre
console shall be based on the smallest specified
percentile aircrew member's effective arm reach
with the seat in the full up position.
INSTRUMENT FLYING PRACTICE EQUIPMENT
4.16.21 All trainers shall have provision for
instrument flying practice equipment.
STOWAGES
4.16.22 A map stowage, which shall also include a
separate compartment for Aircrew Manuals/Pilot's
Notes and Flight Reference Cards (FRCs), shall be
provided for each pilot.
The position shall be determined in consultation
4.16.23 On all trainers, suitable stowages,
accessible in flight, shall be provided for the
instrument flying practice equipment.
4.16.24 On all transport aeroplanes, a stowage
within easy reach of either the first or second pilot
shall be provided for a slide rule type load and
centre of gravity computer.
4.17 VIEW AND CLEAR VISION
4.17.1 This information was previously published as Chapter 104 of DEF STAN 00-970 Issue 1 and is similar to JAR 25.773 It states the basic operational
requirements for the view to be provided for the pilot and other crewmembers and for the maintenance of clear vision.
GENERAL REQUIREMENTS FOR AIRCREW STATIONS
4.17.2 External vision appropriate to aeroplane
class, type and operational role, shall be provided
at all crew stations.
(a) The optical quality, curvature and visual angles
of incidence of the aeroplane transparencies shall
produce the least possible optical distortion and
deviation " shall minimize reflections.
(b) Transparencies shall be compatible with the
use of Passive Night Goggles at wavelengths
ranging from 400 nm to 950 nm,
Considerable orientation and spatial balance is
derived from the frame of reference through
which crew members view the outside world. At
one extreme a round porthole provides so little
field of view that nausea and sickness are a
natural association, whilst at the other extreme a
perfectly square aperture does not provide the
maximum useful field of view. It is considered
that the optimum windscreen shape is
rectangular with the cut-off parallel to the lateral
axis of the aeroplane. This shape is especially
effective in providing a balanced proportion of
lateral and pitch indication with acceptable
structural design characteristics.
It is recommended that the apparent shape of
transparencies should provide a rectangular
frame of reference whose baseline is parallel to
the lateral axis of the aeroplane. This guidance
previously issued as Leaflet 104/2.
See 4.18 for minimum light transmission
requirements.
4.17.3 Viewing areas defined as essential shall
be kept clear of obstructions to vision, such as
misting, rain, icing and insects (see 4.17.12-15).
BASIC REQUIREMENTS FOR PILOTS' STATIONS
4.17.4 The windscreen directly in front of the
pilots shall be as free of structure as possible. No
windscreen structure in this area shall obstruct
binocular vision.
(a) In tandem aeroplanes, the front seat headrest
and other cockpit structure shall be designed to
permit vision appropriate to the rear crew
members task.
(b) In side-by-side aeroplanes, the cockpit area
inboard of the pilot and cockpit shall not
incorporate obstructions which interfere with
the external vision appropriate to each crew
member's task.
3622.
4.17.5 For approach, including hovering and
landing conditions, downward and forward vision
shall be provided for the pilots to assure effective
vision when using all landing aids.
4.17.6 In aeroplanes utilizing in-flight refuelling,
sufficient vision must be provided for the pilot to
see the tanker, refuelling signal lights, boom and
probe (or drogue) when approaching and when in
position for refuelling.
4.17.7 Controls, consoles, instrument panels, head-
up display ancillary equipment and other
structures shall be located so as not to critically
restrict the vision of the pilot(s), neither directly
nor as a consequence of reflections from the
surfaces of the transparencies.
VISION REQUIREMENTS FOR PILOTS
4.17.8

The reference plane from which the vision
angles are specified shall be the pilot's horizontal
vision plane. The zero reference in azimuth shall be
that plane of pilot's vision parallel to the horizontal
in cruising flight.
(a) It is recommended that requirements and
minimum angles of unimpaired external vision
available to the pilot(s) when measured from the
aircraft design eye position as defined in 4.16,
conform generally to those described in the
vision requirements below.
(b) Increases in the pilot's field of view required for
various aeroplane types and/or mission modes
and to satisfy specific visual requirements may
extend the minimum angular values shown below.
3622.
Note: It should be noted that a pilot does not
view from the aircraft design eye position when
wearing Passive Night Goggles (PNG); typically,
his head is forward from the aircraft design eye
position, and the PNG may extend the viewing
point further forward.
FIGHTER/ATTACK AEROPLANES
4.17.9 (a) Single Forward Pilot Position
(Fig.13)

(i) At 0 degrees azimuth, 11 degrees down and
10 degrees up (where canopy arches are used).
(ii) At 20degrees azimuth, left and right, 20
degrees down.

(iii) At 30 degrees azimuth, left and
right, 25 degrees down.

(iv) At 90 degrees azimuth, left and
(v) At 135 degrees azimuth, left and

NOTE: THE VISION PLOTS ON FIGS.13 TO
16 GENERALLY PRESENT THE VERTICAL
VISION ANGLES BETWEEN THE AZIMUTH
LOCATION SPECIFIED HEREIN. (FOR
DIAGRAMS IN THE ALTERNATIVE FORM
OF 'AITOFF'S EQUAL AREA PROJECTION
OF A SPHERE' SEE MIL STD 850).
(vi) The area above the canopy rail from the
canopy arch aft, past the pilot's headrest shall
be transparent.
(b) Tandem pilot aeroplane - aft pilot (Fig.14)

(i) At 0 degrees azimuth a minimum of 5
degrees vision down shall be provided from
the aft crew station aircraft design eye
position as defined in 4.16 with the forward
crew seat in the neutral (central) seat
adjustment.
(ii) The extent of aft pilot external vision
for azimuth locations shall be as specified for
the forward pilot. Various lateral eye
positions in a plane through the aft pilot's
aircraft design eye positions may be employed
to meet these requirements.
(c) Side-by-side pilot aeroplane - pilot and co-pilot
(Fig.15)
Azimuth locations below shall be left for the pilot
and right for the co-pilot.

(i) At 0 degrees azimuth, 13 degrees down.
(ii) From 0 degrees through 70 degrees
azimuth vision shall increase from 13
degrees to 40 degrees down.

(iii) At all points between 70 degrees and 110
degrees azimuth provide 40 degrees down.
BOMBER/TRANSPORT AEROPLANES
4.17.10 Side-by-side pilot (Fig.16)
The azimuth below are left for the pilot and right for
the co-pilot.

(a) At 0 degrees through 30 degrees azimuth
provide 17 degrees down and 20 degrees up.
(b) The vertical angles of clear vision in the
area between 30 degrees and 70 degrees
azimuth shall increase linearly 17 degrees down
to 35 degrees down and from 20 degrees up to 40
degrees up.
(c) At all points between 70 degrees and 110
degrees azimuth provide 35 degrees down and 40
degrees up.
Note: The vision plots on Figs.13 to 16
generally present the vertical vision angles
between the azimuth location specified herein.
(For diagrams in the alternative form of 'Aitoff's
Equal Area Projection of a Sphere' see Mil Std
850).
ASW/PATROL AND MARITIME AEROPLANES
4.17.11
The angles specified for Bomber/Transport
aeroplanes are also recommended for
ASW/Patrol and Maritime Aeroplanes.
Note: The vision plots on Figs.13 to 16
generally present the vertical vision angles
between the azimuth location specified herein.
(For diagrams in the alternative form of 'Aitoff's
Equal Area Projection of a Sphere' see Mil Std
850).
BASIC OPERATIONAL REQUIREMENTS FOR VIEW FOR OTHER CREW MEMBERS
VISUAL BOMB AIMING SUPPLY DROPPING STATION
4.17.12 A good view forward shall be provided
for search. Downward view shall extend to at
least 15 behind the vertical.
OTHER CREW STATIONS
4.17.13 With the exception of route transport and
fighter aeroplanes, a good lateral forward and
downward field of view shall be provided in
all aeroplanes not incorporating a visual bomb
aiming supply dropping station.
(a) The downward view shall extend to at least
15 behind the vertical. This requirement may
be met by the use of a suitably designed optical
system (e.g. a periscope) should the aeroplane
design so dictate.
(b) It is desirable for the navigator and or
navigator-radar operator to be able to view the
ground. If a visual bomb aiming supply dropping
station exists (see 4.17.12), this requirement
may be met by the provision of a window
adjacent to the normal crew station.
4.17.14 In aeroplanes which, by virtue of their
role, require extensive visual lookout facilities
(e.g. maritime reconnaissance) a good optical
view throughout the field of search called for in
the Aeroplane Specification shall be provided.
4.17.15 In multi-seat aeroplanes with provision
for a single pilot only, an adequate view shall be
provided for a crew member to assist the pilot in
the interest of safety in flight.
(a) In all bomber attack reconnaissance
aeroplanes, facilities shall be provided to enable
a crew member to observe the formation of
condensation trails.
(b) In specific conversion/trainer aeroplanes the
extent and quality of external vision should be
the same as that for the aeroplanes they represent.
Every attempt should be made to increase the
fields of view to improve flight proficiency and
ensure adequate safety of flight.
(c) In specialist trainer type aeroplanes the extent
of external vision for side-by-side configuration
shall comply with 4.17.9. For a tandem
configuration the requirements of 4.17.9 should
represent a minimum for the aft pilot. Every
attempt should be made to increase the view
over the forward pilot's seat to improve safety of
flight.
DIRECT VISION OPENINGS
4.17.16 WHEN FITTED DIRECT VISION
OPENINGS SHALL BE RAINPROOF AND
DRAUGHTPROOF WHEN OPEN AND
LEAKPROOF WHEN CLOSED.
It shall be possible to open the panels at circuit
speed and against ice accretion.
4.17.17 The view through direct vision openings
shall provide:

(a) 20 view right,
(b) 20 left, and

(C) 15 REAL VIEW FORWARD AND
DOWNWARD.
These angles shall be obtained with the seat
harness locked and ideally should be obtained
with the pilot's head stationary. If the pilot has to
move from the normal position to obtain this
view, the movement shall not impair his
control of the aeroplane nor restrict his view of
the flight instruments.
WEAPON SIGHTING REQUIREMENTS
4.17.18 IN ADDITION TO THE FOREGOING
REQUIREMENTS THE CONTRACTOR SHALL
ENSURE THAT ADEQUATE VIEW IS
PROVIDED FOR THE SIGHTING OF
WEAPONS CARRIED ON THE AEROPLANE.
(a) On aeroplanes with fixed forward
armament there shall be no visual obstruction
throughout a cone having:

(i) its major axis parallel to the mean weapon
axis, and passing through the centre of the
gunsight optics,
(ii) its apex at the eye datum, and
(iii) a semi-angle not less than 8 and
preferably greater than 10.
(b) On fighter aeroplanes, the forward facing
panels shall provide protection against the
effects of weapons. debris and bird strikes, as
required by the aeroplane specification.
BASIC OPERATIONAL REQUIREMENTS FOR CLEAR VISION
GENERAL
4.17.19 A CLEAR VISION FOR PILOTING,
SEARCH, NAVIGATION, BOMB AND
WEAPON AIMING SHALL BE AVAILABLE
UNDER ALL WEATHER CONDITIONS.
SUFFICIENT AREA ON TRANSPARENT
PANELS SHALL REMAIN CLEAR FOR
THESE PURPOSES, IN EXTERNAL
CONDITIONS OF SNOW, RAIN AND ICE, AND
IN INTERNAL CONDITIONS OF MIST AND
ICE.
RAIN REMOVAL FROM WINDSCREENS
4.17.20 ADEQUATE VISION THROUGH THE
WINDSCREEN(S) SHALL BE PROVIDED FOR
THE AEROPLANE ROLES ENVISAGED IN
ALL RAIN CONDITIONS UP TO HEAVY RAIN
As a minimum requirement, the system shall:

(a) clear an area of the windscreen which will
allow the pilot(s) to see from 10 below the
horizon to 4 above it and to 7 on either side of
the aircraft design eye position when making an
See Leaflets 70 and 71.
approach and landing, and

(b) provide clearance from zero forward speed up
to 2.0 times the normal approach speed,
unless otherwise stated in the Aeroplane
Specification.

Where an aeroplane in the landing approach
condition has a downward view exceeding 10
the aim should be to provide, in rain
conditions the same downward view as obtained
in clear air (see 4.17.8-11).
4.17.21 The system shall be under the control of
the pilot, and shall be capable of being used as soon
as the engine is started.
(a) When switched on, the system shall be
automatically controlled so that, below 10,000 ft
the full effect of the system shall be used for
rain removal. Above this height, full advantage
shall be taken of the de-icing and de-misting
potentialities of the system.
(b) On multi-engined aeroplanes, failure of any
one engine shall not impair the performance of
the system.
(c) The Contractor shall demonstrate, by
ground tests before the aeroplane flies, and by
flight tests at an early stage in the development of
the aeroplane, the effectiveness of the system
installed.
PROTECTION OF WINDSCREENS FROM ICE
4.17.22 See 6.9.
PROTECTION OF WINDSCREENS FROM INSECTS, DIRT, ETC.
4.17.23 The pilot's view shall not be obscured by
insect debris, dust, dirt or salt from sea spray.
Consideration shall be given to the provision
of a windscreen washing system.
4.18 OPTICALLY TRANSPARENT COMPONENTS
4.18.1 This information was previously published as Chapters 720 and 721 of DEF STAN 00-970 Issue 1 and is similar to JAR 25.775. It states the
requirements of the design, installation and testing of optical transparencies
DESIGN REQUIREMENTS
GENERAL
4.18.2 Transparencies shall be designed to meet all
possible combinations of steady and transient
conditions, including thermal conditions, that can
occur within the specified flight envelope of the
aeroplane or on the ground.
(a) Where applicable, those considered shall
include pressure, aerodynamic and inertia loads,
effects produced by aeroplane systems, erosion,
hailstones, bird strike and handling. Steady
conditions are defined as those flight or ground
conditions enduring for five minutes or more. All
others are transient.
(b) The following points shall be considered in
design and represented during approval tests:
(i) outside air temperatures over the full
range specified in Clause 7.1,
(ii) solar radiation,
(iii) kinetic heating,
(iv) cabin heating and cooling,
(v) de-icing and demisting systems,
(vi) heat runaway due to thermostat failure,
Note: Transient conditions can arise from speed
and other effects or from combinations of them.
Where speed effects are involved flight at speeds
above the maximum in level flight may, be
regarded as transient.
(vii) rain dispersal systems including
windscreen wipers,
(viii) edge effects from mounting,
(ix) altitude effects,
(x) erosion,
(xi) those special requirements detailed in
4.18.8 which are called up in the Aeroplane
Specification.
4.18.3 To cater for ditching and crash landing all
transparencies and their supporting structure shall
meet the requirements of 4.22 as far as they are
relevant.
4.18.4 Complete dimensional tolerances shall be
specified for the finished transparency.
(a) These shall be stated on the relevant drawings
specifying where necessary the appropriate
temperature and humidity conditions. Particular
attention shall be paid to transparencies which are
vulnerable to thinning due to the manufacturing
process and to basic material tolerances which may
accentuate thinning or cause lack of fit.
(b) Where a specific angle of vision and/or areas
with critical optical requirements are demanded,
the relevant details and pilot's eye position shall be
specified on the component drawings.
MATERIALS AND CONSTRUCTION
4.18.5 Materials used for transparencies shall
normally be chosen from those approved by
(a) The use of any other material or departures
from approved specifications shall be subject to the
The heat treatment and annealing sequences
applied to all as cast acrylic components shall
normally be in accordance with the relevant parts
Director, RAE. agreement of the Aeroplane Project Director and
Director, RAE. (see also 4.1.13-15).
(b) Where the breakage of any panel could injure
any occupant of the aeroplane or create any hazard
due to fragmented particles, a laminated type of
construction should be used.
(c) A process control document shall be prepared
for the fabrication of each complete transparency
and submitted to Director, RAE for approval.
of Specification DTD 925. Details of the actual
processes used shall be subject to the approval of
Director, RAE. In the case of materials other
than as cast acrylic the relevant heat treatment
and processes shall also be subject to the
approval of Director, RAE.
DESIGN FEATURES
4.18.6 In the design of transparencies and their mountings
consideration shall be given to the following
points:
(a) The choice of interlayer with respect to
operating temperatures and the effects of altitude.
(b) The chemical compatibility of sealants,
interlayers and organic materials when laminated to
each other.
(c) Sealing of the assembly against possible attack
by harmful substances such as water, sulphur
dioxide, ozone etc.
(d) The effect of ultra-violet exposure.
(e) The ability of the transparency to resist crazing
and/or abrasion.
Notes:
1 Statements shall be included on the relevant
drawings to call up compliance with items (i) and
(j)
2 Due consideration shall be given in items (i)
and (j) to:
(a) material tolerances,
(b) manufacturing tolerances,
(c) deflections of the structure in flight.
(f) The use of heat shields for the protection of
load-carrying transparencies.
(g) The effect of attaching systems to break the
canopy for crew escape purposes, e.g. miniature
detonating cord (MDC).
(h) All dimensional changes in the transparency
and all deflections of the structure in normal and
extreme operating conditions to ensure that they
can be accommodated without giving rise to
stresses in excess of those allowed for in the
design.
(i) The full range of temperature in Clause 7.1
together with all the points detailed in 4.18.2.
(j) The provision of expansion gaps to
accommodate dimensional changes which will not
be rendered inoperative by sealing compounds or
other fillers.
(k) The avoidance of steps at transparency edges
or mountings that would be unacceptable from bird
impact, rain, hail or aerodynamic considerations.
(l) Ease of replacement in service.
REDUCTION OF CANOPY GLINT
4.18.7 (a) When the aeroplane specification states
that Reduction of Canopy Glint is considered to be
Several potentially successful techniques for the
reduction of canopy glint are known. These
necessary, the Designer shall discuss and agree
with the Aeroplane Project Director, at an early
stage in the design, the means by which the
reduction of canopy glint in the visible and infra-
red bands is to be achieved.
(b) The Designer shall consult with Director, RAE,
assess the residual canopy glint inherent in his
proposals and report to the Aeroplane Project
Director.
(c) The Designer shall discuss and agree a suitable
test programme with the Aeroplane Project
Director.
include anti-reflective coatings; non-reflective
canopy materials; etching the canopy outer
surface; shading the canopy and the use of plane
canopy surfaces such that directional glint is not
sustained in a mobile operational situation.
Any coating which is applied should be resistant
to abrasion by windscreen wiper action, normal
cleaning and erosion experienced during flight.
It should also be resistant to aircraft fluids (e.g.
fuel, hydraulic fluids etc. ).
From the above it is apparent that reduction in
canopy glint is a matter that should be considered
in the early design stages, rather than by means
of modification action when the aeroplane is in
service.
It is essential to achieve a balance between
improvements in vulnerability and penalties
incurred to obtain those improvements. For this
purpose, statements on the aeroplane penalties
associated with varying degrees of canopy glint
reduction are required for the formation of a
proper judgement. The statement should include
recommendations for the in-service cleaning of
the canopy.
720/2.
LABORATORY TESTS
GENERAL
4.18.8 Each new type of transparency used in Grade
A applications shall be tested to demonstrate its
strength and to indicate its probable reliability under
the conditions of 4.18.2.
(a) Additional tests. When the Aeroplane
Specification calls for a particular transparency to
meet special requirements such as:
(i) resistance to bird strike,
(ii) resistance to hailstones,
(iii) through canopy ejection,
(iv) special canopy break up systems (e.g.
MDC),
(v) canopy ejection,
(vi) fail safe, or
(vii) residual vision through a damaged panel,
additional tests to demonstrate proof of
compliance shall be agreed with the Aeroplane
Project Director.
(b) During testing, in all cases where the simulated
conditions are not more severe than those for
which the frame or mounting has been designed,
the actual frame or mounting shall be used. If the
testing involves the application of conditions of
greater severity, a special structure may be used.
In either case the support or special structure shall
be such that edge conditions, stiffness and heat
Details of the test schedule are given in Leaflet
72.
(a) In special circumstances, the severity of the
test requirements and the number of test
specimens may be relaxed, subject to the prior
agreement and approval of the extent of such
easement by the Aeroplane Project Director.
Examples of such applications are:
(i) individual research aeroplanes,
(ii) simple acrylic unformed panels, and
(iii) lightly stressed panels.
(b) If an aeroplane includes a number of similar
transparencies of identical thickness and edge
restraint, the thermal stresses in which do not
exceed 10% of the total stress, testing may be
confined to specimens of that item calculated to
be subject to the highest stress.
(c) For organic materials a critical temperature
exists above which the structural properties are
changing significantly. The critical temperature
for each different material shall be determined in
agreement with Director, RAE. Tests above and
below this temperature shall be considered where
transfer are closely represented and that the stress
distribution in the transparency at the relevant
factor is as close as possible to that obtained in the
unfactored flight or ground condition.
(c) For cyclic testing each specimen shall be
mounted in a local structure fully representative of
the aeroplane upon which appropriate aeroplane
systems which might affect the component (e.g.
demisting air jets) are represented. Where they
may be significant the effects of flight inertia loads
and externally produced airframe deflections shall
also be represented. The required number of
cycles and the overall form of the programme shall
be representative of a minimum of one year's
service in the role most likely to produce the
severest conditions for the transparent panels.
(d) When selecting the critical case(s) for testing
the following points shall be considered:
(i) the magnitude of the loads, thermal and
otherwise,
(ii) the sequence in which the loads are
imposed,
(iii) the duration of the loads,
(iv) the relation of the load/time/temperature
patterns to the physical characteristics of the
applicable (see Note 2 below and 4.18.9).
NOMENCLATURE OF TESTS
Test No. 1 Contraction and Expansion Test
Test No. 2 Fully Factored Strength Test
Stage 2A
Stage 2B
Test No. 3 Cyclic Reliability Test
Notes:
1 Stage 2A and Stage 2B tests will be done
in the sequence defined in Paras. 2.2 and 2.3 of
Leaflet 72.
2 (LT) Denotes the critical design case
occurring below the critical temperature.
(HT) Denotes the critical design case occurring
above the critical temperature.
material concerned,
(v) temperature effects upon mixed material
laminates.
(e) The following cases shall be considered when
formulating the test programme and covered as far
as practicable from both strength and deflection
aspects:
(i) that which gives the most severe total
stress,
(ii) that which gives the most severe steady
stresses other that thermal stresses,
(iii) that giving the most severe transient
stresses other than thermal stresses, and
(iv) that giving the most severe total thermal
stress.
(f) Where the total thermal stresses are estimated
not to exceed 10% of the total stress, the transient
element of such thermal stresses may be
represented by an increase in the pressure-induced
stresses. These tests shall be conducted at the
actual steady state temperature level.
(g) Where total thermal stresses are between 10%
and 45% of total stress, transient thermal stresses
shall be applied in a representative manner (see
Guidance (c)).
(h) Where the thermal stresses exceed 45% of the
total stress, the design approval test procedure
shall be agreed with the Aeroplane Project
Director.
(i) The test procedure shall be in accordance with:
(i) (d) and (e) for test cases,
(ii) 4.18.9 for sequence, applicability
and minimum number of specimens for test,
(iii) Leaflet 72 for test schedules.
(j) Except where otherwise specified in the
schedules, all loads and temperature affects applied
in the tests shall be those obtained from
compliance with 4.18.2, they shall be applied at
rates representative of those anticipated in service,
and, where this may be significant, shall be applied
in the sequence anticipated in service.
APPLICABILITY AND SEQUENCE OF TESTS
4.18.9 Where more than one critical design case occurs
(e), further specimens may be required for Test
No.2 (fully factored test) under each critical
condition.
Sequencing is shown in more detail as Table 14
Note: Where it can be shown that there is no
significant change of the material or component
during testing of the first critical case, then that
same specimen may be used for testing additional
critical cases at the discretion of the Aeroplane
Project Director.
FACTORS
4.18.10 (a) The factors to be applied in Test No.2 shall be
those stated in Tables 15 and 16.
(b) The total factors of Table 17 include normal
proof and ultimate factors.
(c) The variability factors of Tables 15 and 16 are
applicable to the minimum of the test results not
the mean.
RETESTING
4.18.11 After clearance of a design under the test
procedure outlined above, any change in any of the
following:
(a) its design,
(b) the design of any local effective structure,
(c) the manufacturer, or
(d) the method of manufacture
shall be discussed with the Aeroplane Project
Director and may necessitate re-testing of the
design.
PRESSURISATION AND FLIGHT TESTING BEFORE COMPLETION OF LABORATORY TESTS
4.18.12 Any testing of the aeroplane involving the
application of air pressure to the transparency shall
be subject to the limitations of Section 3 Leaflet
13, Para. 5.1.
4.18.13 Any flight testing done before completion of tests
No.1 and 2 shall be subject to flight limitations
determined in accordance with the principles stated
in Section 2 Leaflet 9, Para. 3.2.
FLIGHT TESTS
4.18.14 AT THE EARLIEST
PRACTICABLE STAGE IN THE FLIGHT
TRIALS, THE MAGNITUDE AND
DISTRIBUTION OF THE AIR PRESSURE
LOADS AND BOTH THE STEADY AND
TRANSIENT TEMPERATURES ON BOTH THE
INNER AND OUTER SURFACES OF THE
TRANSPARENCIES SHALL BE MEASURED
AT ALL SPEEDS UP TO THE DESIGN DIVING
SPEED OF THE AEROPLANE.
(a) All likely positions of openable canopies and
panels shall be considered, including the case of
pressure cabin aeroplanes flying (due to
malfunction or enemy action) without internal
pressure.
(b) The measured loads and temperatures shall be
compared with the estimated values used in the
design and laboratory tests and the design
reviewed accordingly.
REDUCTION OF VULNERABILITY TO BATTLE DAMAGE
4.18.15 Means shall be provided, as appropriate, to reduce
the effects of Specified and Defined Threats (9.9)
on optical transparencies and canopies.
4.18.16
previously issued as Chapter 721. It states the
requirements for satisfactory vision through
optical transparencies used in the course of
normal operations. Additional special
requirements may be necessary for transparencies
associated with particular functions, for example
camera windows for survey or reconnaissance
DESIGN CATEGORIES
4.18.17 The function of any transparency shall be
clearly defined and area or areas thereof shall be
identified according to the required quality of
vision.
The categories of vision areas are as follows:
Category I Areas of forward facing
windscreens of the highest optical quality
suitable, for example, for weapon aiming.
Category II Areas of panels used for critical
reconnaissance and search purposes i.e. for use
with binoculars.
Category III Main vision areas of forward
facing panels other than those in Categories I and
II; defined areas of side panels or quarterlights.
Category IV Side panels or other non-forward
facing transparencies for all aeroplanes other than
reconnaissance and search, selected areas of
canopies.
Category V Cabin windows, defined areas of
canopies.
DESIGN REQUIREMENTS
4.18.18 TRANSPARENCIES SHALL BE
DESIGNED TO ALLOW ADEQUATE VISION
FOR THE USER UNDER ALL POSSIBLE
COMBINATIONS OF STEADY AND
TRANSIENT CONDITIONS THAT CAN
OCCUR WITHIN THE SPECIFIED FLIGHT
ENVELOPE OF THE AEROPLANE OR ON THE
GROUND.
The following points shall be considered in design
and demonstrated during type approval tests:
(a) The optical qualities of categorised vision areas
shall satisfy the requirements of Table 18. Any
degradation of optical qualities from those
associated with the appropriate category shall be
referred to the Aeroplane Project Director.
(b) The optical qualities of a transparency shall be
demonstrated as installed in correct relationship to
the pilot's or user's normal eye position. In the
case of transparencies having replaceable
components, for example certain air interspace
transparencies, the optical qualities are to be
demonstrated for the complete assembly.
(c) The requirements of 4.17 shall be met with
regard to frame of vision and maintenance of clear
vision.
(d) The optical qualities of a transparency shall be
designed to meet the requirements with de-icing or
de-misting equipment (when fitted) operating.
Due attention should be paid to the possible
deterioration of optical quality as a result of in-
flight loading.
(e) Attention shall be paid to the optical
transmission and spectral distribution of adjacent
panels in order to minimise marked contrast in the
properties of such panels. Likewise abrupt
differences in deviation between adjacent panels
shall be avoided.
(f) Where certain areas of a transparency are
allocated special requirements, for example, those
associated with weapon aiming, head-up display
systems, or reconnaissance needs, careful attention
shall be paid to the avoidance of disturbing effects
at the junction of such areas with the remainder of
the transparency.
(g) Ultra-violet transmission in the region of 290-
300nm shall not be greater than 5%.
(h) Less stringent requirements are permitted in
less critical areas of transparency, e.g. round the
edges where such items as busbars for electrical
de-icing elements may be fitted. In such cases
intrusion into the frame of vision referred to in (c)
shall be considered. Small areas within the vision
area proper as are needed for temperature sensors
or micro-detonating cord may suffer deterioration
of optical properties; the position and extent of
such areas shall be defined and agreed with the
MATERIALS AND CONSTRUCTION
4.18.19 MATERIALS USED SHALL BE AS
LAID DOWN IN 4.18.2-15 AND SHALL
Particular attention shall be paid to the following:
SATISFY THE APPROVED MATERIALS AND
PROCESS SPECIFICATIONS OR HAVE THE
WRITTEN AGREEMENT OF THE DIRECTOR,
RAE FOR ANY DEPARTURE THEREFROM.
(a) Every effort shall be made to avoid the
presence of inhomogeneities disturbing to vision
and, as far as possible, transparencies shall be
colourless.
(b) The stability of properties of materials used
shall be such that marked discolouration of panels
does not occur during the intended life of the
transparency.
(c) The choice or materials shall be such as to
limit deterioration in use, for example obstruction
due to abrasion by windscreen wipers.
LABORATORY TESTS
4.18.20 Each new type of transparency used in a
Grade A application (as defined in 4.1) shall be
tested to demonstrate its suitability to the task of
the operator using the transparency.
The methods of test shall be as recommended in
the associated Leaflet 74 or as agreed in writing
with MOD Quality Assurance Authority. The
values for each of the qualities shall satisfy the
minimum requirements given in Table 18 or as
4.19 COCKPIT CONTROLS
4.19.1 This information was previously published as Chapter 107 of DEF STAN 00-970 Issue 1 and is similar to JAR 25.777. The requirements of this clause
are aimed at achieving standardization in the type, method of operation and positioning of the controls and instruments necessary for the operation of certain
services.
GENERAL
4.19.2 Those controls and instruments which are
appropriate to the role of the aeroplane shall be
fitted at the pilot's station in accordance with the
requirements.
Each new pilot's station shall be examined by the
Aeroplane Project Director at the mock-up stage
so that any changes or additions required may be
agreed. The examination shall be made with
personnel wearing the clothing and equipment
detailed in the Aircrew Equipment Assembly
(AEA) Schedule appropriate to the particular
aeroplane, and harnessed in the seat(s); such
personnel shall approximate in size to the extreme
limits specified for Service pilots (see Leaflet 63).
FLYING CONTROLS AND INDICATORS
SYMMETRY OF CONTROLS
4.19.3 The primary flying controls at the pilot's
station shall be symmetrical about the plane of
symmetry of the pilot's seat as regards the location
and movement of those parts to which the pilot's
forces are normally applied.
See also Table 19
CONTROL COLUMN
4.19.4 In aeroplanes with only one pilot's station, or
where the pilots sit in tandem, the control column
grip shall be of the stick type and mounted at an
See ASCC Air Standards 10/22 and 10/15 and
STANAG 3220.
angle of 19 degrees to the left of the fore and aft
axis of the aeroplane. The grip shall carry those of
the controls listed in Table 20 which are appropriate
to the role of the aeroplane.
4.19.5 In aeroplanes where the pilots are seated
side-by-side, a stick-type or spectacle-type control
column grip may be used. The design of the stick-
type grip shall be in accordance with the
requirements of 4.19.4. Any shape adopted for a
spectacle-type grip shall provide maximum thigh
clearance and incorporate those of the controls
listed in Table 21 which are appropriate to the
role of the aeroplane.
RUDDER PEDALS
4.19.6 The rudder pedals shall control the
movement of the rudder(s) and, on small
aeroplanes, the direction of the nose wheel
when manoeuvring the aeroplane on the ground.
In the latter case, the rudder pedals shall be
arranged to work in conjunction with a control
button on the control column grip (see Table 20
and Table 22, Item 1).
See also 4.19.27.
4.19.7 Adjustment - Reserved
4.19.8 Both pedals shall be adjustable
simultaneously in the horizontal plane. Each pilot
shall be provided with his own independent control.
4.19.9 Range of Movement - The travel of the
pedals shall be 4 inches (101.6mm) measured
about their central position, for any setting of
the control pedal adjustment.
4.19.10 Dimensions of Pedals - To accommodate
the largest flying boot with overshoe.
4.19.11 Toe Straps - Toe straps are not normally
required, but, if fitted, shall comply with SIS46.
4.19.12 Footrests - Except on aeroplanes with
ejection seats and short range aeroplanes, (e.g.
elementary trainers), comfortable footrests shall be
provided for use when the feet are not on the rudder
pedals.
LANDING FLAP CONTROL
4.19.13 The landing flap control shall be so
arranged that the pilot can select and obtain any
desired flap position by a single movement of the
control lever, the flaps following the lever
movement at a speed just slow enough to avoid
any handling difficulty due to change in drag or
trim. The extent to which the lever is moved
shall control the extent of opening of the flap and
vice versa.
See also Table 19, Item 6.
4.19.14 A "gate" shall be incorporated so that the
pilot may, by a single quick operation of the lever
and without watching any indicator, move the flaps
to the "maximum lift position" from any other
position.
Note:- The term "maximum lift position" should
be interpreted as that flap position which would
be required immediately after a baulked landing.
TRIM INDICATORS
4.19.15 Indicators shall be provided to show clearly
and without ambiguity the effect of movement of
each trimming control upon the aeroplane's attitude.
UNDERCARRIAGE POSITION INDICATORS
4.19.16 An indicator shall be fitted to give
visual indication for each retractable
undercarriage unit as follows:
In addition, on aeroplanes having installations
in which the door closes after lowering the
undercarriage, the red lamp shall remain alight
until the door is in the correct landing position.
(a) a green lamp to be alight only when the unit is
in the safe landing position and the locks are
properly engaged, and
(b) a red lamp to be alight at all times other than
when:-
(i) the unit is in the safe landing position and
the locks are properly engaged, and
(ii) the unit and its door(s) are in the safe
flying position and the locks are properly
engaged.
When specified by the Aeroplane Project Director,
an under-carriage position indicator shall be fitted
in the airspeed indicator to guard against landing
with the undercarriage retracted. The
undercarriage position indicator shall be in the
form of a warning flag adjacent to the circuit
speed point on the instrument scale, and shall
oscillate whenever the circuit speed or below is
reached with the undercarriage not locked down.
The flag shall work independently of the throttle
position. A cut-out device shall prevent
operation of the flag at altitudes above 10,000 ft.
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS) CONTROLS
4.19.17 AFCS Failure Monitoring and Indication.
Aeroplanes with AFCS shall be provided with
signals in accordance with 4.19.57 -61 as follows:
(a) Means by which the pilot can check
serviceability prior to take-off.
(b) Automatic indication of in-flight malfunctions.
See BS 185 Section 5: 1969 Item 5328 Table 19,
Item 3, ASCC Air Standard 10/16 and STANAG
3221
4.19.18 Disengaged Signal. Systems with safety
monitoring features that automatically disengage
one or more axes of control shall provide a
positive indication of disengagement.
4.19.19 Manual Override. The AFCS shall be
capable of being overridden by the pilot.
4.19.20 Trim Meter Indication. AFCS trim
indications shall indicate the direction of the
attitude change which the aeroplane would
experience at the disengagement of the AFCS.
4.19.21 System Interlocks. System interlocks
shall be provided to prevent engagement or
selection of incompatible functions or modes of
operation.
4.19.22 Disengage Button (Emergency
Disconnect). There shall be an AFCS electrical
disengage button on the control stick or wheel
See Table 19 Item 3d.
4.19.23 Lighting. Controls and panels used in AFCS
shall be lit in accordance with the applicable
requirements outlined in 4.15.55-64.
See also Leaflet 64 and JAC Paper No. 1131( in
preparation).
4.19.24 Markings. Controls and panels used in
AFCS shall be marked in accordance with DEF
STAN 66-26.
4.19.25 Control Colour Schemes. Emergency
control colour schemes shall be in accordance
with 7.3.3-5 and AFCS panels and control colour
schemes shall be in accordance with 7.3.15-18.
THRUST VECTOR CONTROLS FOR VSTOL AEROPLANES
4.19.26 For thrust vector controls for VSTOL
aeroplanes, see 4.19.34-37.
GROUND MANOEUVRING CONTROLS
WHEEL BRAKES CONTROL
4.19.27 Control of the wheel brakes system under
normal conditions shall be effected by toe pedals
integral with the rudder pedals to provide
differential operation in the natural sense.
The brake pedals shall be so installed on the
rudder pedals that it shall be possible to use the
brake pedals without moving the feet from the
rudder pedals irrespective of the position of the
rudder pedals.
See also Table 22 Item 4.
ENVIRONMENT AND ESCAPE CONTROLS AND INSTRUMENTS
CANOPY
4.19.28 Open/Close Control - The canopy
open/close control shall be positioned in
accordance with the requirements of Table 23, Item
4, but there shall be no possibility of the pilot's arm
being caught in the slipstream while opening or
closing the canopy when the aeroplane is travelling
at high speeds.
SEE ALSO TABLE 23.
ENGINE CONTROLS
NUMBERING OF ENGINES AND THEIR ASSOCIATED CONTROLS AND DISPLAYS
4.19.29 Engines shall be numbered in accordance
with BS2 M41, and their associated controls and
displays shall follow the same convention.
(a) Every engine which has any individual
pilot-operated control (e.g. starter control, HP
cock or throttle control) shall have an individual
number even though two or more engines may
be coupled together under a single control
during some stage of flight. Where two or more
engines in a group are always controlled by a
single set of pilot-operated controls, these engines
and their controls shall have a single number
and each engine of such a group shall be
identified by a capital letter suffix (see Fig.2(b) of
BS2 M41).
(b) Engines whose relative position can vary
during flight shall be numbered in accordance
with their geometric position during normal
cruise flight. No two engines in an airframe shall
bear the same number. In twin engined
aeroplanes, with one engine on each side of the
See also Table 24, ASCC Air Standard 10/39 and
STANAG 3593
It is desirable that all engine controls and
indicators should follow as closely is possible
the nomenclature of the engines and the pilot's
thrust controls. It is recognised, however,
that unified or collective controls or
indicators may be provided for example during
VSTOL flight, and these may be related to some
or all of the individual engines or groups of
engines.
In the numbering of engines, auxiliary power
units (APUs) which are, for instance, required
for starting the engines, are not to be included in
the count.
plane of symmetry, the engines may be designated
left and right as alternatives to I and 2.
PRIMARY POWER CONTROLS
4.19.30 The primary power controls shall be
arranged in decreasing heights from left to right as
follows: throttle, propeller, mixture.
See also Table 24. With the advent of side
mounted control sticks, the left hand console
will become the prime area for major
operational system control panels, therefore,
some flexibility, in the requirements for the
location of less important controls/switches
may be necessary. See ASCC Air Standard
10/13 and 10/44 and STANAG 3218
4.19.31 In aeroplanes with only one pilot's station
or where the pilots sit in tandem, the primary
controls shall be on the left of the pilot and within
easy reach with shoulder harness in place and
locked.
4.19.32 In aeroplanes where the pilots are seated
side by side, the primary power controls shall be
located on a centre console accessible to both
pilots with shoulder harness in place and locked. In
aeroplanes having single grip control of flight
services i.e. stick control, and side by side
seating which requires duplicated primary power
controls, one set of controls shall be accessible
to the left hand of each pilot when his shoulder
harness is in place and locked.
PROPELLER CONDITION LEVER/HIGH PRESSURE COCK (Turbo-prop aeroplanes)
4.19.33 Each fixed shaft and free shaft engine
shall be actuated by a lever known as the
Propeller Condition Lever/High Pressure Cock
which will operate from aft to forward in the
See Table 24 Item 20.
Notes:
sequence stated below. The functions (when
employed) shall be:
(a) Fixed Shaft Engines:
(i) Feather,
(ii) Fuel Cut-Off,
(iii) Automatic Brake Release,
(iv) Engine Run or Fuel-On,
(v) In-Air Start.
(b) Free Shaft Engines:
(i) Feather,
(ii) Fuel Cut-Off,
(iii) Fuel On,
(iv) Minimum RPM (gas
producer section),
(v) Automatic Propeller Brake
Release,
(vi) Maximum RPM (gas
producer section).
1 The high pressure cock will usually have
the first three functions only.
2 Function (e) may be combined with
function (d) or precede function (d).
THRUST VECTOR CONTROLS FOR VSTOL AEROPLANES
18
4.19.34 Thrust vector controls. VSTOL
aeroplanes shall utilise the thrust vector controls
at Table 24 Item No.21 regardless of the
concept used to achieve VSTOL flight.
For example:
(a) Fixed horizontal engine with vectored thrust-
jet nozzle angle selector.
3692.
(b) Tilt wing.
(c) Tilt engine.
(d) Tilt wing and engine.
(e) Fixed vertical thrust engine.
4.19.35 Engine power controls. Standard throttle
controls shall be installed and located in
accordance with 4.19.30-32 and Table 24 Item 16.
4.19.36 Nozzle Selector angle. When a nozzle
selector stop is used in conjunction with a
nozzle angle selector control, the selector stop
control shall move against a calibrated scale. A
rearward movement of the selector stop shall
permit a more rearward motion of the nozzle angle
selector control.
4.19.37 Thrust angle indicator. When a thrust
angle indicator is required, it shall be installed
where it can be easily interpreted by the pilot
during all phases of flight.
FUEL SYSTEM CONTROLS
GROUPING
4.19.38 All fuel system management controls,
flow meter indicators, fuel gauges, fuel jettison
and in-flight refuelling controls shall be, as far
as possible, positioned on one panel and
superimposed upon a fuel system diagram to
give the pilot an indication of the state of the
system. Suitable indicators shall be located
adjacent to each selector or switch to show the
See also Table 25.
position of the appropriate fuel cock (open/shut)
in relation to the system diagram.
FUEL COCK CONTROLS
4.19.39 HANDWHEELS SHALL NOT BE
USED TO CONTROL THE OPERATION OF
FUEL COCKS. WHERE AN "ON/OFF'
FUEL COCK UNDER THE PILOT'S
CONTROL IS PROVIDED FOR
JETTISONABLE FUEL TANKS, THE COCK
SHALL NOT BE COMBINED WITH THE
JETTISON OR ANY OTHER CONTROL.
ANY FUEL COCK CONTROL, OTHER
THAN THE HIGH PRESSURE, CROSS-FEED
AND TRANSFER COCKS, SHALL REGISTER
IN TWO POSITIONS I.E FORWARD OR UP
FOR FUEL ON, AND REARWARD OR DOWN
FOR FUEL OFF.
DROP TANKS RELEASE CONTROL
4.19.40 The release switch shall control the release
of all drop tanks in flight, including wing tip,
underwing, overwing or ventral tanks. The
electrical circuit for this switch shall also be
connected with any ALL EXTERNAL STORES
JETTISON switch) so that the drop tanks will be
released also, in addition to the other external
stores, by operation of this latter switch.
See also Table 25, Item 3, 4.15.22-25 and Table
28, Item 5
IN-FLIGHT REFUELLING COCKPIT CONTROLS AND DISPLAYS
4.19.41 The following controls and
displays shall be provided for in- flight
refuelling operations in receiver aeroplanes:
See also ASCC Air Standard 10/49
(a) Controls (See also Table 25 Item 9):
(i) Air refuel selector,
(ii) Reset button (where applicable),
(iii) Disconnect button (where
applicable).
(b) Display:
(i) Tanks full indication,
(ii) Disconnect indication (Master caution)
(where applicable).
ELECTRICAL CONTROLS
4.19.42 See Table 26.
RADIO CONTROLS
4.19.43 ON RADIO FREQUENCY CARDS,
PRE-SET CHANNELS SHALL BE DISPLAYED
IN ASCENDING ORDER OF FREQUENCY.
STANAG 3258
ARMAMENT CONTROLS
ARMAMENT SELECTORS
4.19.44 IN GENERAL, ARMAMENT
SELECTORS SHALL BE GROUPED
FUNCTIONALLY. IN SINGLE-SEAT
AEROPLANES, THOSE ARMAMENT
SELECTORS WHICH ARE OF A
PREPARATORY NATURE SHALL BE
POSITIONED ON THE RIGHT HAND
CONSOLE. THOSE SELECTORS WHICH
ARE USED DURING AN ATTACK SHALL BE
POSITIONED ADJACENT TO THE SIGHT
HEAD OR, WHERE THIS IS NOT POSSIBLE,
ON THE LEFT HAND CONSOLE.
MASTER ARMAMENT SWITCH
4.19.45 When the armament selectors are at any
other crew station, a guarded master armament
switch shall be provided under the control of the
pilot.
See also Table 28.
FLIGHT INSTRUMENTS
LAYOUT
4.19.46 THE LAYOUT OF FLIGHT
INSTRUMENTS SHALL CONFORM TO THE
PATTERN SHOWN IN FIG.17 BELOW.
This arrangement applies to conventional
instruments and to flight data in electronic
displays. Deviations from this pattern may be
permitted, after agreement with the Aeroplane
Project Director, where it is necessary to include
special displays e.g. radar and television scopes,
large integrated displays etc., on the pilot's
instrument panel.
STANAG 3216
POWER FAILURE INDICATION IN FLIGHT INSTRUMENTS
4.19.47 All electrically driven flight instruments
shall have an indication of power failure
incorporated.
The indication should be such that the
instrument cannot be used in the event of power
failure.
ENGINE DISPLAYS
LOCATION OF DEDICATED DISPLAYS
4.19.48 Single or Tandem. Displays shall be
located immediately to the right of the basic flight
instrument group or to the left for carrier-borne
aeroplanes.
3359
4.19.49 Side-by-side. Displays shall be located
between the first and second pilot's flight
instruments so that they are legible to both crew
members.
LOCATION OF STANDBY DISPLAYS
4.19.50 The layout of a multifunction standby
display shall mimic the layout of the primary
display where possible.
In aeroplanes using standby engine displays in
conjunction with a time-shared engine
multifunction display, the standby display may be
located in any area of the forward panel that is
visible and legible to both crew members but
preferably on the lower portion of the panel.
ARRANGEMENT OF DISPLAYS
4.19.51 Vertical Grouping. The engine display
parameters shall be arranged so that the primary
or most important display for a particular engine
and aeroplane (thrust, torque, RPM, etc) be located
at the top of the display group if a vertical
grouping is provided. The next most
important display parameter shall be positioned
under the primary display progressing down the
panel with the least important at the bottom.
(a) The fuel flow meter may be placed on a
fuel panel subject to the Aeroplane Project
Director's agreement.
(b) Other groupings may be used when required
for operational reasons or to accommodate new
technically advanced instrumentation subject to
the Aeroplane Project Director's agreement.
(c) Any additional instruments demanded by
a particular engine installation shall be
discussed with the Aeroplane Project Director
before being included in the main instrument
grouping.
(d) Notwithstanding 4.19.51- 55, contractors may
propose alternative arrangements of engine
displays to enhance data transfer from display
to crew. The Aeroplane Project Director may
permit deviations from the requirements when
the alternative arrangements proposed
materially enhance operational capability and/or
flight safety.
4.19.52 Horizontal Grouping. If the engine
displays are grouped in a horizontal format
such as when vertical scale tape displays are
used, the primary display shall be on the end of
the group nearest the first pilot progressing to
the least important at the further end.
4.19.53 Arrangement in Relation to Engines.
The displays shall be arranged and numbered in
relation to the aeroplanes engines (see 4.19.29-
37). The displays to the left of the group shall
correspond to the left side engines and the displays
on the right, to the right side engines.
4.19.54 Multifunction Displays. When engine
parameters are shown on multifunction displays
the guidelines outlined in 4.19.51-53 shall apply.
Multifunction displays shall also include a prime
power display, eg, Power Turbine RPM display
adjacent to the attitude display.
4.19.55 Scale Alignment and Marking. Where
possible engine parameter display scales shall be
aligned so that pointers on round dial displays are
all at the 12 o'clock position or, the 9 o'clock
position when normal conditions exist (not
mixed). When vertical scale format displays are
used the pointers or the tape readouts shall
approximate a straight horizontal line across the
display group when normal conditions exist. In all
cases instrument scales shall be marked in
accordance with DEF STAN 66-26 (Part 7).
POWER/TORQUE INDICATION
4.19.56 On all aeroplanes fitted with turbo-
prop engines a continuous indication of the
power or torque of each engine shall be provided.
Unless otherwise specified, on all aeroplanes fitted
with two or more piston engines, a continuous
indication shall be provided of the r.p.m., or - for
aeroplanes fitted with variable pitch propellers -
r.p.m. and manifold pressure, of each of the
engines.
This indication shall be readily visible to the pilot.
WARNING, CAUTIONARY AND ADVISORY SYSTEMS
GENERAL
4.19.57 The pilot shall be provided with warning
of malfunctions or failures and with routine
indications by means of a three category warning
system.
(a) This system, unless otherwise agreed by the
Aeroplane Project Director, shall comprise:
(i) a Standard Warning System (see
4.19.59) for emergencies which are
likely to prove catastrophic unless the pilot
takes immediate remedial action,
(ii) an amber, resettable Master Caution
Light situated on a central panel together
with, and operating in parallel with, selected
indicators, to denote secondary types of
malfunction or failure (see (b) below), and
SEE ALSO 4.15.33-45.
(iii) a centrally grouped panel of indicators
for all cautionary and advisory signals, other
than:
(a) undercarriage position indicator,
(b)arrester hook lights,
(c) radio altimeter limit lights,
(d)marker beacon lights,
(e) armament installation lights, and
(f) camera installation lights.
(b) It shall be agreed at the Mock-up Conference
which indicators shall be grouped on the central
panel of (a)(ii)above. As a guide, the secondary
class of warning should be applied to those
malfunctions or failures which do not involve
the risk of immediate catastrophe, but which
if ignored indefinitely, will lead to loss of, or
damage to, the aeroplane.
(c) In order to avoid complicated electrical circuits
when only a small number of systems in an
aeroplane require inclusion in the caution category,
individual amber lights, centrally grouped, may be
provided, with the agreement of the Aeroplane
Project Director instead of the full system
described in (a)(ii) above. Less important signals
may, in this case, be denoted by magnetic
indicators.
(d) The installation of warning, cautionary and
advisory systems at other than the first pilot's
station shall be agreed with the Aeroplane
Project Director at an early stage of design.
4.19.58 ALL MAGNETIC INDICATORS SHALL
CONFORM TO SEE ALSO 4.15.55-64.
STANDARD WARNING SYSTEM
4.19.59 A standard warning system in
accordance with the following requirements
shall be fitted to give warning of each of
the following emergencies, when applicable:
(a) fire (in conjunction with the lights in 4.19.60),
(b) cabin pressurisation failure,
(c) oxygen failure,
(d) generator channel failure,
(e) main hydraulic power failure (applicable when
powered flying controls are hydraulically operated
and use an emergency source of power with
limited duration),
(f) loss of oil pressure (propeller driven
(a) No other warnings shall be incorporated
in the system without prior agreement by the
(b) The system shall consist of red flashing
attention lights, a master audio warning signal
and a central panel which indicates the
particular emergency. The system shall be
designed in accordance with Specification EL
1960 (see however (c) below).
(c) The flashing attention lights shall be placed
just below the bottom edge of the windscreen,
one on either side about 9 in. (228.6mm) from
the centre of the pilot's line of sight when he is
looking straight ahead. Two lights only shall be
used in aeroplanes with only one pilot's station, or
where the pilots sit in tandem; three lights shall be
used where the pilots are seated side-by-side.
aeroplanes only), and
(g) any folding component not locked in the flight
condition (naval aeroplanes only).
FIRE INDICATOR LIGHTS
4.19.60 A red light for each fire zone shall be
provided at the pilot's station so that in the
event of fire it will give continuous
illumination until the fire is extinguished, when
the light will switch off automatically.
(a) The light shall be incorporated in the fire
extinguisher button, which shall be located
so that there is the least possibility of
confusing it with any other light.
(b) A marking shall be incorporated in the light
to indicate the fire zone to which it is connected.
(c) These markings shall be about 0.2 in
(5mm) high and appear translucent (as
opposed to transparent) white on a red
background.
See 4.26 for information on fire zones
4.19.61 The fire extinguisher button shall be
given emergency markings in accordance with
7.3.
3341
SECOND PILOT'S STATION
4.19.62 (a) On aeroplanes with a second pilot's station,
one of the following may be required:
(i) permanent dual controls, or
(ii) a dual-control conversion set (4.19.63-
64).
(b) During the design stages of dual seat
aeroplanes, consideration shall be given to the
Guidance on the extent of the duplication
under (b)(i) will be found in the Tables at
the end of this chapter, where the requirements
are stated for specific controls and instruments.
following points:
(i) for side-by-side pilots' stations, the
controls and instruments provided for the
first pilot shall in general be duplicated at the
second pilot's station, except for those
controls which can be used and these
instruments which can be seen by each pilot
while harnessed in his seat,
(ii) for tandem pilots' stations, the same
layout of controls and switches shall be
provided at each station as far as possible,
and
(iii) for dual seat training versions of
operational aeroplanes, the cock-pit layout
for the pilot under training shall conform
as closely as possible to that of the
operational type.
DUAL-CONTROL CONVERSION SET
4.19.63 Where a dual-controlled conversion set is
required it is essential that, when installed, the
aeroplane may be controlled with equal facility from
either station.
In addition to a control column and rudder
pedals, the following shall be included in the
conversion set:
(a) throttle and propeller controls, if
the first pilot's controls cannot be
operated by the second pilot,
(b)airspeed indicator )if the first pilot's
altimeter )instruments cannot
turn indicator )be read by the
)second pilot,
(c) instrument lighting,
(d) intercommunication, if necessary, and
(e) a harness.
4.19.64 The fixed fittings, for the dual-control
conversion set shall not interfere in any way with
the normal operational function of the aeroplane and
the time taken to install or remove the set shall not
exceed ten manhours.
4.20 DOORS
4.20.1 This information was previously published as Chapter 109 of DEF STAN 00-970 Issue 1 and is similar in content to JAR 25. 783. This clause states
the operational design and strength requirements for doors, hoods and hatches which provide the normal entrances to an aeroplane.
4.20.2 THE DOORS, HOODS AND HATCHES
SHALL BE LARGE ENOUGH TO PROVIDE
SATISFACTORY ENTRANCE TO AND EXIT
FROM THE AEROPLANE FOR LARGE
AIRCREW (AS DEFINED IN LEAFLET 63)
WEARING THE CLOTHING AND EQUIPMENT
DETAILED IN THE AIRCREW EQUIPMENT
ASSEMBLY SCHEDULE APPROPRIATE TO
THE PARTICULAR AEROPLANE.
(a) The Aeroplane Specification will state whether
there is a requirement for the ability to enter
and leave the aeroplane without the use of
ground support equipment.
(b) The suitability of the entrance and the means
provided to reach the entrance shall be
demonstrated, to the satisfaction of the Aeroplane
Project Director, at the mock-up stage. This
shall be demonstrated using aircrew approximating
to both the large and small limits of size specified
in Leaflet 63 and wearing the appropriate clothing
and equipment.
(c) Measures shall be taken to ensure against
protrusions and sharp edges likely to damage
aircrew survival (equipment (e.g. immersion suits).
4.20.3 POSITIVE MEANS SHALL BE
PROVIDED TO RETAIN THE DOORS, HOODS
OR HATCHES IN AN OPEN POSITION.
4.20.4 MEANS SHALL BE PROVIDED TO
DRAIN OVERBOARD ANY WATER WHICH
MIGHT RUN OFF DOORS, HOODS OR
HATCHES SECURED IN THE OPEN
POSITION.
4.20.5 IT SHALL BE POSSIBLE TO OPERATE
THE DOORS, HOODS OR HATCHES
(INCLUDING SECURING IN AND
RELEASING FROM THE OPEN POSITION)
WITHOUT UNDUE DIFFICULTY FROM
INSIDE AND OUTSIDE THE AEROPLANE,
AND IN ALL WINDS OF UP TO 20 M/S (39
KN), FROM ANY DIRECTION.
The design shall be such as to minimise the
possibility of jamming of doors, hoods, hatches,
external handgrips or steps due to any foreseeable
cause. Particular attention shall be paid to the
effect of ice or snow in cold weather or when
operating on or near to snow covered ground
and to the effect of rapid change in ambient
temperature (e.g. when landing after cold soak at
altitude). Protection shall also be provided
against the abrasive effects of sand when
operating in a sandy environment.
4.20.6 PROVISION SHALL BE MADE TO
LOCK ALL ENTRANCE DOORS AND
HATCHES FROM THE OUTSIDE TO
PREVENT THE ENTRY OF UNAUTHORISED
PERSONS AND THE MEANS OF LOCKING
SHALL BE DESIGNED IN SUCH A WAY
THAT DELIBERATE ACTION WITH A KEY IS
NECESSARY TO ENGAGE THE LOCK. THE
DOORS SHALL BE OPENABLE FROM THE
INSIDE WHEN LOCKED.
ENTRANCE DOORS AND HATCHES
4.20.7 MEANS SHALL BE PROVIDED FOR
LOCKING ENTRANCE DOORS OR HATCHES
IN THE CLOSED POSITIONS, SUCH THAT
THERE IS NO POSSIBILITY OF THEM
OPENING DURING FLIGHT, EITHER
INADVERTENTLY OR AS A RESULT OF A
SINGLE MECHANICAL OR ELECTRICAL
FAILURE. IF A CREW MEMBER CANNOT
SEE AN ENTRANCE OR CHECK THAT IT
IS CORRECTLY SECURED, A 'DOORS
LOCKED/UNLOCKED' INDICATOR SHALL
BE FITTED IN THE COCKPIT. MEANS SHALL
BE PROVIDED TO ENSURE THAT CABIN
PRESSURISATION CANNOT BE INITIATED
UNLESS THE DOORS OR HATCHES ARE
PROPERLY CLOSED, LATCHED AND
LOCKED.
4.20.8 On all doors and hatches the latching
mechanism shall be designed to ensure that the
pins, hooks and other such locking means shall
remain in adequate engagement with the
surrounding airframe structure under all loading
conditions, including pressurisation.
4.20.9 ENTRANCE DOORS AND HATCHES
WHICH SERVE AS EMERGENCY EXITS
(SEE 4.23.32) SHALL COMPLY WITH THE
APPROPRIATE REQUIREMENTS OF 4.23.
COCKPIT HOODS
4.20.10 MEANS SHALL BE PROVIDED FOR
LOCKING HOODS IN THE CLOSED
POSITION; SUCH THAT THERE IS NO
POSSIBILITY OF THEM OPENING DURING
FLIGHT, EITHER INADVERTENTLY OR AS
A RESULT OF A SINGLE MECHANICAL
OR ELECTRICAL FAILURE.
MECHANICAL OR ELECTRICAL
INDICATIONS THAT ALL HOODS ARE
CORRECTLY LOCKED SHALL BE PROVIDED
IN THE COCKPIT.
4.20.11 OPENABLE HOODS THAT ARE
POWER OPERATED SHALL BE PROVIDED
WITH MANUAL REVERSION. MANUALLY
OPERATED HOODS SHALL BE
ADEQUATELY DAMPED AND SUITABLY
COUNTER-BALANCED TO MEET THE
REQUIREMENTS OF 4.20.5.
4.20.12 Provision shall be made for partially or
fully opening hoods to increase ventilation
during taxying if, under extreme conditions,
insufficient cabin cooling is available.
4.20.13 ON AEROPLANES FITTED WITH
SLIDING HOODS, BUT NOT FITTED WITH
EJECTION SEATS, IT SHALL BE POSSIBLE
TO OPEN THE HOOD IN FLIGHT, AND TO
SECURE IT IN AN OPEN POSITION
SUITABLE FOR ABANDONING THE
AEROPLANE AT ALL SPEEDS UP TO
MAXIMUM CRUISING SPEED AND OVER
THE FULL RANGE OF PERMISSIBLE
ATTITUDES.
4.20.14 HOODS SHALL COMPLY WITH THE
REQUIREMENTS OF 4.23 FOR EMERGENCY
ESCAPE.
HANDGRIPS AND STEPS
4.20.15 External handgrips and steps may be
provided to assist the aircrew. If these are
Minimum dimensions of hand and footholes are
given in SIS 6001.
designed to retract into or fold flush with the
surface of the airframe, it shall be possible to
operate them without the use of tools, and without
the risk of grazing or jamming hand or foot, even
when cold weather clothing is worn. There shall
be no risk of damage to aircrew clothing or
equipment. Air flow disturbance resulting from
such holes shall not adversely affect the air
conditioning or handling of the aeroplane.
SEALS
4.20.17 Any inflatable door, hood or hatch
seals provided to retain cabin pressurisation
shall be held in place by mechanical means and shall
be capable of easy and rapid replacement without
risk of damage to the new seal or the aeroplane
structure.
Methods relying on adhesive alone or on bent-
over flanges are not acceptable.
STRENGTH REQUIREMENTS
GROUND LOADS
4.20.18 Doors, hoods and hatches and associated
structure shall have proof and ultimate factors of
not less than 1.125 and 1.5 respectively on the
loads applied under the following conditions:
(a) The aeroplane stationary with the doors,
hoods and hatches secured in the fully open
position in winds of up to 20 m/s (39 kn) from any
direction.
(b) With the hoods open in the taxying position
in head winds of up to 28 m/s (55 kn) but only
where the need for improved ventilation requires
provision to be made for taxying with hoods open.
(c) With doors, hoods and hatches secured in
the fully closed positions for the landing and take-
off cases.
FLIGHT LOADS
4.20.19 Doors, hoods and hatches shall have proof
and ultimate factors of not less than 1.125 and
1.5 respectively on the loads arising during any
flight condition for which the aeroplane is designed.
In addition, if the doors, hood or hatch is part of
the pressure cabin it shall meet the strength
4.20.20 Measures shall be taken to minimise gaps
occurring at leading edges of doors, hoods and
hatches when locked and under any flight condition
likely to be encountered.
Gaping which may occur elsewhere shall be
such as to minimise stresses, buffet or vibration.
4.21 SEATS, BERTHS, SAFETY BELTS AND HARNESSES
4.21.1 This information was previously published as Chapter 111 of DEF STAN 00-970 Issue 1 and is similar to JAR 25.785. The requirements of this
clause shall apply to restraint and parachute harnesses of all combat aeroplanes including those fitted with ejection seats, extraction systems and
escape capsules. See also Chapter 4.22 and ASCC Air Standard 61/2
DESIGN REQUIREMENTS
4.21.2 THE HARNESS SHALL PREVENT
INJURY TO THE USER CAUSED BY
MULTI-DIRECTIONAL FORCES ACTING
SINGLY OR TOGETHER UP TO THE LEVEL
OF HUMAN TOLERANCE.
(a) Minimum static strength requirements are
given in 4.22.
(b) Provision should be made if possible for the
attenuation of energy in the harness, seat or
aeroplane so that the peak accelerations applied to
the harness user is minimised.
4.21.3 THE DIMENSIONS OF THE CREW AND
OCCUPANTS USED FOR THE DESIGN OF
THE HARNESS, HARNESS TO SEAT OR
AEROPLANE, SHALL PROVIDE FOR BOTH
'LARGE' AND 'SMALL' AIRMEN AS
DEFINED IN LEAFLET 63 AND FULL
ALLOWANCE SHALL BE MADE FOR ALL
ITEMS OF CLOTHING AND EQUIPMENT IN
THE APPLICABLE AIRCREW EQUIPMENT
ASSEMBLY SCHEDULE (AEA).
(a) The harness shall be lightweight and
comfortable in use. Hardware should not be sited
on the harness so that it is placed over bony
prominences of the user. It shall be easily
adjustable for all sizes of personnel and designed
so that all service personnel intended to use the
harness can do so correctly and comfortably. The
use of the widest selection of up-to-date and
appropriate anthropometric data should be made
to ensure that this requirement is met. The
harness should be designed so that it can be
adjusted and worn firmly in flight so that dynamic
amplification of acceleration is avoided.
(b) The harness shall provide sufficient freedom for
all sizes of aircrew to operate and reach all
controls and maintain adequate external vision. An
inertia reel may be used with the harness to
provide both restraint and minimum restriction.
4.21.4 MAXIMUM PRACTICAL AREA SHALL
BE PROVIDED BY THE HARNESS WEBBING
IN ORDER TO DISTRIBUTE THE LOADS
WITHOUT INJURY AND IT SHALL PREVENT
SECONDARY IMPACT OF THE HEAD AND
TORSO WITH COCKPIT STRUCTURES.
The harness should apply restraint to strong
parts of the body (eg, pelvis and chest) but should
not cause specific injuries.
4.21.5 THE HARNESS SHALL BE EASY TO
PUT ON AND RELEASE. THE HARNESS
SHALL BE SIMPLE IN FORM AND AVOID
COMPLEX ROUTING. IT SHOULD BE
IMPOSSIBLE TO FASTEN OR USE THE
HARNESS INCORRECTLY. RELEASE OF THE
CREW MEMBER FROM THE SEAT
WITHOUT PARACHUTE OR SURVIVAL
EQUIPMENT SHALL BE PROVIDED BY
ACTIVATION OF A SINGLE CONTROL TO
PERMIT IMMEDIATE GROUND ESCAPE.
(a) It should be possible for an aircrew member
to fit his harness without aid.
(b) Suitable stowages for the components of the
unfastened harness should be provided as an aid
to strapping in, especially in confined cockpits.
(c) Retention of the survival equipment may be
required when ditching.
4.21.6 THE PROBLEMS OF SUBMARINING
(SEE PART 0 FOR DEFINITION) AND OF
DYNAMIC OVERSHOOT (OR WHIPLASH
EFFECT) SHALL BE CONSIDERED.
RESTRAINT HARNESS GEOMETRY
4.21.7 THE HARNESS SHALL INCORPORATE
A PAIR OF OVER-THE-SHOULDER STRAPS, A
PAIR OF LAP STRAPS AND A NEGATIVE G
STRAP.
(a) The shoulder straps should start from a point
on the seat back 674 mm 15 mm above the
compressed sitting platform measured along the
back tangent line. The straps should be
restrained at that point so that not more than 15
mm lateral movement of each strap is allowed.
Where cushions are used, the line of the
compressed sitting platform is the tangent line to
the upper surface of the cushion of the sitting
platform when compressed by an occupant
wearing full AEA of the maximum body weight
specified by Leaflet 63.
(b) The lap straps should start from the side of
the seat such that the strap centre line is
placed at an angle of 45 to 55 relative to the
centre line above the compressed sitting
platform. The lap straps should be placed at this
angle so that under impact the straps remain
over the anterior superior spines of the pelvis for
transmission of acceleration force to the body.
It should be possible to vary the length of each
lap and shoulder strap with a force not exceeding
134 N by means of a simple self-locking buckle.
(c) The negative g strap should start vertically
from a point on the centre line of the compressed
sitting platform 350 mm 25 mm forwards of the
front surface of the seat back and should
connect to the central release point of the harness.
When the harness is connected, the strap
should be designed so that the centre of the
harness release fitting is 180 mm 25 mm above
the top of the compressed sitting platform and
the lap straps intersect the compressed sitting
platform at 45 to 55. If the sitting position is
not varied, a correctly designed negative g strap
should require no length adjustment. The
harness release fitting should be permanently
attached to the negative g strap.
PARACHUTE HARNESS GEOMETRY
4.21.8 WHERE RESTRAINT AND
PARACHUTE HARNESSES ARE COMBINED
INTO ONE ASSEMBLY, EITHER MAN
(TORSO) OR SEAT MOUNTED, THE
RESTRAINT HARNESS REQUIREMENTS
WILL COVER BOTH APPLICATIONS, WITH
THE PROVISO THAT THE HARNESS
GEOMETRY SHALL POSITIVELY EXCLUDE
INADVERTENT ESCAPE FROM THE
HARNESS. WHERE PARACHUTE
HARNESSES ARE USED SEPARATELY FROM
RESTRAINT HARNESSES, THE SAME
REQUIREMENTS APPLY. WHEN
HARNESSES ARE SO COMBINED, IT IS
ESSENTIAL THAT THE PARACHUTE
FUNCTION OF THE HARNESS IS NOT
COMPROMISED.
QUICK RELEASE FITTINGS
4.21.9 THE RESTRAINT AND PREFERABLY
THE PARACHUTE HARNESS AND RELEASE
FITTING SHALL BE DESIGNED SO THAT
ALL COMPONENTS OF THE HARNESS CAN
BE RELEASED FROM A SINGLE POINT.
IN ORDER TO PREVENT INADVERTENT
Quick release fittings which eject the lugs or
attachments on release to prevent inadvertent
re-locking are preferable. Variations of the
types of release action should be minimised to
reduce confusion in an emergency. The action
should be either a rotary, depressing or lifting
RELEASE, A RELEASE ACTION
REQUIRING TWO SEPARATE, DIFFERING
AND SEQUENCED ACTIONS SHALL BE
INCORPORATED.
type and the particular actions required should
be clearly described on the fitting. In addition,
the action should be simple, capable of being
effected with either hand in hot, cold or wet
environments and in darkness wearing
equipment appropriate to the crew task.
Aircrew should be able to determine by feel
alone whether the quick release fitting is locked or
released.
INERTIA REELS
4.21.10 MULTI-DIRECTIONAL RATHER
THAN UNI-DIRECTIONAL SENSITIVE
INERTIA REEL SHALL BE USED AND A
CONTROL PLACED ON THE LEFT HAND
SIDE OF THE SEAT SHALL BE PROVIDED
SO THAT THE REEL CAN BE
MECHANICALLY LOCKED AT WILL.
(a) The stroke of the reel should be adequate
to allow all sizes of aircrew specified to reach all
crew station controls and maintain internal and
external vision appropriate to their task. The force
retracting the strap into the reel should not be less
than 22 N at 50 mm extension of the strap and
not less than 10 N at full retraction.
(b) Inertia reels incorporating powered
retraction devices shall be capable of retracting
the most critical aircrew member and equipment
specified into the correct position with minimal
time delay against a minimal acceleration load of 3
g acting in any direction.
TESTING
4.21.11 Harnesses, inertia reels and quick release
fittings shall be subjected to both static and
dynamic tests in accordance with 4.22.
Where energy attenuating devices are
incorporated, specific examination of their
performance shall be made under dynamic
conditions. These tests shall ensure that the
additional movement provided by these devices
do not introduce additional hazards for the
crew (eg, contact with the cockpit structures).
4.22 CRASH LANDING, DITCHING AND PRECAUTIONARY ALIGHTING ON WATER
4.22.1 This clause contains information previously published as Chapter 307 of DEF STAN 00-970 Issue 1 and is similar in content to JAR 25.787 - 25.801.
For the requirements of this Clause, aeroplanes are divided into 3 categories as follows:
Cat A Aeroplanes fitted with Ejection Seats,
Cat B Light aeroplanes not fitted with Ejection Seats,
Cat C Transport and other large aeroplanes not fitted with Ejection Seats,
and the following requirements apply to all categories except where otherwise stated. The main objectives of Design for Crash Landing, Ditching and
Precautionary Alighting on water are:
(a) to preserve the lives of, and minimise injury to, the occupants during impact,
(b) to enhance survivability after impact,
(c) to minimise damage to the aeroplane and its equipment,
(d) in Category A Aeroplanes - to ensure ejection capability at all times.
GENERAL
4.22.2 The structure, seats, harnesses (see 4.21)
and all relevant systems shall be designed, so far as
is reasonably practical, to attain the objectives
stated in 4.22.1 by the provision of energy
absorbing devices and adequate but not excessive
structure strength.
The Aeroplane Design Authority must exercise
judgement in choosing the extent to which each
system contributes to the attainment of these
objectives. Individual systems which contribute to
occupant protection shall not be considered in
isolation but shall be co-ordinated and interfaced
to achieve a completely integrated and efficient
crashworthy design.
DESIGN FOR CRASH LANDING, DITCHING AND PRECAUTIONARY ALIGHTING ON WATER
EVACUATION
4.22.3 It shall be possible to evacuate the aeroplane
through half the available exits in 30 seconds or
within flotation time whichever is less, whatever the
attitude of the aeroplane in the water.
Provision shall be made for rapid evacuation after
either crash landing or ditching. In deciding the
position, sizes and number of emergency exits,
consideration shall be given to:
(a) stability of the aeroplane on the water after
ditching or a precautionary alighting on water,
(b) availability of the exits for use after the
emergency,
(c) the effect of overturning (category B and C
aeroplanes only),
(d) the flotation time after ditching.
See also 4.23
4.22.4 On Category B and C aeroplanes, means
shall be provided so that each emergency exit can be
opened from both inside and outside the aeroplane.
Jettison devices shall be similarly accessible. All
exits on Category A aeroplanes shall be capable of
being opened from both the inside and the outside.
On aeroplanes not having a pressure cabin, all
emergency exits shall be designed to be squeezed
outwards by structural deformation without
jamming and should also be jettisonable.
See also 4.23.12.
4.22.5 Aeroplane systems needed during
evacuation shall be designed, as far as is reasonably
practical, to function for the length of time it is
estimated evacuation will take.
4.22.6 Those parts of the structure, the failure of
which would prevent the use of emergency exits,
shall meet the strength requirements of 4.22.14 -
4.22.16.
Particular attention shall be given to manufacturing
joints and transport joints.
4.22.7 Seats, stretchers and their support structure
shall be designed to minimise interference with
evacuation. Harnesses shall be designed not to form
obstructive loops when not in use.
See also 4.21.
4.22.8 The following shall be crashworthy to the
standard defined in 4.22.14 - 4.22.16:
(a) Emergency exits,
(b) Emergency lighting,
(c) Emergency escape identifications and
markings.
See also 4.23.13-25
PROTECTIVE SHELL
4.22.9 The structure of the crew and passenger
compartments shall be designed, as far as is
practicable, to prevent inward buckling and to
provide a protective shell for seated occupants.
Deformation shall be controlled, as far as
reasonably practical, to provide maximum
survivability and possibility of post-crash exit. The
possibility of local penetration of the structure, by
external parts of the aeroplane which might cause
injury to the occupants, shall be considered so that
injury to the occupants can be avoided.
See Leaflet 75 Para. 12 for information on
buckling.
4.22.10 The interior of the protective shell shall be
designed to minimise injury to any parts of the body
See Leaflet 75 Paras. 13 to 15.
of a seated and restrained occupant which flail
during a crash landing or ditching. Particular
attention shall be paid to the movement of the head.
4.22.11 The design shall ensure that the occupant
and/or any part of the body cannot become trapped
between the structure and any impacting surface
following failure of doors, windows, canopies or
hatches.
4.22.12 The movement, during a crash landing or
ditching, of those parts of the aeroplane in the
vicinity of the crew or other occupants (particularly
the massive items of 4.22.50 & 4.22.51) shall not
compromise the survivability of the occupants, as
far as is reasonably practical, and the relevant parts
of the structure shall be designed to absorb energy
by controlled deformation.
See Leaflet 75 Paras. 1.3 and 1.4.
4.22.13 For vertical impact not less than 42 ft/sec
(12.8 m/s) on a rigid hard horizontal surface the
design of the crew and troop compartment roof and
support structure shall prevent ceiling collapse and
maintain a survivable volume for the occupants.
Neither seats nor stretchers should be suspended
from the ceiling unless this requirement is met.
STRENGTH AND ENERGY ABSORPTION
4.22.14 All strength requirements based on
the mass of the aeroplane shall be met at Design
Take-off Mass M
T
fully airborne unless otherwise
stated.
See Leaflet 76 for recommendations on design
for support of seats and stretchers and for data
on the masses of aircrew and troops.
4.22.15 When the undercarriage or other relevant
impact point (see Part 0 for definition) is subject to
any velocity change or combination of velocity
In the assessment of forces resulting from the
specified velocity changes the distance over which
the change occurs, and the efficiency of the energy
changes in a half ellipsoid defined by Tables 31, 40
or 42 as appropriate, from zero to the values stated,
within the impulse duration given, the accelerations
at the base of the spine of members of the crew and
other specified occupants shall not exceed the levels
of acceleration given in Table 30.
absorption system, shall be considered. A factor
for the efficiency of the energy absorption system
between the impact point and the part, determined,
by the designer, preferably as the result of tests,
shall be included. Excessive static strength shall
however be avoided.
4.22.16 All parts affected by the requirements of
this clause shall have an ultimate factor not less than
1.0 under the forces arising from:
(a) the static cases of 4.22.28 - 4.22.56 (Tables 32
to 37 or Tables 39 and 41), as appropriate,
(b) the dynamic cases of 4.22.15.
Local increase in acceleration caused by whiplash
effects or dynamic overshoot (see Leaflet 75 Para.
1.4) shall be considered when assessing structural
integrity and occupant survival.
Note: For applicability of tables see 4.22.67 -
4.22.69.
MATERIALS
4.22.17 Use of composite materials in structure intended to
meet the requirements of this clause shall be
considered from the following points of view:
(a) Composite materials require innovative design
techniques to provide energy absorbing properties
not inherent in the basic material and the essential
measures taken to achieve energy absorption may
detract from the weight and production advantages
of these materials.
(b) Flammability, toxicity, smoke effects and
thermal decomposition shall be considered in
design.
See also 4.26.74-79 and 4.4.37 for flammability
4.22.18 Exterior surfaces and structure which could
be exposed to contact with the ground in a crash
shall be constructed, as far as is reasonably
practical, of materials which resist sparking as a
consequence of abrasion.
4.22.19 Materials shall be considered for their
resistance to burning and, in their finished condition,
shall satisfy the requirements of 4.26.
Materials for seats and stretchers shall be selected
on the basis of the best strength-to-weight ratio
with sufficient ductility to prevent brittle failure. If
any doubt exists about probable peak loads of
critical members the elongation shall be at least
10%.
CONTROLS
4.22.20 All controls shall be designed as far as
practical so that they present no hazard to the crew
during a crash.
DESIGN FOR DITCHING AND PRECAUTIONARY ALIGHTING ON WATER
GENERAL
4.22.21 Having designed the aeroplane structure to
meet the general requirements of 4.22.1 - 4.22.20
the designer shall estimate the resulting velocity
and acceleration ellipsoids both for ditching and/or a
precautionary alighting on water and embody them
in the Aeroplane Specification. See 4.22.61.
(a) Consideration shall also be given to differences
in structural failure mode. See Leaflet 75 Para.
1.7.
(b) The design sea state, wind and wave slope in
which the requirements shall be met are given in
Table 38.
The requirements of this paragraph apply if
design for ditching or precautionary alighting on
water is required by the Aeroplane Specification
as the consequence of a Service requirement for
operation over water for a considerable time. In
this case the Aeroplane Specification will give a
minimum flotation time or crew evacuation time
and associated sea state. It will also state the
flotation aids required.
4.22.22 The design shall be such as to allow
controlled fuel jettison following a precautionary
alighting on water.
FLOTATION
4.22.23 Adequate buoyancy and stability shall be
available to enable aeroplane to remain afloat in the
sea state specified.
(a) Flotation aids and associated equipment shall
be designed and tested to show satisfactory
operation following ditching in the most adverse
environmental conditions called for in the
Aeroplane Specification and in the velocity and
acceleration ellipsoids determined as the result of
the analysis of 4.22.21.
(b) The use of a sea anchor may be assumed, if
provided, during the deployment of liferafts and
the escape of the crew and occupants, but shall be
assumed to make no contribution to buoyancy and
stability.
4.22.24 Where flotation capability depends on the
operation of emergency flotation aids, the
requirements shall be met in any single failure case
applied to the actuation system or with any single
compartment of the flotation gear inoperative.
ESCAPE
4.22.25 Doors and windows and their local
structure shall be designed to withstand local water
pressures arising from the circumstances in which
contact with water is expected to occur.
(a) The Design Authority shall propose applicable
cases for insertion in the Aeroplane Specification.
(b) Underwater escape shall be considered in order
to provide advice on the best method to be
adopted using the equipment available. See also
4.23.
4.22.26 The aeroplane shall be designed to enable
the crew and other occupants to salvage any special
equipment required by the Aeroplane Specification,
to deploy liferafts, and to enter them with the
maximum probability of survival.
4.22.27 Where liferafts are normally released
directly overboard, an external means shall be
provided for their release, accessible to a survivor
outside the aeroplane, in addition to any internal
provision for their release.
DESIGN FOR CRASH LANDING
GENERAL
4.22.28 In addition to the general requirements of
4.22.1 - 4.22.27 the following particular
requirements shall be met on Category B
aeroplanes.
They may also be applied to Category A and
Category C aeroplanes where relevant.
DESIGN FOR LONGITUDINAL IMPACT
4.22.29 CASE 1 - The basic airframe shall be
capable of impacting a hard rigid vertical barrier
longitudinally at 20 ft/sec (6.1 m/s) without
reducing the size of the protective shell of the pilot,
co-pilot and any designated members of the crew to
the extent that their evacuation of the aeroplane and
survival after the crash is prevented or impeded.
The engine(s), equipment, components of systems,
cargo and freight and any other items which could
cause injury or unacceptable damage, shall remain
intact and in place in the aeroplane.
4.22.30 CASE 2 - The basic airframe shall also be
capable of impacting a hard rigid vertical barrier
longitudinally at 40 ft/sec (12.2 m/s) without
reducing the length of the passenger/troop
compartment by more than 15%. Any consequent
inward buckling shall not be hazardous to occupants
nor prevent their evacuation after the crash.
4.22.31 CASE 3 - THE FORWARD
UNDERSURFACE OF THE AEROPLANE
SHALL BE DESIGNED TO MINIMISE EARTH
SCOOPING REGARDLESS OF THE DENSITY
OR CONSISTENCY OF THE SOIL WITHIN
REASONABLE LIMITS. THE NOSE SECTION
SHALL NOT PLOUGH OR SCOOP EARTH
WHEN THE FORWARD 25% OF THE
FUSELAGE HAS A UNIFORMLY APPLIED
LOCAL UPWARD FORCE OF 10M
T
AND A
REARWARD FORCE OF 4M
T
.
See also Leaflet 75 Para. 11.
DESIGN FOR VERTICAL IMPACT
4.22.32 CASE 1. The aeroplane as a whole
shall be designed for 42 ft/sec (12.8 m/s) vertical
velocity on a hard rigid horizontal surface at any
attitude within the envelope of Fig 18. The height
of the crew and passenger/troop compartments shall
not be decreased by more than 15% and the
occupants shall not experience accelerations greater
than those of Table 30 which cause serious injury or
impede emergency evacuation.
See also Leaflet 75 Paras. 9 and 10.
4.22.33 CASE 2. Where the
undercarriage is retractable the aeroplane as a whole
shall be designed to withstand, with the
undercarriage retracted and within the envelope of
Fig 18, a vertical velocity of not less than 26 ft/sec
(7.9 m/s) on a hard rigid horizontal surface without
reducing the height of any occupied compartment
by more than 15% and not exceeding the
accelerations of Table 30 for any occupant.
4.22.34 CASE 3. The undercarriage
shall be capable of decelerating the aeroplane from a
vertical velocity of 20 ft/sec (6.1 m/s) on a hard
rigid horizontal surface without allowing the
fuselage to touch the surface. This requirement
shall be met at any attitude within the envelope of
Fig 18.
The undercarriage should continue to absorb some
energy even when the fuselage has contacted the
ground. Failure of the undercarriage shall not
increase danger to any occupants by penetration of
the airframe or by rupturing a fuel tank or by
damaging missiles, rockets and ammunition.
Plastic deformation of the undercarriage is
acceptable but the remainder of the aeroplane
structure, should remain airworthy.
DESIGN FOR LATERAL IMPACT
4.22.35 The aeroplane as a whole shall be designed
for a lateral velocity of 30 ft/sec (9.1 m/s) normal to
the axis. The width of the crew and
passenger/troop compartments shall not be
decreased by more than 15% and the occupants
shall not suffer accelerations greater than those
given in Table 30.
COMBINED CASES
4.22.36 CASE 1. The aeroplane shall be
designed to withstand impact, as in a low-level
approach, fully airborne into ploughed soil, at a
flight path angle of 8
o
, at 100 ft/sec (30.5 m/s).
The volume of the passenger/troop compartment
shall be reduced by not more than 15%.
The design should, if possible, prevent earth-
scooping or roll-over in these conditions.
4.22.37 CASE 2. The aeroplane as a whole
shall be designed to sustain a combined
vertical/longitudinal impact on a hard rigid
horizontal surface at a vertical velocity of 42 ft/sec
(12.8 m/s) and a longitudinal velocity of 27 ft/sec
(8.2 m/s) within the attitude envelope of Fig 18.
The volume of the passenger/troop compartment
shall not be reduced by more than 15%.
ROLL-OVER
4.22.38 CASE 1. The fuselage roof is
assumed to be buried in soil to a depth of 2 inches
(5.1 cm) over the forward 25% of the total length of
the aeroplane. A load of 4 times the Design Take-
off Mass M
T
shall be applied as in 4.22.41.
4.22.39 CASE 2. The aeroplane is
loaded on its side in the same conditions as CASE 1
above, with the wing broken at the root.
4.22.40 CASE 3. Where the aeroplane
configuration is such that Case 1 cannot be applied
then the aeroplane shall be assumed to be on the
ground inverted in the most critical attitude for
safety of the occupants. The following forces shall
be applied individually:
(a) 4M
T
perpendicular to the ground, or
(b) 4M
T
along the longitudinal axis parallel to the
ground, or
(c) 2M
T
along the lateral axis parallel to the
ground
4.22.41 In cases 1 and 2 above the 4M
T
load shall
be applied, over the area defined, at any angle
between vertical and horizontal in any direction, ie
from perpendicular to the fuselage skin to parallel to
it. All doors, hatches and windows take no load.
SEAT INSTALLATION - CREW AND SPECIFIED OCCUPANTS
4.22.42 The parts listed in Guidance shall meet the
relevant requirements of 4.22.14 - 4.22.16 in
conjunction with Table 32 or 39 as appropriate.
When determining the forces in the cases of this
requirement the mass and dimensions of the crew
and occupants, and the CG position assumed, shall
be in accordance with the data given in Leaflet 76
Table 1 and Leaflet 63 for the percentiles given in
the Aeroplane Specification and full allowance
shall be made for any items of equipment,
including armour, carried on the seat or by the
crew. See also 9.10 and Leaflet 76.
The requirements of this section apply to the
seats, (see Leaflet 76) restraint harness, (see
4.21) attachments and local support structure for:
(a) all members of the crew,
(b) any occupant who might compromise the
essential actions of the crew if his restraint failed,
(c) any occupant designated by the Aeroplane
Design Specification.
SEAT INSTALLATION - OTHER OCCUPANTS
4.22.43 Seats, harness, attachments and local
support structure for other occupants, including
those for passengers (Cat B and C) and those for
troops and paratroops (Cat C) shall meet the
relevant requirements of 4.22.14 - 4.22.16 in
When determining the forces in the cases of this
requirement the mass and dimensions of the
occupants, and the CG position assumed, shall be
in accordance with the data given in Leaflet 76
Table 2 and Leaflet 63 for the 5th and 95th
percentiles, and full allowance shall be made for
any items of equipment carried on the seat or by
the occupant.
See also Leaflet 76.
EQUIPMENTAND COMPONENTS OF SYSTEMS
4.22.44 Wherever it can reasonably be foreseen
that, if the equipment or component moved or
broke free during a crash landing or ditching, it
would:
The requirements of this section apply to all fixed
and removable equipment and to components of
systems. See 4.22.58 & 4.23
(a) cause injury to crew or other occupants,
(b) cause a fire,
(c) prevent the use of an emergency exit,
(d) prevent the use of emergency equipment,
(e) prevent access to items which might be needed
by the crew after the crash,
then they shall be restrained (see Leaflet 75 Para.
7.1) to meet the relevant requirements of 4.22.13 -
4.22.15 in conjunction with Table 34 or 41 as
appropriate.
4.22.45 Emergency equipment and items which
might be needed by the crew after the crash or
ditching shall also meet the requirements of 4.22.44.
4.22.46 Stowage space for unrestrained items of
personal equipment shall also meet the requirements
of 4.22.44 and shall be designed so that items
stowed in it cannot become a hazard to personnel in
a survivable crash.
See also Part 5.
4.22.47 Where fixed or removable
equipment, or components of systems, are located
in such a manner that the requirements of 4.22.44
and 4.22.45 do not apply, then the installation shall
have the normal in-flight and ground load factors,
the factors shown by trade-off studies (see Leaflet
75 Para. 6) or the ultimate factors of Part 5
whichever are the greater.
CARGO AND FREIGHT
4.22.48 Where the cargo or freight might be
a hazard to personnel in a crash landing or ditching
energy absorption in the longitudinal forward and
the lateral directions shall be provided. Static
strength of support structure and energy absorbers
in these directions shall meet the relevant
requirements of 4.22.14 - 4.22.16 in conjunction
with Table 35 or 41 as appropriate.
Configuration requirements and normal strength
requirements are stated in Part 5. See Leaflet 77
for Operational Recommendations.
4.22.49 Static strength in other directions
shall meet the requirements for equipment of
4.22.44 or 4.22.47 as appropriate.
MOUNTINGS OF MASSIVE PARTS
4.22.50 All massive parts, including but not limited
to; Engine, Empennage, Fuel Tanks and Auxiliary
Power Unit, shall meet normal flight cases stated in
Section 3 of Part 7 and any special cases stated in
other clauses.
4.22.51 Where these parts can become a hazard in a
crash landing or ditching they shall also comply with
the relevant requirements of 4.22.14 - 4.22.16 in
See also 4.22.29.
STRETCHERS (LITTERS)
4.22.52 Static strength for crash landing and
ditching shall meet the relevant requirements of
4.22.14 - 4.22.16 in conjunction with Table 37 or
41 as appropriate, and a body mass of 114 kg (250
The normal requirements for stretchers (litters)
are stated in Part 5.
lb).
HAND GRIPS
4.22.53 Hand grips which may be used during a
crash landing, together with their attachments, shall
have an ultimate factor not less than 1.0 under a pull
of 2000 N (450 lbf) acting in any possible direction.
HARNESS ATTACHMENT
4.22.54 Where harness is attached directly to
structure, allowance shall be made for seat
movement caused by functioning of energy-
absorbers.
EVACUATION
4.22.55 Emergency exits and those parts of the
structure, the failure or excessive displacement of
which would prevent or impede evacuation, shall
meet the relevant requirements of 4.22.14 - 4.22.16.
Particular attention shall be given to manufacturing
joints and to transport joints.
4.22.56 EMERGENCY LIGHTING,
ESCAPE IDENTIFICATIONS AND MARKINGS,
SHALL BE CRASHWORTHY TO THE
REQUIREMENTS OF 4.22.44 OR 4.22.47 AS
APPROPRIATE.
DESIGN OF SYSTEMS
GENERAL
4.22.57 The aeroplane and its systems shall be
designed to minimise the probability of a fire
developing at or soon after impact, whatever its
attitude, by ensuring that the requirements of 4.26
See also Chapters 5.2, 6.6 and 6.11.
are met.
4.22.58 All components of systems shall meet the
requirements for equipment of 4.22.44 or 4.22.47 as
appropriate.
FUEL SYSTEM
4.22.59 The fuel system shall be designed, as far as
is practical, to contain fuel during and after the
crash in each of the cases of Table 31.
See also 5.2.30-33.
4.22.60 Fuel tanks shall comply with the
requirements of 4.22.50 - 4.22.51, and where
relevant of 4.22.44 - 4.22.47, when 75% full.
VALIDATION OF DESIGN
4.22.61 Demonstration of compliance with the
requirements of 4.22.1 - 4.22.60 shall be by static
and dynamic analysis, mathematical modelling and
such tests as are practical. The programme shall be
recorded in the Aeroplane Specification.
4.22.62 The need for a physical model and for full
scale dynamic impact tests on the aeroplane
structure in addition to static strength tests shall be
considered.
4.22.63 Where complete system testing is not
undertaken then mathematical analysis shall show
that individual crashworthy elements of the system
function together properly to achieve the desired
overall level of crashworthiness.
4.22.64 Where design for ditching or precautionary
alighting on water is required (4.22.21 - 4.22.27)
the test programme shall include proposals for
ditching model tests to show adequate buoyancy
and stability on the water.
4.22.65 The seat, energy absorbers and relevant
structure, together with the restraint system and
other items defined in 4.22.42, shall be sled-tested
under dynamic loading conditions equivalent to
those of Table 31 Cases 8, 9 and 10. The strength
and stiffness of the attachments used shall be
representative of the support structure.
(a) The results of the tests shall show compliance
with the relevant requirements of 4.22.14 -
4.22.16.
(b) Instrumentation suitable for making the
measurements required by the above shall be
provided.
For details of dynamic tests on seats see
References 4 and 5 of Leaflet 0 under 4.22.
RELIABILITY
4.22.66 The Design Authority shall propose a programme
of reliability tests for insertion in the Aeroplane
Specification.
Because of the emergency nature of the
requirements of this chapter, particularly those
applicable to seats, it is important that a high
degree of reliability of all components is
achieved. See Leaflet 75 Para. 18.
APPLICABILITY OF TABLES
TABLES 30 to 37
4.22.67 These are new tables giving the full
requirements of Reference 2 of Leaflet 0 (under
4.22). They are mandatory for new Category B
aeroplanes.
They may be used, where appropriate, for
Categories A and C aeroplanes as called for in one
of the sub-paragraphs of 4.22.28 - 4.22.56, or
otherwise at the discretion of the Design
Authority.
TABLE 38
4.22.68 Meteorological data applicable to all
categories.
TABLES 39 to 42
4.22.69 Tables applicable to all categories of
aeroplane, as indicated, where the full standard of
crashworthiness given in 4.22.1 - 4.22.60 is not
required.
4.23 EMERGENCY PROVISIONS
4.23.1 The requirements of this clause are, unless otherwise specified, applicable to all types of aeroplanes and aim to ensure that all the occupants will be able
to leave an aeroplane quickly and safely in an emergency.
The conditions covered relate to emergency escape:
(a) in flight, under:

(i) all conditions of symmetric flight within the specified flight envelope,
(ii) all conditions of asymmetric flight, and
(iii) all conditions likely to arise after control has been lost including a spin (unless the aeroplane is characteristically incapable of spinning),

(b) after crash landing or ditching (see 4.22).
(c) from the aeroplane on the ground.
This information was previously published as Chapter 102 of DEF STAN 00-970 Issue 1 and is similar to JAR25.803 - 25.819.
GENERAL PRINCIPLES
4.23.2 Every occupant, when wearing the clothing
and personal equipment specified in the Aircrew
Equipment Assembly Schedule for the aeroplane,
shall be able to leave the aeroplane safely,
irrespective of its altitude, by his appropriate exit in
On aeroplanes with assisted escape, an escape
envelope shall be agreed between the aeroplane
manufacturer and the Aeroplane Project Director.
This envelope shall depend on the escape system
proposed.
the shortest possible time under the following
conditions:
(a) for the crew members of all aeroplanes, the
conditions of 4.23.1(a), (b),
(b) for the passengers of transport aeroplanes, the
conditions of 4.23.1 (b).
4.23.3 The approach to the exits and the exits
themselves shall be free from obstructions and
projections on which clothing, parachute harnesses
or other items of personal equipment might be
caught.
(a) To facilitate passage to the exits, ladders and
foot and/or hand holds of rigid construction shall
be provided wherever necessary.
(b) Ladders, when in position, should slope
upwards from aft to forward. If not permanently
located they shall be capable of being rapidly
secured in position.
NUMBER OF EXITS
4.23.4 The number of exits provided and their
situations shall be such that not more than three
persons need to use any one exit in any given
emergency, except that, on transport aeroplanes, the
number of exits shall be related to the number of
passengers (eg 1 : 30).
It is acceptable, and often desirable, that doors,
hoods, hatches, etc., primarily provided for other
reasons (eg the normal entrance door) should
serve also as emergency exits. Any exit may
serve for more than one emergency condition
provided that the requirements stated for each
such condition are met.
MARKING OF EXITS
4.23.5 All emergency exits shall be adequately
marked so that their intended use and their means of
operation are quite obvious to the occupants of the
aeroplane and also, where appropriate, to rescue
personnel approaching the aeroplane from outside.
Details of the required markings are given in 7.3.
SIZE OF EXITS
4.23.6 Each exit shall be of the largest practicable
size and shall in every case be such as to give a
freedom of passage not less than that provided by a
rectangular opening 609.6 mm x 609.6 mm. To
permit the evacuation of injured personnel from
multi-seat aeroplanes, of the exits provided at least
one for every nine occupants shall give a freedom of
passage not less than that provided by a rectangular
opening 762 mm x 762 mm.
CONTROLS
4.23.7 Each emergency exit shall be openable and
jettisonable, when applicable, by one hand by a
single positive movement of a single control,
operated by a pull of between 111 N and 178 N.
(a) When the exit is jettisonable directly outwards
the control shall be such that there is no risk of the
operator's hand being pulled outward by the cover.
(b) The control for jettisoning the pilot's hood shall
be in accordance with 4.19 and shall be operable
under all conditions specified in 4.23.1
(c) In addition to the requirements of 4.23.8
consideration should be given to the operation of
external controls by members of crash/rescue
crews who may be wearing bulky protective
clothing. Crash rescue crew members should be
able to operate the external controls whilst wearing
the full protective clothing outfit. For this purpose
the Design Authority should use Anthropometric
data for Metacarpal Breadth relative to 95th
percentile man, making due allowance for the
wearing of protective gloves/gauntlets. The
DEF STAN 00-25 and Leaflet 63 cover
anthropometric data.
Aircraft Project Director shall be approached to
confirm details of the protective clothing outfit to
be catered for unless this information is provided in
the Aircraft Specification.
4.23.8 On aeroplanes with ejection seats, the
following controls, which shall be so shaped and
positioned to avoid any possible chance of
confusion in their operation, shall be provided:

(a) a control for jettisoning or fragmenting the
hood or hatch conforming to 4.23.7. Where
Miniature Detonating Cord (MDC) is used to
fragment the hood the separate firing control shall
permit the firing of the MDC independently of the
seat for both internal and external operation and
provision shall be made to reduce the likelihood of
injury to an outside rescuer from hood debris, eg, by
pulling a long lanyard,
(b) a single control, operated by a pull of between
111 N and 289 N to initiate the entire escape
sequence, so arranged that the trajectory of the
occupant, his seat and all personal equipment is
automatically cleared of dangerous obstructions,
(c) a single control, to enable the occupant to
separate himself from the seat after ejection with
parachute and personal survival pack intact should
automatic separation fail to occur, and to permit
manual escape should this be necessary,
All emergency controls shall be operable with the
man strapped into the seat with the harness
retracted and locked; this should also apply when
upper limb restraint is installed on the seat.
(d) a "go-forward" lever in accordance with 4.19,
(e) a control to permit the occupant to raise or
lower the seat in accordance with 4.19,
(f) a control for manual operation of the emergency
oxygen set in accordance with 4.19 (see also
6.13.12-13), and
(g) if a seat mounted oxygen system is fitted, all
oxygen controls, located adjacent to the package.
These controls shall include:
(i) an air mix/100% oxygen control (this
control may however be fitted on a console),
(ii) a bypass regulator control, and
(iii) the necessary test buttons,

(h) combined services release on the port side of
the seat.
PRECAUTIONS AGAINST INADVERTENT OPERATION
4.23.9 Inadvertent release or jettison of hoods,
hatches or doors shall not be possible from any
cause including:

(a) accidental operation by crew or passengers,
See also 1.1.9-11.
(b) vibration or buffeting,
(c) structural deformation or flexing due to loads
within the fully factored flight envelope, including
pressurisation loads,
(d) mechanical failure of locks and linkage, and
(e) the effect of temperature variations on the
airframe, etc.
4.23.10 It shall be impossible for the locks on
hoods, hatches or doors to be left partially engaged.
The setting of the locks when closed shall be such
that inadvertent disengagement or disturbance is
impossible. There shall be clear indication to the
appropriate crew member and to ground crew to
show when all the locks are properly engaged. After
the release or jettison mechanism has been operated,
it shall be impossible to restore the control to its
normal position until the locking mechanism has
been reset.
Electrical indicators are acceptable only where
functional checks of the indicating system or
inspection of the locks can be made during the
cockpit drill.
4.23.11 Where assisted escape systems are used, a
mechanical device shall be provided to prevent
inadvertent operation of the system or of individual
components whilst the aeroplane is parked on the
ground or undergoing maintenance.
The number of devices should not exceed one for
the seat and one for each canopy system. An
aeroplane cockpit stowage shall be provided. The
state of the system and of the devices shall be
readily apparent to both aircrew and groundcrew.
EXIT FROM PRESSURE CABINS
4.23.12 On aeroplanes where the exit is part of a
pressure cabin, and where the exit is not provided to
give a clear path for ejection, it shall not be possible
to open the exit until the pressure has fallen below a
safe value for the opening of the exit.
EMERGENCY ESCAPE/EVACUATION ILLUMINATION
4.23.13 THE FOLLOWING REQUIREMENTS
SHALL APPLY IN THE DESIGN AND
LOCATION OF POWER SUPPLIES,
CONTROLS, LIGHTING FIXTURES AND
ASSOCIATED EQUIPMENT USED TO
PROVIDE EMERGENCY ESCAPE
ILLUMINATION IN AEROPLANES:
(a) Emergency escape illumination shall be
designed so that no beam of light is directed into
occupants' eyes in such a way as to compromise
their ability to escape.
(b) Emergency escape illumination shall be
provided independent of normal electrical system
power sources.
(c) The emergency escape illumination shall be
designed, installed and located in such a manner that
will minimise damage to or loss of any portion of
the emergency escape illumination as a result of
ditching or an emergency landing.
(d) Break-up of the fuselage shall not render any
portion of the emergency escape illumination
inoperative, except those lights directly destroyed
by the break.
(e) Emergency escape illumination shall be
continually lighted or automatically energised when
an emergency occurs.
(f) If an automatically energised system of
emergency escape illumination is used, provision
shall be made for alternate manual operation from a
single location easily accessible to a flight crew
member (see also 7.3.5).
(g) The emergency escape lighting system shall
provide not less than 0.22 LUX ambient
illumination at all exits and in the centre of
aisleways leading to exits measured at seat arm rest
height and in all aircrew stations and passenger
compartments.
(i) All exit signs, arrows and placards shall be
electrically lighted or self- luminous and shall be no
less than 0.10 cd/m
2
.
ESCAPE IN FLIGHT
PROVISION OF PARACHUTES
4.23.14 Provision shall be made for the parachute
assembly specified in the Aircrew Equipment
Assembly for the aeroplane.
On transport aeroplanes engaged in air trooping,
provision of parachutes need not be made for the
passengers. On aeroplanes having a passenger role
(as distinct from air trooping) provision of
parachutes is required only when stated in the
LOCATION OF EXITS
4.23.15 The parachute exits shall be so arranged
that the entire crew could abandon the aeroplane
within 10 seconds of the order to abandon being
given.
ASSISTED ESCAPE
4.23.16 All aeroplanes, except transports, capable
of speeds in excess of 260 knots E.A.S. in level
flight shall be provided with means of escape under
the conditions of 4.23.1 (a) to enable the crew,
when wearing the clothing and personal equipment
specified in the Aircrew Equipment Assembly for
the aeroplane, to get clear of the aeroplane with the
least physical effort and in the least possible time,
and to make a safe descent by parachute.
(a) The accelerations applied to the crewman
throughout the escape sequence shall be such as to
produce the minimum risk of injury.
(b) A hatch or door will not normally be acceptable
on these aeroplanes without some positive means
for getting the user, when subject to acceleration,
into the right position for entering the hatch and
propelling him through the hatch.
4.23.17 Operation of his escape system by any one
crew member shall not result in injury to any other
occupants nor prejudice their chances of safe
escape.
Where a command ejection facility is fitted, each
crew member shall still have the ability to eject
individually and the command control should be
selectable in accordance with the Aeroplane
Specification.
4.23.18 No rigid object shall be located in the
ejection path and any movable objects which can
enter the path shall be so arranged that they are
moved clear when the seat is fired by automatic
means or on impact with the seat without damage to
personnel or their equipment.
Fixed but frangible objects are permitted in the
ejection path provided they cause no damage to
personnel or their equipment during an ejection.
Consideration shall be given to the possible need
for shielding of objects above shoulder height (eg
canopy rails) to minimise injuries which may be
caused on ejecting under lateral "g" conditions.
4.23.19 When upward ejection seats are provided,
the design of the escape system as a whole shall be
such that the following standard escape drill will be
both appropriate and sufficient:
(a) operation of the control specified in 4.23.8 (b)
after which the escape system shall function
automatically until full parachute deployment is
attained,
but should the seat automatic separation device fail,
separation shall be achieved manually by:
(b) operation of the single control specified in
4.23.8 (c).
EXIT COVERS
4.23.20 The doors of parachute exits, hoods and
hatches provided for emergency escape shall either:
(a) jettison outwards,
(b) pull away completely from their frames, and be
capable of being jettisoned through the exit,
(c) be hinged to open inwards, or
(d) be hinged to open outward to form a screened
exit (see also 4.23.16),
(e) be fragmented or cut by initiation of miniature
detonating cord (MDC) or other means.
When the door or hatch is hinged, means shall be
provided to open it against all aerodynamic and
inertia loads which may occur and to lock it in an
open position in a manner which does not reduce
the size of the exit. There shall be adequate
standing space about each parachute exit in the
floor.
4.23.21 Aeroplanes on which the cockpit covering
provides the only means of escape in an emergency
shall be provided with a hood or hatch jettisonable
or frangible by one movement from the closed, fully
open, and all intermediate positions. On aeroplanes
with ejection seats, the hood or hatch shall be so
designed to impose the minimum time delay on the
escape sequence for the purpose of clearing the seat
trajectory.
JETTISONING IN FLIGHT
4.23.22 Parachute exit doors, hatches and cockpit
hoods when jettisoned or fragmented in flight under
the conditions of 4.23.1 (a) to provide means of
escape for the crew shall not cause:
(a) irrecoverable loss of control,
(b) inability to fly the aeroplane,
(c) injury to any occupant, or
(d) inability to operate any service essential to the
safe flying of the aeroplane.
4.23.23 Escape by means of an ejection seat shall
require no separate effort from the aircrew to
dispose of the canopies or hatches. However,
separate controls for the disposal of the canopies or
hatches shall be provided for circumstances which
do not involve an ejection, including outside rescue.
The control for outside rescue should be accessible
for safe operation (this may involve more then one
outside rescue handle being provided),
ABANDON AIRCRAFT COMMAND SIGNAL
4.23.24 See 4.15.39-40.
FRAGMENTATION BY MINIATURE DETONATING CORD
4.23.25 In addition to the separate firing control (a) Where MDC is used as the means of The life of the MDC should be the same as or
called for in 4.23.8 (a) the MDC shall be fired when
the ejection seat is initiated either directly by the
initiating charge or by movement of the seat itself
against a separate firing unit.
fragmenting or cutting a hood it shall be arranged
over the surface of the transparency to produce
effective escape path clearance for the minimum
length of cord and the minimum explosive charge.
(b) MDC systems should be tested in accordance
with the provision of 4.23.37 - 4.23.38 and Leaflet
82. In addition, special attention shall be given to
hazards from debris.
longer than that of the hood, or a means shall be
provided to replace the MDC on life expiry.
EMERGENCY ALIGHTING
4.23.26 The design of the aeroplane shall be such as
to afford the occupant as much protection as is
reasonably practical in the event of an emergency
alighting or precautionary alighting on land or on
water.
See 4.22
4.23.27 All passengers' seats should face aft. There
shall be no intrusions or obstructions to the crew
members' movements during deceleration, when
correctly strapped into the seat.
JETTISONABLE OR FRANGIBLE HOODS OR HATCHES
4.23.28 No action shall be required of the
appropriate crew member other than that necessary
to operate the jettison control or fragmenting
device.
EMERGENCY STOP
4.23.29 An emergency device shall be provided to
assist in stopping quickly the run of the aeroplane
on the ground when it is obvious to the pilot that he
is going to overshoot the airfield or swing into
buildings or parked aircraft regardless of the
This requirement has conventionally been met by
an manual over-ride to the Weight on Wheels
switch to allow the undercarriage to be raised.
damage likely to be suffered by the aeroplane or its
occupants.
EMERGENCY AND SURVIVAL EQUIPMENT STOWAGE
4.23.30 Equipment shall be located close to the
crew chief if applicable, stowed in easy view of
crew and passengers, and easily accessible in an
emergency.
It shall not be put where cargo shifting or fuselage
distortion will impair access to it.
4.23.31 Retention devices used to restrain
equipment shall be capable of quick release, without
the use of tools, by one person, using one hand.
If stowed in an enclosure, not more than 5 seconds
shall be needed for opening and removal. Aircraft
attitude shall not effect this operation.
ESCAPE PATH CLEARANCE
DESIGN REQUIREMENTS
4.23.32 The following human factors criteria
shall be applied during the design and evaluation of
escape path clearance mechanisms:
(a) The escape path shall permit the safe egress of
the most critical combination of aircrew and
equipment specified for use with that escape system.
(b) The escape path clearance mechanisms should
minimize the risk to aircrew and their equipment.
(c) The various potential environmental hazards to
which the aircrew might be exposed on the escape
path or due to the clearance mechanisms, shall be
controlled to be compatible with established human
exposure limits. Depending upon the method used,
these potential hazards may include overpressure,
acoustic noise, flame, fragmentation and others.
See ASCC Air Standard 61/5.
Escape Path and Escape Path Clearance are
defined in Part 0.
(d) Failure of the escape path clearance system
shall not prevent escape nor expose the crew to
undue risk of unacceptable injury.
(e) The method of escape path clearance should
produce minimal interference with the crew tasks.
TESTING
4.23.33 The escape path clearance sub-systems in
an aeroplane shall be proved capable of functioning
adequately throughout the flight profile and range of
environmental conditions applicable to that
aeroplane
4.23.34 The escape path clearance mechanisms
constitute one sub-system of the aeroplane escape
system. Testing of the clearance mechanisms shall
be completed in conjunction with functional testing
of the total escape system.
Test results shall cover the following points:
(a) reliability of system,
(b) effects of partial failure,
(c) effects of aeroplane speed on system
performance,
(d) effects of aeroplane attitude and altitude on
system performance,
(e) effects of aeroplane pressurization on system
performance,
(f) effects of acceleration on system performance,
(g) range of environmental variables acceptable
for system performance,
(h) data on hazardous environments to which
crew members might be exposed.
STRENGTH REQUIREMENTS
EJECTION SEAT INSTALLATIONS
4.23.35 When ejection seats are chosen as the
method of compliance with 4.23.16, the seats and
all parts of their installation, and adjacent parts of
the aeroplane structure which might by failing:
(a) prevent the proper completion of the ejection,
or in the case of multi-seat aeroplanes,
(b) prejudice the escape of the crew members, or
(c) adversely affect the flying characteristics of the
aeroplane,
shall have a proof factor not less than 1.0 on the
combination of the most critical flight loads of
4.23.1 and the ejection gun thrust.
(a) A number of positions of the seat or seats
during ejection shall be considered. Compliance
with the proof condition is necessary to the extent
that distortion shall not be sufficient to prevent the
first or subsequent ejections.
(b) The value of the unfactored ejection gun thrust
shall be assumed to be equal to the force produced
by an average set of cartridges at the appropriate
maximum temperature specified in 7.1, with an
ejected weight equal to the weight of a large man
(93kg) plus equipment and seat. The appropriate
value of the thrust will be supplied by the seat
designer.
For additional strength, stiffness, and energy
absorption requirements, see 4.22
COMMAND EJECTION
4.23.36 The aim of a command ejection system shall be to
enhance survival of all crew members by
minimizing the time required for safe escape,
reducing the risk of collision or entanglement and
ensuring escape when one or more crew members
Command ejection occurs when one crew
member is ejected from an aircraft as a result of
an action of another crew member.
are incapacitated.
DESIGN REQUIREMENTS
4.23.37 Command ejection shall provide positive
escape path clearance (see 4.23.32 - 4.23.34).
4.23.38 The system shall be capable of initiation by
all crew members.
As determined by the Aeroplane Project Director it
shall be possible for crew member(s) to 'opt out' of
the system by positive individual action, permitting
the remaining crew to escape individually.
Note: 'Opt out' means that a crew member can
decide whether or not to be command ejected by
another crew member.
TESTING
4.23.39 Full sequence tests shall be performed to
demonstrate the safety of the system and that the
requirements of 4.23.37 and 4.23.38 are met.
TESTS
JETTISONABLE OR FRANGIBLE HOODS, HATCHES AND DOORS
4.23.40 Prototype installations or new designs of
jettisonable or frangible hoods, hatches and doors
and their associated locking and jettisoning
mechanisms or fragmenting devices shall be
subjected to a comprehensive series of functional,
wind tunnel and blower tunnel tests on the general
lines given in Leaflet 79 to ensure that:
(a) the strength of the component and its adjacent
structure and the design of the locking mechanism
are adequate to prevent inadvertent release under
the most adverse combination of the conditions of
4.23.9, and
(b) the component can be jettisoned or fragmented
The tests should be completed before the first
flight.
with certainty and safety when the release
mechanism or fragmenting device is operated.
4.23.41 During the development flight programme,
close and critical inspection of the hood and hatch
locking mechanisms shall be made after every flight
to establish that the locking mechanism is
satisfactory (see also Leaflet 81, Para. 9).
4.23.42 If the tests of 4.23.40 show that the hood,
hatch or door will fly clear of the aeroplane after
release, flight tests should be made.
If the tests indicate a possibility that the
component will foul any part of the aeroplane,
flight tests should not be made until the matter has
been discussed with the Aeroplane Project
Director.
4.23.43 For aeroplanes fitted with ejection seats,
demonstration of satisfactory canopy disposal shall
be part of the test programme for the complete
escape system (see Leaflet 82).
ESCAPE FROM AEROPLANE ON THE GROUND
4.23.44 For transport aeroplanes having seating
capacity of more than 44 passengers, it shall be
demonstrated in accordance with JAR 25-803 that a
full complement of crew and passengers can be
evacuated from the aeroplane to the ground within
90 seconds.
For other types of aeroplane it shall be
demonstrated that escape of the maximum number
of occupants is achievable within a time to be
ESCAPE IN FLIGHT - UNASSISTED
4.23.45 For single and dual seat aeroplanes, safe
egress under flight conditions shall be demonstrated
on the ground using a blower tunnel.
(a) For other types of aeroplane, demonstration of
satisfactory escape using live or dummy subjects at
a blower tunnel and parachute equipped dummies
in flight shall be undertaken, if required by the
Aeroplane Project Director (having taken into
account the intended role of the aeroplane).
(b) The programme of tests shall be agreed by the
EJECTION SEAT INSTALLATIONS - PULL-UP TESTS
4.23.46 Tests shall be made to demonstrate that the
ejection path required by 4.23.18 has been provided.
(a) The tests shall consist of hauling the ejection
seat up the ejection rails (with canopy ejection
rams in representative position) and measuring the
clearances. The seat shall be loaded with a man or
dummy, having 98 percentile mass and dimensions,
wearing the clothing and personal equipment
specified in the Aircraft Equipment Assembly for
the aeroplane so that the back and seat are
properly compressed.
(b) The tests shall be made at the Mock-up stage
and shall be repeated on an actual aeroplane before
test flying starts. Repeat tests shall be carried out
whenever changes are made to the Aircrew
Equipment Assembly, the aeroplane or its
equipment which are likely to alter the clearance.
EJECTION SEAT INSTALLATIONS EJECTION TESTS
4.23.47 It shall be demonstrated that a safe ejection
can be made without injury to the occupants or
damage to any personal equipment necessary for
survival.
(a) Unless otherwise agreed by the Aeroplane
Project Director, the test for in-flight ejection shall
include at least one ejection through the hood,
even if this is not the normal method of escape,
except where technical evidence shows that safe
penetration of the hood is impossible.
(b) The tests shall cover the full range of aircrew,
with respect to height and weight, as defined in
Leaflet 63, together with the full Aircraft
Equipment Assembly appropriate to the aeroplane.
(c)A test schedule, based on the principles stated in
Leaflet 82 shall be discussed and agreed with the
Aeroplane Project Director during the initial design
and planning of the aeroplane.
EJECTION SEAT INSTALLATION PROOF STRENGTH TESTS
4.23.48 A static test shall be made with the object
of demonstrating compliance with the requirement
of 4.23.35 as applied to the seat attachments and
adjacent parts of the aeroplane structure. The tests
shall be carried out on a specimen which adequately
represents the stiffness of the complete airframe,
and all parts which might be distorted or damaged
shall be included.
The test cases and loads shall be discussed and
agreed with the Aeroplane Project Director at an
early stage in the design. Any tests considered
necessary shall represent, as accurately as
practicable, the critical proof loading conditions,
including the ejection gun thrust, air blast and
inertia loads, derived from the requirements of
4.23.35.
COMMAND FIRING TESTS
4.23.49 Command firing tests shall include
confirmation of the sequential timing of events with
design tolerances and the operation of all
actuation/signal lines including redundant lines.
4.24 VENTILATION AND HEATING
4.24.1 The requirements of this clause apply to any Conditioning System (CS) installed to condition occupied compartments and specified aeroplane
components. A conditioned environment may be achieved by use of Air Cycle Refrigeration, Vapour Cycle Refrigeration (see Note), Ram Air, Compartment
Air, Thermo Electric Refrigeration, Combustion Heater, Engine Exhaust, Engine Bleed Air, Electric or other means approved by the Aeroplane Project
Director. This information was previously published as Chapters 737 and 1007 of DEF STAN 00-970 Issue 1 and is similar in content to JAR 25.831
Note: Chlorofluorocarbons (CFCs) shall only be used with the approval of the Aeroplane Project Director when there are no other suitable compounds or
methods available. See The Montreal Protocol on substances that deplete the ozone layer.
REQUIREMENTS
4.24.2 The conditioning system shall be designed to
preserve the comfort and performance of the crew
and passengers from adverse effects of thermal
stress, and to ensure efficient functioning of all
equipment under various climatic and flight induced
conditions likely to be encountered by the
aeroplane. The aeroplane manufacturer shall make
provision for the complete range of aircrew clothing
and equipment prescribed for use in the aeroplane
and for the complete range of aeroplane activities.
Consideration shall be given to the effects of, and
possible presence of, over temperature, whether
due to leakage or system malfunction. Where fluid
systems are used, consideration shall also be given
to fluid corrosive properties, freezing and boiling,
expansion and contraction, heat transfer
properties, consequences of leakage including loss
of fluid, system capacity and control in respect of
the environmental control media
(a) Sufficient cooling capacity should be
provided for cockpits/flight decks and
compartments and for compartments housing
heat sensitive equipment. The source of cooling
may be air cycle, vapour cycle, thermoelectric or
any other method approved by the Aeroplane
Project Director.
(b) When external ground cooling is required by
the Aeroplane Specification, the hose coupling
should be located for easy access by ground
personnel.
(c) Sun shields may be provided for overhead
cabin transparencies. These should be readily
removable, should be of transparent infra-red
reflecting type and should reduce the
transmission of incident infra-red radiant energy
by at least 60 per cent.
(d) Where sufficient airflow is not available
during ground and low speed flight operations, a
fan or bleed air ejector, which is automatically
shut off when not required, should be used for
inducing air flow through the coolant circuit.
(e) Automatic temperature control is required
for all cooling circuits. Each circuit should
provide an over temperature indication to the
aircrew. The cooling capacity required should be
determined with respect to:-
(i) Heat input to the compartment. Possible
sources are, solar heat, high aeroplane skin
temperature, operating equipments, leakage
from adjacent compartments and crew
members body heat.
(ii) The nature and pattern of cooling air
distribution.
(iii) Crew clothing and the crew work rate
entailed.
737/2.
4.24.3 Indication of system malfunction and/or
over temperature shall be provided.
VENTILATION
4.24.4 The ventilation airflow of the occupied
compartments and equipment compartments during
normal system operation shall not introduce
contaminants but shall be adequate to remove any
contaminants that may be present. 100 per cent of
the airflow to the cockpit shall be fresh air. A
minimum of 50 per cent of the airflow to other
occupied compartments shall be fresh air.
Note: Fresh air in this context means air drawn
in from outside the aeroplane i.e. not
recirculated.
4.24.5 In class I, II and III aeroplanes, the
ventilation system shall provide airflow for aircrew
and passengers which shall be not less than:-
a) 0.25 Kg/min. per person in normal
operation.
b) 0.20 Kg/min. per person in the event of the
loss of one source of supply.
The distribution of air to compartments shall ensure
that there are no areas where the air movement
velocities are less than 3m/min.
In class IV aeroplanes, 2-3 air changes per minute
shall be considered the minimum requirement.
4.24.6 Cabin air distribution shall maintain crew
comfort and minimize occupant heat stress. Cabin
airflow shall be directed in such a manner that the
crew's exhalation is prevented from coming in
In class I, II and III aeroplanes, the velocity of air
at head level in crew stations shall be maintained
below 0.5 m/sec. In class IV aeroplanes, the
velocity of air at head level shall be maintained
contact with transparencies. If an air blast type
defogging and defrosting system is used, controls
shall be installed to permit incoming air for the
cockpit to be directed to the windshield front panel
and side panels. The air velocity shall not be such
as to cause discomfort and the airflow shall not be
directed into occupants' eyes.
below 1 m/sec. These velocities shall be measured
at the exposed skin, (on the face, when no
protective clothing is worn), of each flight crew
member when seated. Where protective clothing is
worn, these velocities may be considerably
exceeded.
4.24.7 The ventilating system controls shall be
convenient to the pilot or flight crew.
4.24.8 Where individual air ventilators are provided,
they shall be manually operated by controls
convenient to the occupant. Each outlet shall have
control of volume and flow direction of air delivered
and shall be water tight in the closed position.
4.24.9 Air intakes essential to the operation of the
air supply systems shall be suitably protected against
blockage from ice, dirt, etc., and shall be located so
as not to introduce contamination into the
ventilating system.
4.24.10 Compartments susceptible to contamination
from smoke, gun gas and fuel vapours etc., shall be
sealed from adjacent compartments.
4.24.11 If an exhaust heat exchanger is used for
heating ventilating air, means shall be provided to
preclude the harmful contamination of the
ventilating air, e.g., provision of a secondary heat
exchanger.
4.24.12 Galley and toilet areas shall be separately
vented with fresh air.
4.24.13 The oxygen/breathing gas supplied to the
occupants breathing atmosphere shall be in
accordance with Clause 6.13.
TEMPERATURE
4.24.14 The aeroplane manufacturer shall aim to
maintain a mean skin temperature of 33C for each
crew member. The cabin or compartment
temperatures will be less than the mean skin
temperature (33C) as shown in Fig 19.
Achievement of this mean temperature shall take
into account all relevant factors such as the
temperature of the aeroplane skin, the cockpit or
cabin wall insulation, the quantity and temperature
of cooling air supplied, the amount of solar
radiation, the type of crew clothing and the crew
members' rate of work.
4.24.15 In class IV aeroplanes the pilot envelope
temperatures of the crew shall be maintained within
the limits of the curves 3 and 2 of Fig 19.
For ambient environments which exceed the
performance limits, of the cooling system but are
within the operations limits, pilot envelope
temperatures shall be maintained within the
thermal tolerances specified by the Aeroplane
Project Director.
(a) The pilot envelope temperature is defined as
the arithmetical average of temperature
measurements taken about the envelope occupied
by the crew member and shall include
measurements taken at the ankle, knees, hips,
chest, shoulders and head.
(b) The Wet Bulb Globe Temperature (WBGT)
in the vicinity of the crew member's head and
shoulder shall not exceed 32C during flight
operations and 35C during ground operations.
WBGT = 0.7T
wb
+ 0.2T
bg
+ 0.1T
db
Where T
wb
= wet bulb temperature
T
bg
= black globe temperature from a 5cm
sphere, and
T
db
= dry bulb temperature
4.24.16 In class II and III aeroplanes the average
temperature of occupied compartments shall be
maintained within the limits of curves 1 and 2 of Fig
1. The WBGT in the vicinity of the head and
shoulder levels of crew stations shall not be greater
than 32C.
For ambient environments which exceed the
performance limits of the cooling system but are
within the operations limits, the pilot envelope
temperatures of crew stations shall be maintained
within the thermal tolerances specified by the
4.24.17 In class II and III aeroplanes, the
temperature in occupied compartments shall be so
controlled that during steady state conditions and
with a single failure, the air temperature entering
that compartment shall not be greater than 93C.
In class IV aeroplanes, the maximum inlet
temperature will be given in the specification or by
4.24.18 The design and construction of the heating
system shall be such that the temperature of the air
delivered from the heat exchanger or combustion
heater under any conditions of flight shall not
exceed 175C measured at a point in the ventilating
air duct 500 mm downstream of the heat exchanger
or combustion heater.
4.24.19 No surface which can be touched by the
flight crew or occupants shall exceed a temperature
of +60C or fall below -15C when the conditioning
system has reached its stabilized operating
condition.
4.24.20 Temperature achieved under normal and
failure conditions shall not cause material used in
the construction of the aeroplane to deteriorate or
to change its physical properties such that its
operation is impaired.
POWER SUPPLIES
4.24.21 Means shall be provided to limit the
maximum power off-take demand from the power
source(s).
When necessary power for propulsion shall be
given priority.
CONTROLS
4.24.22 MEANS SHALL BE PROVIDED TO
ENABLE THE PILOT/FLIGHT CREW TO
CONTROL THE TEMPERATURE AND
PRESSURE WITHIN THE OCCUPIED
COMPARTMENTS. THESE CONTROLS SHALL
BE READILY ACCESSIBLE TO CREW
MEMBERS.
(a) Where applicable the pilot/flight crew shall
have separate control of the cockpit/flight crew
compartment.
(b) Where separate control is provided for other
compartments, this shall be independent of the
facility for the flight crew to control conditions in
the flight crew compartment.
(c) The design and location of the controls and
indicators shall be subject to aeroplane mock-up,
inspection, and approval by the Aeroplane Project
Director.
4.24.23 AUTOMATIC TEMPERATURE
CONTROL SYSTEMS SHALL HAVE EITHER A
DUPLICATED OR A BACK-UP CONTROL
SYSTEM.
4.24.24 THE CONTROLS FOR STARTING THE
COMBUSTION HEATER SYSTEM IN
OPERATION SHALL BE SIMPLE AND THE
SHUT OFF CONTROL ON THE HEATING
SYSTEM SHALL CONSIST OF A SINGLE
CONTROL FOR SHUTTING OFF ALL THE
SYSTEM.
4.24.25 A BLEED AIR HEATING SYSTEM
SHALL HAVE A SINGLE CONTROL TO
COMPLETELY SHUT OFF THE FLOW OF
BLEED AIR TO THE HEATING SYSTEM. AN
INDICATION OF OVER TEMPERATURE
CONDITIONS SHALL BE PROVIDED.
4.24.26 ELECTRICAL HEATING DEVICES
SHALL HAVE AUTOMATIC OVERHEAT CUT
OUT IN ADDITION TO TEMPERATURE
CONTROL.
INDICATION
4.24.27 INDICATION SHALL BE PROVIDED
TO ALERT THE CREW TO UNSAFE SYSTEM
OPERATING CONDITIONS, AND TO ENABLE
THEM TO TAKE APPROPRIATE
CORRECTIVE ACTION. SYSTEMS,
CONTROLS AND ASSOCIATED MONITORING
AND WARNING MEANS SHALL BE
DESIGNED TO MINIMISE CREW ERRORS
WHICH COULD CREATE ADDITIONAL
HAZARDS.
Warning and monitoring devices shall be in
accordance with 4.15.33-45 and/or the Aeroplane
Specification.
HUMIDITY
4.24.28 HUMIDITY OF COCKPIT/FLIGHT
DECK OR CABIN SHALL BE IN
ACCORDANCE WITH 7.1.14. FOR
INSTRUMENTS/DISPLAYS AND AVIONIC
EQUIPMENT THE HUMIDITY LIMITS SHALL
BE IN ACCORDANCE WITH 6.2.48.
4.24.29 THE SYSTEM SHALL BE DESIGNED
TO PREVENT DISCHARGING AIR WITH
ENTRAINED MOISTURE ONTO
All air delivered to the compartments or equipment
by any means, including ram air, shall meet these
requirements, except where ram air is used as an
WINDSHIELDS OR INTO PRESSURE SUITS,
OCCUPIED COMPARTMENTS, ELECTRONIC
EQUIPMENT COMPARTMENTS OR FORCED
COOLED ELECTRIC EQUIPMENT.
emergency backup.
NOISE CONTROL
4.24.30 ACOUSTICAL NOISE OF THE AIR
CONDITIONING SYSTEM WHEN COMBINED
WITH ACOUSTICAL NOISE FROM ALL
OTHER SOURCES SHALL NOT BE GREATER
THAN THE MAXIMUM ACCEPTABLE
LEVELS OF 4.15.76-81.
GROUND OPERATION
4.24.31 CONDITIONING SHALL BE
PROVIDED TO MEET THE AEROPLANE
REQUIREMENTS WHEN THE MAIN ENGINES
ARE NOT RUNNING.
For example, by A.P.U. or ground servicing
equipment.
When external sources are required, the
conditioning system shall be compatible with
existing GSE cooling units.
EQUIPMENT CONDITIONING
4.24.32 AN ENVIRONMENT SUITABLE FOR
THE LIMITATIONS OF INSTALLED
EQUIPMENT SHALL BE IN ACCORDANCE
WITH 6.2.48, 6.6.92, 9.1.10, 9.2.10 AND 9.2.20-
22.
4.24.33 EQUIPMENT TEMPERATURE LIMITS
SHALL BE OBSERVED. WHERE THERE IS A
DANGER OF ATMOSPHERIC
CONDENSATION FREEZING AND SO
IMPAIRING EQUIPMENT OPERATION,
ADEQUATE DRAINAGE, VENTILATION OR
HEATING SHALL BE PROVIDED.
4.24.34 WHERE CLOSED LOOP OR RE-
CIRCULATING FLUID SYSTEMS FOR
COOLING OF AVIONIC EQUIPMENT,
OPTICAL UNITS, POWER SUPPLIES,
WEAPONS, ETC., IS FITTED, THIS SHALL BE
IN ACCORDANCE WITH INDIVIDUAL
EQUIPMENT SPECIFICATION. IF A
FLAMMABLE FLUID IS USED, FIRE
PROTECTION SHALL BE PROVIDED IN
INSTALLATION
GENERAL
4.24.35 INSTALLATION OF THE AEROPLANE
CONDITIONING SYSTEM SHALL BE
DESIGNED TO OPERATE IN ACCORDANCE
WITH THE AEROPLANE SPECIFICATION,
AND TO WITHSTAND CONDITIONS
OCCURRING IN SERVICE.
(a) Due consideration shall be given in design of
an installation to the effects of thermal expansion
and contraction.
(b) All materials and working fluids used in the
construction and operation of a heating or cooling
system shall be suitable for the working
temperatures involved.
HEAT EXCHANGERS
4.24.36 Heat exchangers shall be constructed of
corrosion-resistant materials suitable for
temperatures and pressures encountered.
4.24.37 Heat exchangers which dissipate heat from
the bleed air or compressed ram air into fuel or
coolants other than water, shall be so designed that
a single structural failure will not result in leakage of
fuel or coolant fluid into the air supply.
4.24.38 When fitted, each exhaust heat exchanger
shall be constructed and installed to withstand each
vibration, inertia and other loads to which it would
be subjected in operation and shall be suitable for
continued operation at high temperatures. It shall
be resistant to corrosion from exhaust gases.
4.24.39 No heat exchanger shall be installed in such
a way as to permit an accumulation of flammable
liquids or vapours either in service or as a result of a
malfunction or leak.
SHUT OFF VALVE
4.24.40 A shut-off valve shall be installed which will
permit the crew to shut-off the conditioned air
supplied by each sub-system for general cabin
conditioning. For any degree of emergency the
valve shall be closed in less than two seconds.
Provision shall be incorporated to close the shut-
off valve in the event of an overheat condition or
control system failure. The temperature setting
and response time shall be selected to protect the
components from damage or service life
degradation but to preclude shutdowns during
transients occurring in normal operation. The
designer shall determine the best location for
sensing the overheat condition.
FLOW RATE ADJUSTMENT
4.24.41 THE FLOW CONTROL SYSTEM
SHALL ALLOW FOR INCREASING OR
DECREASING THE AIRFLOW SCHEDULE
WITHIN THE LIMITS STATED IN THE
AEROPLANE SPECIFICATION.
MAXIMUM AND MINIMUM FLOW
4.24.42 The flow control system shall ensure that
sub-system flow will not exceed the value specified
in the Aeroplane Specification and the minimum
flow rate will always be met or exceeded for all
ground and flight conditions.
AIRFLOW CONTROL SYSTEM ENVIRONMENTAL CONDITIONS
4.24.43 The effects of humidity, freezing of
condensate in line, high and low energy starting,
local heating and vibration, and pressure and
thermal shock shall be carefully considered in
component design and shall not deleteriously affect
their operation or service life. Control devices
including orifices shall be designed to prevent
malfunctions due to freezing of moisture, corrosion,
or contamination within the devices.
MOISTURE CONTROL
4.24.44 THE SUB-SYSTEM SHALL BE
CONSTRUCTED SO THAT ALL LINES AND
DUCTING ARE LOCATED OR FITTED WITH
PROPER INSULATION, DRAINING AND
VENTING TO PRECLUDE MOISTURE
ACCUMULATION.
WATER SEPARATOR
4.24.45 WATER SEPARATORS, WHEN
INSTALLED FOR MOISTURE CONTROL,
SHALL HAVE ADEQUATE DRAINAGE OR A
BY-PASS VALVE SHALL BE PROVIDED
WHERE AN AUTOMATIC MEANS OF
PREVENTING ICING OF THE SEPARATOR IS
USED.
THERMAL INSULATION
4.24.46 INSULATING MATERIAL SHALL NOT
BE HYGROSCOPIC.
Consideration shall be given to the use of thermal
insulation in conjunction with heating equipment
For fire precautions see 4.26.
and ducting in order to prevent excessive heat loss
FIRE PRECAUTIONS
4.24.47 FIRE PRECAUTIONS SHALL BE IN
NUCLEAR, BIOLOGICAL AND CHEMICAL (NBC) REQUIREMENTS
4.24.48 WHERE REQUIRED, SATISFACTORY
AIR FILTRATION OF RADIOACTIVE
PARTICLES AND CHEMICAL AND
BIOLOGICAL WARFARE AGENTS SHALL BE
PROVIDED IN ACCORDANCE WITH THE
AEROPLANE SPECIFICATION
REQUIREMENTS
See 9.11.
FAILURE EFFECT AND MODE ANALYSIS
4.24.49 A failure effect and mode analysis shall be
prepared for the conditioning system and associated
components.
TESTS
4.24.50 APPLICABILITY
The tests described in this Clause are applicable to
all new conditioning systems in aeroplanes and all
systems where modifications have been made likely
to affect the results of tests unless stated
otherwise. The need for further testing must also
be considered where modifications are made to
other systems (or parts) of the aeroplane which can
have an effect on the performance of the
conditioning system. Typically these are changes
to avionic and electrical equipment involving
previously issued as Chapter 1007. The object of
the tests of this Clause is to demonstrate that the
conditioning systems fitted to the aeroplane are
suitable for Service use and provide for
satisfactory:
(a) Cabin conditioning
(b) Equipment bay conditioning and equipment
cooling
(c) Cabin pressurisation
(d) Canopy seal inflation
additional heat dissipation and equipment or
structural changes that affect cabin sealing.
(e) Air ventilated suit supply (AVS)
(f) Anti G garment inflation
(g) Transparency demisting
(h) Windshield rain removal
(j) Other specified functions - as applicable.
RELEVANT DESIGN REQUIREMENTS
Clause 7.1 and 3.6.
INSTRUMENTATION
4.24.51 The standard of instrumentation shall be
such that a continuous recording is obtained of
flight conditions (e.g., IAS, altitude, aeroplane
attitude) and the 'conditioned' variables - cabin and
equipment bay temperature, cabin pressure etc.
GENERAL TEST CONDITIONS AND REQUIREMENTS
4.24.52 The conditioning system under test shall be
fully representative of the production standard
aeroplane. Ground and flight conditions shall be
representative of the Service role of the aeroplane
and the range of climatic conditions for which the
clearance is required.
It is important that all operational combinations of
other systems/equipment of the production
aeroplane which have a bearing on the
effectiveness of the conditioning system are
representative over the range of testing. Where
such equipments are not available, other hardware
having an equivalent loading effect must be
substituted.
GROUND TESTS
4.24.53 Tests shall be conducted on the system to
establish that temperature, pressure, flow and
distribution throughout the system network - in all
modes of operation (Normal and Emergency for
example) - are as required by the Aeroplane
It shall be demonstrated that:
(a) Controlled variables such as temperature of air
supplied to condition cabin, equipment and AVS
can be set and are automatically maintained in
Specification and as previously demonstrated on the
system rig (where applicable).
accordance with specified demand schedules.
(b) Cabin, equipment and AVS can be maintained
within the temperature range stated in the
Aeroplane Specification during ground operations
such as
(i) Turnround servicing
(ii) Standby
(iii) Taxy and hold
(c) The system operates satisfactorily after the
aeroplane has been subject to:
(d) A hot soak at the upper end of the ambient
operating range of the aeroplane with clear skies
and,
(e) A cold soak at the lower end of the ambient
operating range.
(f) and that the cabins and equipment can be
maintained within required temperature.
(g) When the worst design ambient conditions of
temperature and humidity are experienced, the
system operates within the limits stated in the
Aeroplane Specification. Moisture contamination
shall be reduced as low as possible and any
contamination which does occur shall not affect
the performance, life or reliability of either the
conditioning equipment or the equipment being
conditioned.
(h) The system shall not be damaged by the
acquisition of temperatures within the range -40C
to +90C (or as specified) and that the systems are
capable of immediate operation when acquired
temperatures come within the range -30C to
+70C (or as specified) regardless of the effects of
thermal inertia.
(j) Cabin pressure is acceptable when the
maximum airflow is entering the cabin via the
conditioning system.
(k) The cabin leak rate is not greater than that
required for the aeroplane to meet the
requirements of the Aeroplane Specification when
the cabin is pressurised to the normal design
differential pressure.
(m) The emergency outward pressure relief valve
operates and maintains the cabin pressure within
the limits stated in the aeroplane structural design
specification when the normal design differential
pressure is exceeded.
(n) The inward valve can be used to relieve
reverse differential pressure in accordance with the
requirements of the aeroplane structural design
specification in level flight and during maximum
rate descent.
(p) The canopy seal inflation system functions
within the limits stated in the Aeroplane
Specification.
(q) The anti-G inflation system functions within
the limits stated in the Aeroplane Specification.
FLIGHT TESTS
4.24.54 Tests shall be conducted to establish that
Temperature, pressure, flow and distribution
throughout the system is as required by the
Aeroplane Specification in relation to aeroplane
altitude, aeroplane speed engine power settings,
system control settings, flight profile and
environmental conditions.
The stabilised temperature level and distribution
within the cockpits (cabin) and equipment bays can
be controlled in accordance with the requirements
of the Aeroplane Specification, throughout the
flight envelope and climatic range.
(a) Maximum environmental temperature
conditions.
(b) Minimum environmental temperature
conditions.
(c) The performance of the conditioning system
after a single engine failure is in accordance with
the requirements of the Aeroplane Specification.
(Not applicable to single engine aeroplanes).
(d) The performance of the emergency ventilation
and demist system is satisfactory when
conditioning is available (either through system
failure or loss of all engine power).
(e) The functioning and stability of the
pressurisation system throughout the aeroplane
flight envelope is satisfactory and cabin altitude is
controlled in accordance with the specification
schedule.
(f) The cabin leak rate after a simulated
pressurisation failure at maximum altitude is such
that the aeroplane can descend to a safe altitude
before the cabin altitude exceeds that figure. For
definition of safe altitude refer to 3.6.33.
(g) The inward venting system prevents the
cockpit from exceeding the maximum design
negative pressure differential during a maximum
rate descent.
(h) Demisting is such that a safe approach and
landing can be made, when the aeroplane makes a
maximum rate descent after a prolonged cold soak
at altitude into a hot humid environment.
(j) Hot air rain dispersal (if fitted) produces a
sufficiently clear area of the windscreen for safe
operation of the aeroplane at low flight speeds and
during take-off and landing.
(k) The air supply to the AVS produces an AVS
performance within the requirements of the AVS
specification under all conditions of flight.
(m) The relative humidity of the air in the cabins
and equipment bays is within the limits defined in
the Aeroplane Specification under all conditions of
flight.
4.25 PRESSURISED AIR DUCTS
4.25.1 The requirements of this clause shall apply to all pressurised air ducts and pipes which are classified as Grade A parts in accordance with the
requirements of Chapter 400. The requirements for static and fatigue strength are intended to address only those issues which are specific to the strength of
pressurised air ducts and pipes and shall be interpreted in the context of the more general requirements of Chapters 200 and 201. This information was
previously published as Chapter 740 of DEF STAN 00-970 Issue 1. It is not directly comparable to any JAR requirements but is included in Section 4 in light
of its relationship with Clause 4.24.
STATIC STRENGTH
DESIGN CONDITIONS
4.25.2 THE LIMIT PRESSURE SHALL BE THE
MAXIMUM INTERNAL PRESSURE THAT IS
LIKELY TO ARISE DURING ONE LIFETIME
OF USAGE.
(a) When assessing this maximum pressure,
account shall be taken of the effectiveness of any
control valves and/or relief valves, and the
maximum pressure permitted by the setting
tolerance of any such valves.
(b) Account must be taken of strains superimposed
on the walls of the duct or pipe due to such effects
as changes in temperature, the constraints of joints
and attachments to the aircraft structure and inertia
loadings. For the purposes of static design these
superimposed strains may be combined and
expressed as an equivalent factor on pressure, fp
s
,
which is applied to the Limit pressure. When this
approach is followed the Proof and Ultimate
factors must be applied to this increased pressure
(Limit x fp
s
).
4.25.3 THE PROOF PRESSURE SHALL BE AT
LEAST 1.125 TIMES THE LIMIT PRESSURE
(OR, WHERE APPROPRIATE, LIMIT X FP
S
)
UNLESS IT IS SHOWN THAT UNDER NO
CIRCUMSTANCES CAN THE LIMIT
PRESSURE (OR LIMIT X FP
S
) BE EXCEEDED.
In these latter circumstances a Proof factor of 1.0
is acceptable.
4.25.4 THE ULTIMATE PRESSURE SHALL BE
AT LEAST 1.33 TIMES THE PROOF
PRESSURE.
TEST CONDITIONS
4.25.5 A PRESSURE TEST TO DEMONSTRATE
THE ULTIMATE STATIC STRENGTH SHALL
BE DONE AT 1.33 TIMES THE PROOF
PRESSURE ON A COMPLETE SYSTEM OR ON
SECTIONS WHICH TOGETHER REPRESENT
THE COMPLETE SYSTEM.
The effects of the superimposed strains must be
represented. This can normally be done by
increasing the test pressure by the factor fp
s
.
FATIGUE STRENGTH
DESIGN CONDITIONS
4.25.6 The fatigue pressure spectrum shall be made
up of those cycles of pressure that are most likely to
occur during one lifetime of usage.
(a) When assessing these typical pressures,
account shall be taken of temperature effects, any
surge/shock pressures and the effectiveness of any
control valves and/or relief valves.
(b) Account must be taken of normal levels of
superimposed strain due to influences such as
those identified in 4.25.2 (b). For design purposes
these strains may be combined and expressed as an
equivalent factor on pressure, fp
f
, that is applied
to the pressure spectrum.
TEST CONDITIONS
4.25.7 A cyclic pressure test shall be done on a
complete system or on sections which together
represent the complete system.
The effects of the superimposed strains (4.25.6
(b)) must be represented. This can normally be
done by increasing the test pressure by the factor
fp
f
.
PRODUCTION TESTS
4.25.8 A proving test shall be done on each
production air duct or pipe or on each complete
system.
The test shall be done to the Limit pressure
increased as necessary by any factor that may be
necessary to represent the thermal or inertia
components of the superimposed strains.
DISCHARGE OR LEAKAGE
4.25.9 Pressurised air ducts or pipes may contain
air at high temperature and high pressure.
Adequate precautions shall, therefore, be taken to
ensure that the discharge of air from relief valves or
leakage from components cannot cause the failure
of other structure, equipment, or services.
Pressurised air ducts and pipes shall, where
practical, be routed away from vulnerable
components such as electrical wiring, hydraulic
and fuel pipes. Where this is not practical
consideration shall be given to the provision of
protective shielding between the air duct or pipe
and adjacent components. The need for protection
systems which would detect failures and shut off
the air supply to the failed duct, such as pressure
detectors, or heat detectors in vulnerable areas,
shall also be considered. The consequences of
failure of any system as a result of the impingement
of hot air from a duct or pipe shall be taken into
account when deciding on the degree of protection
to be incorporated.
4.25.10 Provision shall be made to facilitate leak
checking of pressurised air duct and pipe systems.
IN-SERVICE INSPECTION
4.25.11 Any pressurised air duct or pipe which is
susceptible to leakage from such causes as the
settling of joints, damage by impact, adverse
environment or abnormalities in manufacture and/or
maintenance or is of complex shape or welded
construction, shall satisfy the requirements for
'inspection-dependent' structure in 3.2.17-20.
Pressurised air ducting or piping in Aircraft is
necessarily thin walled, and if unprotected, may
be susceptible to external damage which will
invalidate its safe fatigue life. Moreover,
complex shapes and welded joints are prone to
unpredictable fatigue failures. See 4.4 for
Accessibility, and Ease of Inspection.
4.26 FIRE PRECAUTIONS
4.26.1 This clause contains content previously issued as DEF STAN 00-970 Issue 1 Chapter 713 and contains content similar to JAR25.851 - 25.869. The
requirements of this chapter define a standard of fire precautions which shall be met on all aeroplanes subject to their operational role and associated combat
environment. Definitions essential to the accurate interpretation of the requirements of this chapter are given in Part 0.
4.26.2 The Aeroplane Designer shall designate the
fire zones and define the fire and explosion
vulnerability of the aeroplane with respect to all fire
hazards.
4.26.3 A survey shall be conducted to determine
the temperatures occurring in all relevant areas with
reference to the risk of spontaneous ignition of
flammable fluids and the provision of fire and
overheat warning systems.
Non compliance with the fire precaution
requirements appropriate to aeroplanes when
operating in combat environments shall be agreed
4.26.4 In each area where flammable fluids or
vapours might be present due to leakage of a fluid
system, there shall be means to minimise the
probability of ignition of the fluids and vapours and
the resultant hazards if ignition does occur.
4.26.5 Those controls and services located in a
designated fire zone which are necessary for the
detection and suppression of fires shall be fireproof
(for electrical cables etc., see 4.26.10 and 4.26.24
Compliance(f)).
4.26.6 Essential flight controls and services and any
pipes carrying flammable fluids shall not pass
through or be located in a designated fire zone or in
It shall not be difficult to operate such controls
during or after the fire.
adjacent areas which would be subjected to the
effects of fire in a designated fire zone, unless they
are fireproof or shielded.
4.26.7 Filling points for flammable fluids shall be
designed to prevent the entry of fluids into any
portions of the aeroplane other than tanks.
4.26.8 The cooling air supply for any electrical or
electronic equipment shall be conveyed and
discharged so that it does not create a hazard
following failure of the equipment.
Where necessary the cooling duct shall be
fireproof.
4.26.9 The fire extinguisher system, the quantity of
the extinguishing agent, the rate of discharge and
the discharge distribution shall be adequate to
extinguish fires and minimise the probability of re-
ignition.
4.26.10 Electrical cables and terminals, in
designated fire zones, that are used during an
emergency shall be at least fire resistant.
PRECAUTIONS IN DESIGNATED FIRE ZONES
4.26.11 Each designated fire zone shall meet the
requirements of 4.26.19-30 inclusive.
Unless otherwise specified, compliance with the
requirements of 4.26.11 - 4.26.30 shall be shown
by a full-scale fire test or by one or more of the
following methods:
(a) Tests of similar powerplant configurations.
(b) Tests of components or systems.
(c) In Service experience of aeroplanes with
similar powerplant configurations.
Designated fire zones are:
(a) Piston Engine Installations.
(i) Engine Power Section.
(ii) Engine Accessory Section.
(b) Turbine Engine Installations
(i) Engine Compressor & Accessory
Sections.
(ii) Engine Combustion, Turbine & Exhaust
System Sections.
(iii) Engine Reheat Section.
(c) Auxiliary Power Unit Installations (also
4.26.27).
(i) Auxiliary Power Unit Compartment and
Exhaust System Section.
(d) Combustion Heater Installations.
(i) The region surrounding the heater.
(ii) The ventilating air passages surrounding
the combustion chamber.
(e) Any other region which may be specified by
The requirements of this clause are applicable to,
the installation of conventional piston or turbine-
engined power units, auxiliary power units
(APU's) and any fuel-burning heater or other
combustion equipment installation.
(b) In addition to compliance with the detailed
requirements of precautions against fire, all
reasonable practical measures shall be taken to
minimise the probability of fire both in flight and
on the ground with due regard to the aeroplane's
operational role.
4.26.12 No fire in any one engine of a multi-
engined aeroplane shall result in stoppage or critical
power loss of the other engine(s).
TORCHING FLAMES
4.26.13 Precautions shall be taken where necessary
to protect the aeroplane from the hazardous
consequences of a torching flame burning through
the engine.
The resistance of components and structure to the
effects of torching flames associated with a
combustion chamber or exhaust system burn-
through shall be in compliance with 4.26.11
Compliance. Where torching flame testing is
relevant the torching flame shall be produced by a
burner possessing characteristics consistent with a
combustion chamber/exhaust system burn-through
in an engine of the type under consideration under
its most critical operating conditions. Details of
the torching flame characteristics to be simulated
in these tests shall be obtained from the engine
manufacturer, and such data shall be acceptable to
the approving authority. Tests to demonstrate
compliance may not be necessary if similarity can
be shown with other components which have been
tested in accordance with BS3G100 (see
guidance).
BS3G100 Part 2, Section 3, Sub-section 3.13
Paras. 4, 5 and Appendix D give data applicable
to demonstrating compliance with torching flame
requirements. However, due to variability in
specific engine operation conditions etc., the
burner characteristics in Para. 4 Table 1 of the
BS shall be amended as necessary to reflect the
characteristics of the engine type being
considered.
FLAMMABLE FLUID SYSTEMS
4.26.14 No parts of exhaust systems, jet pipes or
other potential sources of ignition, including
electrical equipment, shall be located in hazardous
proximity to any systems carrying flammable fluids
which may be subject to leakage, unless suitable
design precautions are taken.
Vents and drain pipes and their fittings, whose
failure will not result in, or add to, a fire hazard
need not comply with the requirements of 4.26.14
to 4.26.20
4.26.15 Each pipe, fitting, and other components
carrying flammable fluids in any area subject to
engine fire conditions and each component which
conveys or contains flammable fluid in a designated
fire zone shall be at least fire resistant, except that
flammable fluid tanks and supports in a designated
fire zone shall be fireproof or be enclosed by a
fireproof shield unless damage by fire to any non-
fireproof part will not cause leakage, spillage or risk
of excessive temperature/pressure build up of
flammable fluid. Components shall be shielded or
located to safeguard against the ignition of leaking
flammable fluid.
4.26.16 Components and systems, within a
designated fire zone shall be fireproof if, when
exposed to or damaged by fire, they could result in
fire spreading to other regions of the aeroplane or
cause unintentional operation of, or inability to
operate, essential services or equipment.
4.26.17 Except for integral oil sumps, no tank or
reservoir that is a part of a system containing
flammable fluids or gases shall be in a designated
fire zone unless the fluid contained, the design of
the system, the materials used in the tank, the shut-
off means, and all connections, pipes and control
provide a degree of safety equal to that which if the
tank or reservoir were outside such a zone.
4.26.18 Absorbent materials near to flammable
fluid system components that might leak shall be
covered or treated to prevent the absorption of
hazardous quantities of fluids.
DRAINS, VENTS AND VENTILATION
4.26.19 There shall be complete drainage of each
designated fire zone to minimise the hazards
The requirement of (a) and (b) need not be applied
in a design case where it is impossible to prevent
See also 5.2.76-88 and Leaflet 86 Para. 6.
resulting from failure, malfunction or combat
damage of any component containing flammable
fluids. The drainage means shall be:
(a) effective under conditions expected to prevail
when drainage is needed, and
(b) arranged so that no discharged fluid will cause
an additional fire hazard.
fuel leakage into a fire (eg, projectile penetration
of fuel tank wall).
4.26.20 Each designated fire zone shall be
ventilated to prevent the accumulation of flammable
vapours, under all aeroplane design conditions.
(a) No ventilation opening shall be where it would
allow the entry of flammable fluids, vapours, or
flame from other compartments.
(b) Each ventilation means shall be arranged so
that no discharge vapours will cause an additional
fire hazard.
(c) Unless the extinguishing agent capacity and
rate of discharge are based on maximum air flow
through a zone, there shall be means to allow the
crew to shut-off sources of forced ventilation to
any designated fire zone.
(d) It shall be demonstrated that the ventilation
and drainage arrangements are adequate under all
aeroplane design conditions.
FLAMMABLE FLUID SHUT-OFF
4.26.21 Provision shall be made for shutting off the
flow of hazardous quantities of flammable fluids
into or through each designated fire zone.
(a) Shut-off means are not required for:
(i) pipes, lines or ducts forming an integral
part of the engine, and
(ii) systems in which all external components
of the system including oil tanks are fireproof.
This requirement need not be applied in a design
case where prevention of leakage into a fire is
impossible (eg, projectile penetration of fuel tank
wall or components carrying flammable fluids).
(b) The closing of the shut-off valve for any
engine shall not affect the fuel available to the
remaining engine(s) or interfere with the later
emergency operation of other equipments such as
the means for propellor feathering.
(c) Each flammable fluid shut-off valve/control
shall be located so that any fire in a designated fire
zone will not affect its operation.
(d) Each tank-to-engine shut-off valve/control
shall be located so that the operation of the valve
will not be affected by power-plant or engine
mounting structural failure and means shall be
provided to relieve excessive pressure
accumulation.
FIREWALLS
4.26.22 Each engine; APU, combustion heater and
other fuel burning equipment intended for operation
in flight and the combustion turbine and exhaust
Each firewall and shroud shall be:
(a) Fireproof
system section of turbine engines shall be isolated
from the rest of the aeroplane by firewalls, shrouds,
or equivalent means.
(b) Constructed so that no hazardous quantity of
air, fluid, or flame can pass from the compartment
to other parts of the aeroplane.
(c) Constructed so that each opening is sealed
with close fitting fireproof grommets, bushes or
firewall fittings, and
(d) Protected against corrosion.
4.26.23 Systems passing through firewalls shall be
fireproof to maintain the integrity of the firewall.
FIRE DETECTION AND FIRE WARNING
4.26.24 There shall be a rapid response optical
surveillance and/or continuous heat detectors in
each designated fire zone, and in the combustion,
turbine and exhaust system section of turbine engine
installations to ensure prompt detection of fire in
those zones.
(a) The system shall be of the resetting type.
(b) The fire detection system shall provide the
crew with an adequate visual and audible warning
of fire and these warnings shall be incorporated in
the standard warning system defined in 4.19.59-61.
(c) Each fire detector system shall be constructed
and installed so that:
(i) It will withstand the vibration, inertia and
other loads to which it may be subjected in
operation.
(ii) There is a means to warn the crew in the
event that the sensor, control unit, or
associated wiring within a designated fire
zone is severed at one point, unless the system
continued to function as a satisfactory
detection system after the severing.
(iii) There is a means to warn the crew in the
event of a short circuit in the sensor, control
unit or associated wiring within a designated
fire zone unless the system continues to
function as a satisfactory detection system
after the short circuit.
(d) No fire or overheat detector shall be affected
by contamination by any oils, fuels, water, other
fluids or fumes that might be present.
(e) There shall be means to allow the crew to
check in flight, the function of each fire or
overheat detector electrical circuit.
(f) Wiring and other components of each fire or
overheat detector system in a designated fire zone
shall be at least fire resistant.
(g) Detector system components for any one
designated fire zone shall not pass through or be
close to other designated fire zones, unless they
are protected against false warnings and being
rendered inoperative from fires in such zones. This
requirement shall not be applicable with respect to
zones which are simultaneously protected by the
same warning and extinguishing system.
(h) re detection system shall be constructed so
that when installed it will not exceed the alarm
activation time approved for the detectors using
the response and sensitivity criteria quoted in the
specification for the detector type.
(i) Fire detector systems shall be designed and
installed so that their efficiency is not impaired by
exposure to environmental temperatures
encountered in normal operation, solar or other
false warning stimuli which may be present.
FIRE EXTINCTION
4.26.25 There shall be a fire extinguishing system
serving each designated fire zone, except for
combustion, turbine and tail pipe sections of turbine
engine installations that contain pipes or
components carrying flammable fluids or gases for
which it is shown that a fire originating in these
sections can be controlled.
(a) Fire extinguishing systems are not required in
designated fire zones of single reciprocating or
single turbine engined aeroplanes, except where
such an installation is called for in the Aeroplane
Specification, in which case 4.26.26 - 30.
(b) It shall be demonstrated by test that the
required concentration of extinguishant is achieved
simultaneously at all parts of the compartment (see
4.26.20 Compliance (c)and Leaflet 86 Para. 4).
4.26.26 Except for auxiliary power units or
combustion heater installation and certain other
exceptions agreed with the Aeroplane Project
Director, it shall be possible to direct a second
adequate discharge of extinguishant to any
designated fire zone for which the first discharge of
The extinguishant provided for another designated
zone may be used for this purpose provided that
selection of zones requires distinct action.
extinguishant has been used.
4.26.27 There shall be a fire extinguishing system
serving the APU, fuel burning heater, and other
combustion equipment.
Each of these units shall have an individual system
which may be an individual 'one-shot' system.
When the APU is not used in flight except in an
emergency, and the installation is readily accessible
to groundcrew the provision of a fire extinguishing
system may be waived at the discretion of the
4.26.28 Fire detectors shall not operate main
engine power unit extinguisher systems
automatically unless the extinguishing systems are
designed to respond to normal and combat induced
fires via a crew operated mode selection switch.
4.26.29 Automatic operation of the fire
extinguishing system under crash conditions shall be
provided (also 4.22).
4.26.30 A visual detector shall be provided to
indicate to maintenance personnel that the
extinguishant has been discharged.
PRECAUTIONS IN OTHER ZONES
4.26.31 For precautions relating to combat
induced fires see 4.26.71-73.
FLAMMABLE FLUID FIRE PROTECTION
4.26.32 In each area where flammable fluids or
vapours might escape by leakage of a fluid system,
there shall be means to minimise the probability of
ignition of the fluids and vapours, and the resulting
hazards if ignition does occur.
Compliance shall be shown by analysis or tests and
the following factors shall be considered.
(a) Possible sources and paths of fluid leakage,
and means of detecting leakage.
(b) Flammability characteristics of fluids, including
effects of any combustible or absorbent materials.
(c) Possible ignition sources, including electrical
faults, overheating of equipment, and
malfunctioning of protective devices.
(d) Means available for controlling or
extinguishing a fire, such as stopping flow of
fluids, shutting down equipment, fireproof
containment, or use of extinguishing agents.
(e) Ability of aeroplane components that are
critical to flight safety to withstand fire and heat.
4.26.33 If action by the flight crew is required to
prevent or counteract a fluid fire (e.g., equipment
shutdown or actuation of a fire extinguisher) quick
acting means shall be provided to alert the crew.
4.26.34 Each area where flammable fluids or
vapours might escape by leakage of a fluid system
shall be identified and defined.
4.26.35 Flammable fluid drains, vents and
ventilation shall comply with the requirements of
4.26.14-20.
4.26.36 No vent or drainage provision shall end at
any point where the discharge of fuel from the vent
outlet in flight or on the ground would constitute a
fire hazard or from which fumes could enter
personnel compartments.
AREAS ADJACENT TO DESIGNATED FIRE ZONES AND ENGINE NACELLE ATTACHING STRUCTURES
4.26.37 Each area immediately adjacent to a
firewall and each portion of any engine nacelle
attaching structure containing flammable fluid lines
shall meet the requirements of 4.26.14-20.
(a) Engine nacelle attaching structures need not
contain fire detection or extinguishing means.
(b) For each area that contains a retractable
landing gear compliance need only be shown with
the landing gear retracted.
4.26.38 Engine mountings and other critical
structures located in designated fire zones or in
adjacent areas which would be subject to the effects
of fire in the fire zone shall be constructed of
fireproof material or shielded so that they are
capable of withstanding the effects of fire.
4.26.39 In addition to complying with the
requirements of 4.26.21 and 4.26.37-38 for
designated fire zones, components and structure
used immediately adjacent to the outside face of
firewalls and in engine pod attachments shall be of
such materials and at such a distance from the
designated fire zone that they will not suffer damage
that could hazard the aeroplane if the inner surface
of the firewall is enveloped in flames at 1100C for
15 mins.
4.26.40 There shall be adequate airspace between
each tank or reservoir and each firewall or shroud
isolating a designated fire zone such that the
possibility of ignition of liquids or vapours is
minimised in the event of a fire in the designated fire
zone.
OXYGEN INSTALLATION
4.26.41 Oxygen equipment and pipes shall not be
located in any designated fire zone.
4.26.42 Oxygen equipment pipes shall be protected
from heat that may be generated in, or escape from,
any designated fire zone.
4.26.43 Oxygen equipment and pipes shall be
installed so that escaping oxygen cannot cause
ignition of grease, fluid, or vapour accumulations
that are present in normal operation or as a result of
failure, or malfunction of any system.
Design precautions shall be taken to minimise
hazards due to damage.
4.26.44 Oxygen pressure sources and pipe lines
between the sources and shut-off means shall be
protected from unsafe temperatures.
4.26.45 Pipes carrying flammable liquids shall be
positioned at as great a distance as practical from
the oxygen installation. Precautions shall be taken
to prevent fluid impinging on the oxygen or oxidant
system.
ELECTRICAL SYSTEM FIRE AND SMOKE PROTECTION
4.26.46 Electrical components in regions
immediately adjacent to firewalls and in engine pod
attachment structures shall be of such materials and
at such a distance from the firewall that they will not
suffer damage that could hazard the aeroplane if the
surface of the firewall adjacent to the fire is heated
to 1100C for 15 minutes.
4.26.47 Electrical equipment shall be constructed
and/or installed so that in the event of failure no
hazardous quantities of toxic or noxious (e.g.,
smoke) products will be distributed in the crew or
passenger compartments.
4.26.48 ELECTRICAL EQUIPMENT WHICH
MAY COME INTO CONTACT WITH
FLAMMABLE VAPOURS SHALL BE
DESIGNED AND INSTALLED TO THE
REQUIREMENTS OF BS3G100 PART 2 SECT 3,
SUB-SECT 3.5, TO MINIMISE THE RISK OF
THE VAPOURS EXPLODING UNDER BOTH
NORMAL AND FAULT CONDITIONS OR AS
APPROVED BY THE AEROPLANE PROJECT
DIRECTOR.
4.26.49 INSULATED ELECTRICAL WIRE AND
CABLE INSTALLED IN ANY REGION OF THE
AEROPLANE SHALL COMPLY WITH THE
FLAMMABILITY REQUIREMENTS IN BS
G212 PARA 2.28A FLAMMABILITY TEST
METHOD 3, OR BS G230, PARA 6.29.1, TEST
28(A) METHOD 1 AS APPROPRIATE.
INHABITED AREAS
4.26.50 There shall be at least the following number
of hand held fire extinguishers conveniently located
in passenger compartments:
Passenger Capacity Minimum Number of Hand
Held Fire Extinguishers
7-30 1
31-60 2
61 or more 3
(a) The number and location of hand held Fire
extinguishers shall be such as to provide adequate
availability for use, account being taken of the
number and size of the inhabited compartments
and the location of toilets and galleys etc. These
considerations may result in the number being
greater than the minimum prescribed. Hand held
fire extinguishers shall comply with 4.26.84.
(b) Where a built-in fire extinguishing system is
used it shall comply with 4.26.85.
4.26.51 THERE SHALL BE AT LEAST THE
HAND HELD FIRE EXTINGUISHER
SUITABLE FOR BOTH FLAMMABLE FLUID
AND ELECTRICAL EQUIPMENT FIRES
CONVENIENTLY LOCATED ON THE FLIGHT
DECKS OF AEROPLANES NORMALLY
OCCUPIED BY 2 OR MORE PERSONS.
4.26.52 If smoking is prohibited, there shall be a
notice stating so, and if smoking is to be allowed:
(a) There shall be an adequate number of self-
contained removable ashtrays.
(b) Where the crew compartment is separated from
the passenger compartment there shall be at least
one sign meeting the requirements of Part 5
notifying all passengers when smoking is prohibited.
4.26.53 Each disposal receptacle for towels, paper,
or waste shall be fully enclosed and constructed of
at least fire resistant materials and shall contain fires
likely to occur in it under normal use. A notice
containing the legible words "No Cigarette
Disposal" shall be located on or near each disposal
receptacle door.
The ability of the disposal receptacle to contain
these fires under all probable conditions of wear,
misalignment, and ventilation expected in services
shall be demonstrated by test.
4.26.54 Lavatories shall have "No Smoking" or "No
Smoking in Lavatory" notices located conspicuously
on each side of the entry door, and self contained
removable ashtrays located conspicuously on or
near the entry side of each lavatory door, except
that one ashtray may serve more than one lavatory
door if the ashtray can be seen readily from the
The notices shall comply with the requirements of
7.3.13. A "No Smoking" symbol may be included
in the notice.
cabin side of each lavatory door served.
4.26.55 If the aeroplane specification required a
toilet compartment fire/smoke detection system to
be installed then the following shall be met for each
toilet compartment with these provisions:
(a) The detection system shall provide a visual
indication to the crew when the level of smoke
reaches an obscuration level giving a 4% reduction
in light transmission per foot.
(b) The effectiveness of the detection system shall
be shown in all operating configurations and
conditions.
(c) There shall be means to allow the crew to
check in flight the functioning of each fire/smoke
electrical detection circuit.
(d) The system shall be capable of detecting fire
smoke at a temperature significantly below that at
which the structural integrity of the aeroplane is
substantially decreased.
(e) The smoke detection system shall be of an
approved type.
CARGO BAYS
4.26.56 NO COMPARTMENT SHALL
CONTAIN ANY CONTROLS, WIRING, LINES
EQUIPMENT, OR ACCESSORIES WHOSE
The classification of cargo compartments
appropriate to the accurate interpretation of the
requirements of this paragraph is as follows:
DAMAGE OR FAILURE WOULD AFFECT
SAFE OPERATION, UNLESS THOSE ITEMS
ARE PROTECTED SO THAT THEY CANNOT
BE DAMAGED BY THE MOVEMENT OF
CARGO IN THAT COMPARTMENT, AND
THEIR BREAKAGE OR FAILURE WILL NOT
CREATE A FIRE HAZARD.
Class A - Class A cargo or baggage
compartment is one in which:
(a) The presence of a fire would be easily
discovered by a crew member while at his station;
and
(b) Each part of the compartment is easily
accessible in flight.
Class B - Class B cargo or baggage compartment
is one in which:
(a) There is sufficient access in flight to enable a
crew member to effectively reach any part of the
compartment with the contents of a hand fire
extinguisher.
(b) When the access provisions are being used
no hazardous quantity of smoke, flames or
extinguishing agent will enter any compartment
occupied by the crew or passengers, and
(c) There is a separate approved smoke detector
or fire detector system to give warning to the
pilot or flight engineer station.
In showing compliance with Class B
requirements consideration shall be given to the
effect of representative cargo loading conditions
on the ability of the crew member to gain
effective access to all parts of the compartment
with a fire extinguisher. Where such access
cannot be shown, it is recommended that means
are provided to shut off all air supply within the
compartment to increase the effectiveness of the
extinguisher when used.
Class C - A Class C cargo or baggage
compartment is one not meeting the requirements
for either a Class A or B compartment but in
which:
(i) There is a separate approved smoke detector or
fire detector system to give warning at the pilot
or flight engineer station;
(ii) There is an approved built-in fire extinguishing
system controllable from the pilot or flight
engineer station;
(iii) There are means to exclude hazardous quantities
of smoke, flames, or extinguishing agent, from
any compartment occupied by the crew or
passengers; and
(iv) There are means to control ventilation and
draughts within the compartment so that the
extinguishing agent used can control any fire that
may start within the compartment
Class D - A Class D cargo or baggage
compartment is one in which:
(i) A fire occurring in it will be completely confined
without endangering the safety of the aeroplane
or the occupants,
(ii) There are means to exclude hazardous quantities
of smoke, flames, or other noxious gases, from
passengers;
(iii) Ventilation and draughts are controlled within
each compartment so that any fire likely to occur
in the compartment will not progress beyond safe
limits (see Leaflet 86 Para. 7 for recommended
airflow rates and means of demonstrating
compliance).
(iv) Consideration is given to the effects of heat
within the compartment on adjacent critical parts
of the aeroplane.
Class E - A Class E cargo compartment is one
on aeroplanes used for the carriage of cargo and
in which:
(i) There is a separate approved smoke or fire
detector system to give warning at the pilot or
flight engineer station;
(ii) There are means to shut off the ventilating
airflow to, or within, the compartment, and the
controls for these means are accessible to the
flight crew in the crew compartment;
(iii) There are means to exclude hazardous quantities
of smoke, flames, or noxious gases, from the
flight crew compartment; and
(iv) The required crew emergency exits, are
accessible under any cargo loading conditions.
4.26.57 There shall be means to prevent cargo or
baggage from interfering with the functioning of the
fire-protection features of the compartment.
4.26.58 SOURCES OF HEAT WITHIN THE
COMPARTMENT SHALL BE SHIELDED AND
INSULATED TO PREVENT IGNITION OF THE
CARGO. LIGHTS SHALL BE SWITCHED OFF
AUTOMATICALLY WHEN THE CARGO
DOORS ARE CLOSED.
4.26.59 CARGO COMPARTMENTS SHALL
MEET ONE OF THE CLASS DEFINITIONS OF
4.26.56 GUIDANCE ABOVE.
In addition, flight tests shall be conducted to show
compliance with the provisions of 4.26.56
Guidance concerning:
(a) Compartment accessibility.
(b) The entry of hazardous quantities of smoke or
extinguishing agent into compartments occupied
by the crew or passengers.
(c) The dissipation and concentration of the
extinguishing agent in Class C compartments.
(d) Compartment leakage air flow (see Leaflet 86
Para. 7).
During these tests it shall be shown that no
inadvertent operation of smoke or fire detectors in
any compartment would occur as a result of fire
contained in any one compartment either during or
after extinguishment, unless the extinguishing
system floods each such compartment
simultaneously.
4.26.60 If the Aeroplane Specification requires a
cargo compartment fire detection system to be
installed, then the following shall be met for each
cargo compartment with these provisions:
(a) The detection system shall provide a visual
indication to the flight crew.
(b) The system shall be capable of detecting a fire
at a temperature significantly below that at which
the structural integrity of the aeroplane is
substantially decreased.
(c) There shall be means to allow the crew to check
in flight, the functioning of each fire detector circuit.
(D) THE EFFECTIVENESS OF THE
DETECTION SYSTEM SHALL BE
DEMONSTRATED IN ALL APPROVED
OPERATING CONFIGURATIONS AND
CONDITIONS.
BOMB BAYS
4.26.61 A SEPARATE APPROVED SMOKE
DETECTOR OR FIRE DETECTION SYSTEM
SHALL BE INSTALLED IN BOMB BAYS TO
GIVE WARNING AT THE PILOT OR FLIGHT
ENGINEERS STATION.
4.26.62 If a fire suppression system in the bomb
bay is required by the Aeroplane Specification:
(a) An approved built-in fire extinguishing system
shall be installed controllable from the pilot or flight
engineers station .
(b) There shall be means to exclude hazardous
quantities of smoke, or extinguishing agent, from
passengers.
(c) There shall be means to control ventilation and
draughts within the bomb bay so that the
extinguishing agent used can control any fire that
may start in the bomb bay.
Flight tests agreed by the Aeroplane Project
Director shall be conducted to demonstrate that
hazardous quantities of smoke or extinguishing
agent are prevented from entering into
compartments occupied by the crew or passengers.
For dissipation of the extinguishing agent see
Leaflet 86.
HAZARDOUS SYSTEMS
4.26.63 HIGH SPEED ROTATING EQUIPMENT Such equipment shall be adequately supported.
SHALL BE EXAMINED FOR POTENTIAL FIRE
HAZARDS SUCH AS THE IGNITION OF
FLAMMABLE FLUIDS BY HIGH CASING
TEMPERATURES DURING NORMAL
OPERATION OR FOLLOWING A FAILURE.
PROTECTION SHALL BE PROVIDED IF A
HAZARD EXISTS.
High speed drives shall be encased, if necessary to
protect flammable fluid components, fuel tanks,
explosives, oxygen containers etc.
4.26.64 HIGH PRESSURE AIR COMPRESSORS
AND RELATED EQUIPMENT SHALL BE
LOCATED, WHENEVER POSSIBLE, TO
MINIMISE DAMAGE TO FLAMMABLE FLUID
COMPONENTS, EXPLOSIVES, OXYGEN
CONTAINERS AND FUEL TANKS, BY FLYING
FRAGMENTS IN CASE OF ANY EXPLOSION.
4.26.65 EXPLOSIVES SHALL NOT BE
INSTALLED OR STOWED IN THE
PROXIMITY OF HEAT SOURCES IF THESE
HEAT SOURCES CAN CAUSE IGNITION OF
THE EXPLOSIVE UNDER ANY NORMAL
CONDITION, OR IF A "SINGLE FAILURE"
CAN CAUSE IGNITION OF THE EXPLOSIVES.
EXPLOSIVES SHALL NOT BE INSTALLED
OR STOWED IN THE PROXIMITY OF FIRE
ZONES. IF EXPLOSIVES MUST BE LOCATED
CLOSE TO REAL OR POTENTIAL HEAT
SOURCES FOR JUSTIFIABLE REASONS THEY
SHALL BE ADEQUATELY PROTECTED BY
PERMANENTLY INSTALLED INSULATION
OR SHROUDS.
(a) Explosives shall comply with the fire
protection requirements of the following
specifications:
Installation and test of Aircraft Pyrotechnic
Equipment,
General Spec for MIL-I-8672
Design and Evaluation of Cartridges for Cartridge
Actuated Devices MIL-D-21625
Initiators, Electric, Design and Evaluation of MIL-
I-23654
Ordnance Board Proceedings 41273 dated
November 1972
(b) Cartridges used in Cartridge Starter Systems
shall comply with the fire protection requirements
of MIL-D-21625.
4.26.66 Fuel tanks shall not be located immediately
adjacent to gun compartments; they shall be
separated from such compartments by at least one
liquid and vapour tight bulkhead in addition to the
tank boundary structure.
4.26.67 EXTERNAL ROCKETS SHALL BE
INSTALLED SO THAT THE ROCKET
EXHAUST WILL NOT BE A HAZARD TO
FUEL TANK VENT LINES.
(a) If fuel vent exits cannot be located at a safe
distance from the rocket exhaust, the vent line
exits shall be protected by flame arrestors or other
effective means to prevent flame propagation into
the tanks.
(b) Protection shall be provided, if necessary, for
flammable fluid components, fuel tank, explosives
etc., located in compartments exposed to the
rocket exhaust wake.
4.26.68 DECOY FLARE DISPENSING
SYSTEMS SHALL BE INSTALLED SO THAT
THE IGNITED FLARE WILL NOT BE A
HAZARD TO FLAMMABLE FLUID DRAIN
AND FUEL TANK VENT LINES.
If such drain or vent lines cannot be located at a
safe distance from the ignited flare the fluid exits
shall be protected by flame arrestors or other
effective means to prevent flame propagation into
the fluid systems.
4.26.69 HOT BLEED AIR DUCTS AND
OTHER HOT GAS DUCTS AND
COMPONENTS WHICH CAN BE AN IGNITION
SOURCE DUE TO HIGH SURFACE
TEMPERATURES OR TO LEAKING HOT AIR
OR GAS SHALL NOT BE LOCATED IN
COMPARTMENTS CONTAINING
FLAMMABLE FLUID COMPONENTS, UNLESS
SUITABLE SAFEGUARDS ARE PROVIDED
E.G., INSULATION, SHIELDS, OVERHEAT
SENSORS.
4.26.70 SEALING SHALL BE PROVIDED TO
PREVENT THE PASSAGE OF FLAMMABLE
VAPOURS INTO OR OUT OF THE GUN BAY
OTHER THAN THROUGH A PURPOSE
DESIGNED VENTING SYSTEM.
Appropriate measures shall be taken to ensure that
the gas-air mixture within the gun compartment
does not fall within the explosive range.
PRECAUTIONS: COMBAT INDUCED FIRES
4.26.71 COMPONENTS SHALL BE DESIGNED
AND LOCATED TO MINIMISE THE RISK OF
IGNITION FROM BATTLE DAMAGE.
IF FIRE SUPPRESSION IN DRY BAY AREAS
ADJACENT TO FLAMMABLE FLUID TANKS
IS SPECIFIED BY THE AEROPLANE
PROJECT DIRECTOR AS A RESULT OF
STUDIES UNDERTAKEN IN COMPLIANCE
WITH 4.26.2, THE FOLLOWING
REQUIREMENTS SHALL BE MET:
(a) Void filling materials used in passive combat
fire suppression installations shall comply with the
requirements of Specification DTD 5624. It is
essential that the void is completely filled by using
either shaped blocks, cubes or spheres of the filling
material used (also Leaflet 87 Para. 5.2).
(b) Active fire protection measures shall be
installed in dry bays which are congested due to
the fitment of systems components, fluid lines,
electrical looms, etc., or where the dimensions,
geometry or maintenance considerations make the
embodiment of void fillers, vapour or powder
packs impractical.
(c) The method of fire detection incorporated in
active systems installations in which the rapid
suppression of incipient fires is essential shall be by
optical surveillance or dynamic pressure sensing.
(d) Optical surveillance fire detectors shall
conform, to the Design Specification for Radiation
Sensing Combat Fire Detectors and Amplifiers
(non-discriminating) issued by Director RAE.
(e) Automatic operation of the fire suppression
system by the detector(s) or crash trip/switch shall
be provided for all combat fire protection active
system installations.
(f) No crew fire warning is required for
automatically activated dry bay fire suppression
systems, but an indication shall be provided for
servicing personnel that the system has operated.
(g) Fluid drainage and the ventilation of dry bay
areas shall meet the requirements of 4.26.19-20.
(h) A fire suppression system shall be provided for
each group of tanks.
(I) DRY BAY BOUNDARY WALLS
SHALL BE AT LEAST FIRE RESISTANT.
4.26.72 FUEL LINES SHALL BE ROUTED, AS
FAR AS IS PRACTICAL, THROUGH FUEL
TANKS AND CLOSE TO HEAVY STRUCTURE
TO MINIMISE THE FIRE AND EXPLOSION
RISK DUE TO COMBAT DAMAGE.
4.26.73 Where fuel tanks are located above an
engine compartment a drained and ventilated
interspace shall be provided.
A fuel tank and/or vent pipe inerting/in situ flame
arrestor system shall be incorporated in the
aeroplane if the requirement for explosion
protection has been established from studies
undertaken in compliance with 4.26.2, specified in
the Aeroplane Specification or by the Aeroplane
Project Director. Fuel tank and/or vent pipe
inerting/in situ flame arrestor systems shall comply
with the following requirements:
(a) When in situ flame arrestors are specified the
requirements of DTD Specification 5627 shall be
met. It is essential that the void is filled completely
by using either shaped blocks, cubes or spheres of
the filling material (Leaflet 87 Para. 5.1.1).
(b) The inflow of any inerting agent to the tank or
vent pipe, the distribution of the agent, and the
oxygen evolution from the bulk fuel shall be so
controlled that the maximum allowable pressure
will not be exceeded.
(c) The protection shall be effective for the time
and conditions specified in the Aeroplane
Specification or as approved by the Aeroplane
Project Director.
(d) When combustor gas is used as the inerting
agent, a flame arrestor shall be embodied to
prevent flame from entering the fuel tank and a
check valve shall prevent the flow of fuel or fuel
vapour into the inerting gas supply system.
(e) The temperature of the inerting agent at the
tank inlet shall not exceed 50C.
(f) Inerting systems shall be so designed that
serviceability can be pre-flight checked and that
failure of the system to maintain the oxygen
concentration in the ullage space at or below the
safe design limits shall be indicated to the crew
during flight.
COMPARTMENT INTERIORS - TEST CRITERIA
4.26.74 MATERIALS (INCLUDING FINISHES
OR DECORATIVE SURFACES APPLIED TO
THE MATERIALS) USED IN EACH
COMPARTMENT OCCUPIED BY THE CREW
OR PASSENGERS SHALL MEET THE
FOLLOWING TEST CRITERIA, AS
APPLICABLE:
4.26.75 INTERIOR CEILING PANELS,
INTERIOR WALL PANELS, PARTITIONS,
GALLEY STRUCTURE, LARGE CABINET
The average burn length shall not exceed 150 mm
and the average flame time after removal of the
flame source shall not exceed 15 secs. Drippings
WALLS, STRUCTURAL FLOORING AND
MATERIALS USED IN THE CONSTRUCTION
OF STOWAGE COMPARTMENTS (OTHER
THAN UNDERSEAT STOWAGE
COMPARTMENTS AND COMPARTMENTS
FOR STOWING SMALL ITEMS SUCH AS
MAGAZINES AND MAPS) SHALL BE SELF-
EXTINGUISHING WHERE TESTED
VERTICALLY IN ACCORDANCE WITH THE
APPLICABLE PORTIONS OF LEAFLET 88
(JAR 25.853 APPENDIX F) OR OTHER
EQUIVALENT METHODS APPROVED BY
THE AEROPLANE PROJECT DIRECTOR.
from the test specimen shall not continue to flame
for more than an average of 3 sees after falling.
4.26.76 FLOOR COVERING, TEXTILES
(INCLUDING DRAPERIES AND
UPHOLSTERY), SEAT CUSHIONS, PADDING,
DECORATIVE AND NON-DECORATIVE
COATED FABRICS, LEATHER, TRAYS AND
GALLEY FURNISHINGS, ELECTRICAL
CONDUIT, THERMAL AND ACOUSTIC
INSULATION AND INSULATION COVERING,
AIR DUCTING, JOINT AND EDGE COVERING,
CARGO COMPARTMENT LINERS,
INSULATION BLANKETS, CARGO COVERS,
AND TRANSPARENCIES, MOULDED AND
THERMOFORMED PARTS, AIR DUCTING
JOINTS, AND TRIM STRIPS (DECORATIVE
AND CHAFING), THAT ARE CONSTRUCTED
OF MATERIALS NOT COVERED IN 4.26.77
SHALL BE SELF EXTINGUISHING WHEN
The average burn length shall not exceed 200 mm
and the average flame time after removal of the
flame source shall not exceed 15 secs. Drippings
from the test specimen shall not continue to flame
for more than an average of 5 secs after falling.
TESTED VERTICALLY IN ACCORDANCE
WITH THE APPLICABLE PORTIONS OF
LEAFLET 88 (JAR 25.853 APPENDIX F) OR
OTHER EQUIVALENT METHODS APPROVED
BY THE AEROPLANE PROJECT DIRECTOR.
4.26.77 ACRYLIC WINDOWS AND SIGNS,
PARTS CONSTRUCTED IN WHOLE OR IN
PART OF ELASTOMERIC MATERIALS, EDGE
LIGHTED INSTRUMENT ASSEMBLIES
CONSISTING OF TWO OR MORE
INSTRUMENTS IN A COMMON HOUSING,
SEAT BELTS, SHOULDER HARNESSES, AND
CARGO AND BAGGAGE TIEDOWN
EQUIPMENT, INCLUDING CONTAINERS,
BINS, PALLETS, ETC. , USED IN PASSENGER
OR CREW COMPARTMENTS SHALL NOT
HAVE AN AVERAGE BURN RATE GREATER
THAN 64 MM PER MIN WHEN TESTED
HORIZONTALLY IN ACCORDANCE WITH
THE APPLICABLE PORTIONS OF LEAFLET 88
(JAR 25.853 APPENDIX F) OR OTHER
EQUIVALENT METHODS APPROVED BY
THE AEROPLANE PROJECT DIRECTOR.
4.26.78 Except for electrical wire and cable
insulation, and for small parts (such as knobs,
handles, rollers, fasteners, clips, grommets, rub
strips, pulleys and small electrical parts) that would
not contribute significantly to the propagation of a
fire, materials in items not specified in 4.26.75-77
shall have a burn rate not greater than 100 mm per
min when tested horizontally in accordance with the
applicable portions of Leaflet 88(JAR 25.853
Appendix F) or other equivalent methods approved
by the Aeroplane Project Director.
4.26.79 In addition to meeting the flammability
requirements of 4.26.76 each seat cushion (squat
and back support) except where fitted to seats
located within the flight deck shall meet the
requirements of FAR 25, Appendix F, Part 11 (at
amendment 25.59) or an equivalent fire test criteria
agreed with the Aeroplane Project Director (CAA
Airworthiness Notice No. 59).
CARGO COMPARTMENTS: THERMAL AND ACOUSTIC INSULATION
4.26.80 THERMAL AND ACOUSTIC
INSULATION (INCLUDING COVERINGS)
AND LINERS USED IN CARGO AND
BAGGAGE COMPARTMENTS NOT
OCCUPIED BY PASSENGERS OR CREW,
SHALL BE CONSTRUCTED OF MATERIALS
THAT AT LEAST MEET THE TEST
REQUIREMENTS OF 4.26.76.
Class B to Class E cargo or baggage
compartments as defined in 4.26.55 shall have a
liner and the liner must be constructed of materials
that at least meet the requirements set forth in
4.26.76, must be separate from (but may be
attached to) the aeroplane structure , and shall be
tested at a 45 angle in accordance with the
applicable portions of Leaflet 88(JAR 25.853
Appendix F) or other equivalent methods approved
by Aeroplane Project Director.
In the course of the 45 angle test, the flame shall
not penetrate (pass through) the material during
application of the flame or subsequent to its
removal. The average flame time after removal of
the flame source shall not exceed 15 secs and the
average glow time may not exceed 10 secs.
4.26.81 INSULATION BLANKETS AND
CARGO COVERS USED TO PROTECT CARGO
IN COMPARTMENTS NOT OCCUPIED BY
PASSENGERS OR CREW MUST BE
CONSTRUCTED OF MATERIALS; THAT AT
LEAST MEET THE REQUIREMENTS OF
4.26.76 AND TIEDOWN EQUIPMENT
(INCLUDING CONTAINERS, BINS AND
PALLETS) USED IN EACH CARGO AND
BAGGAGE COMPARTMENT NOT OCCUPIED
BY PASSENGERS OR CREW MUST BE
CONSTRUCTED OF MATERIALS THAT AT
LEAST MEET THE REQUIREMENTS SET
FORTH IN 4.26.78.
MISCELLANEOUS FIRE PRECAUTIONS
4.26.82 Pipes, tanks or equipment containing
flammable fluids shall not be installed in passenger,
crew, cargo or baggage compartments unless
adequately shrouded and the interspace vented and
drained.
Whenever lagging is used in compartments in
which pipes, tanks or equipment containing
flammable fluids are installed, suitable precautions
shall be taken to prevent the wetting of the lagging
by flammable fluids as a result of normal operation,
damage, failures of the equipment or leakages from
joints or unions.
4.26.83 No essential service outside any designated
fire zone shall be rendered ineffective by a fire
within the fire zone.
4.26.84 For hand held fire extinguishers the
following apply:
(a) Each hand held fire extinguisher including
bracket must be approved to BS 5423.
(b) The types and quantities of extinguishing agent
used shall be appropriate to the kinds of fires likely
to occur and the materials involved. The use of
Methyl Bromide is prohibited.
(c) Hand held fire extinguishers shall be easily
accessible and mounted to facilitate quick removal,
and their locations marked in accordance with
AP119A-0601 Chapter 3.
(d) Extinguishers used in personnel compartments
shall be designed to minimise the hazard of toxic gas
concentrations.
(e) The design of the extinguisher bracket shall be
such to minimise the possibility of inadvertent
opening of the release by snagging of clothing etc.
4.26.85 If a built-in fire extinguishing system is
specified:
(a) The capacity of each system, in relation to the
volume of the compartment where used and the
ventilation rate, shall be adequate for any fire likely
to occur in that compartment.
(b) Each system shall be installed so that no
extinguishing agent likely to enter personnel
compartments will be hazardous to the occupants.
(c) Discharge of the extinguisher shall not cause
structural damage.
(d) The use of Methyl Bromide is prohibited.
FIRE ACCESS PANELS
4.26.86 Spring loaded fire access doors in the main
power plant and auxiliary power unit bays shall be
provided as defined in the Aeroplane Specification.
The spring system shall be sufficiently strong to
hold the door shut against air loads and the door
shall be marked "Fire Access"
See also Leaflet 86 Para. 8
EXTERNAL ACTUATION OF FIRE EXTINGUISHING SYSTEMS ON MULTI-ENGINED AEROPLANES
4.26.87 A means shall be provided for operating
the aeroplane fire extinguishing systems when the
aeroplane is on the ground with the batteries
disconnected or removed and the normal external
power supply not connected.
This requirement shall apply to the fire
extinguishers for all designated fire zones and to
the fire extinguisher system which provides
external protection for flammable fluid tanks, but
need not apply to bomb bay, cargo and baggage
bays and pyrotechnic installations in the aeroplane.
4.27 BONDING AND SCREENING
4.27.1 This clause includes the content of DEF STAN 00-970 Issue 1 Chapter 709 and contains content similar to that of JAR 25X899. The requirements of
this clasue are applicable to aeroplanes, excluding the engine ignition systems. The bonding and screening requirements applicable to engine ignition systems
are given in Specification D.Eng.R.D.2015.
(a) The purpose of screening is to prevent the radiation of radio-interference fields from and to electrical equipment and the associated wiring.
(b) The purpose of bonding is to reduce the risk of fire due to lightning discharges and the accumulation of electrostatic charges, and to increase the efficiency
of the radio installation.
For the purpose of the requirements of this chapter, the main ground system is defined as the aeroplane structure for metal aeroplanes and as the
interconnected main bonding system in other cases.
SCREENING AND INTERFERENCE SUPPRESSION
CIRCUITS
4.27.2 All circuits which are liable to induce radio
frequency disturbances into radio circuits shall be
totally enclosed by a grounded metallic sheathing or
screen, and the screen shall be bonded to the main
ground system at two points at least; these points
shall be within 457.2 mm (18 in.) of each end.
(a) Circuits associated with electrical fuzes,
explosive caps and other circuits sensitive to
induced effects are dealt with in 6.6.35-51.
(b) Circuits which cause interference but which
operate for a short time only and at infrequent
intervals usually need not be screened.
In general, commutators, sliprings and moving
contacts, should always be treated as possible
sources of radio interference, and appropriate
screening and suppression action should be taken.
The continuity of screening should be maintained
by the use of approved cable glands and the use
of metal enclosures for junction terminals and
equipment. (This guidance previously issued as
Leaflet 709/1)
RADIO INTERFERENCE SUPPRESSORS
4.27.3 Radio interference suppressor components
shall, where possible, be incorporated within the
When external suppressor units are used, they shall
be located as near as possible to the source of
equipment. interference and screened cable shall be used
between the source of interference and the
suppressor.
SUPPRESSION OF IGNITION INTERFERENCE
4.27.4 Ignition interference need be suppressed
during normal engine running only.
4.27.5 L.T. BOOSTER COILS SHALL BE
FITTED WITH A SUPPRESSOR IN THE
SUPPLY LEADS FROM THE BATTERY, AND
ALL THE WIRING FROM THE SUPPRESSOR
TO THE COIL AND THE MAGNETOS SHALL
BE FULLY SCREENED.
4.27.6 H.T. BOOSTER COILS SHALL HAVE A
SPARK GAP INSERTED IN THE H.T.
STARTING LEAD. THE CABLE FROM THE
MAGNETO TO THIS ISOLATING SPARK GAP
SHALL BE SCREENED. THE CABLE FROM
THE ISOLATING SPARK GAP TO THE
BOOSTER COIL SHALL BE UNSCREENED.
A suppressor in the battery supply leads is not
necessary.
BONDING
4.27.7 All metallic parts of the structure and skin
shall be connected together to form an electrically
continuous system of low and substantially constant
impedance and resistance (see AvPII8, Chapter 6
para 5). Precautions shall be taken to prevent
variable, intermittent or vibratory contact between
metal parts.
(a) Due regard shall be given to the prevention of
corrosion at all contacting surfaces as laid down in
4.3.
(b) Bonding straps shall have minimum
inductance. They shall be of highly conducting
material, preferably solid but which may be
flexible, with a width/thickness ratio of at least 5:1
and length/width ratio not normally greater than
5:1.
See STANAG 3659.
The purpose of electrical bonding of the
aeroplane structure, components and equipment
is:
(a) to prevent electro-static potential differences
between adjacent parts (Class S bonding).
(b) to minimise the possibility of electric shock
from the electrical supply; and distribution system
(c) All bonding straps shall be kept as short and
direct as possible. The number of straps to be
installed shall be kept to a minimum by careful
design. Straps in series are not permitted. When
flexible bonding leads are used they should be in
accordance with DEF STAN 61-12 (Pt.20).
(d) Recommended maximum values of the direct
current resistance of electrical bonds are given in
AvP118 Chap 7 Table 3. Where it is found
impossible to achieve a value lower than the
appropriate recommended maximum the problem
shall be discussed with the Aeroplane Project
Director.
(Class H Bonding).
(c) to provide an adequate path for electrical
fault currents on those systems which use the
airframe as a conducting path (Class C Bonding).
(d) to prevent electrical interference with the
functioning of the systems (Class A bonding,
antenna installations, and Class R bonding, RF
potential).
(e) to provide an adequate, homogeneous
ground plane for each aerial.
(f) to facilitate the passage of lightning currents
across the surface of the aeroplane.
4.27.8 Consideration shall be given to the bonding
of non-metallic structure or components, in
particular those made from carbon fibre reinforced
composite materia1s, taking into account:
(a) the electrical properties of the material,
(b) the ability to make satisfactory connections.
4.27.9 All control and distribution panels of metal
construction shall be bonded to the airframe.
4.27.10 The engine shall be electrically connected
to the Main Ground System by at least. two
removable Primary Conductors as in 4.27.23 -
4.27.25, one on each side of the engine.
CLASS A BONDING (ANTENNA INSTALLATION)
4.27.11 Generally, antenna systems shall be bonded
so that current flow from the attachment surface of
the antenna to the mating surface of the aeroplane
shall have maximum possible contact area with
minimum impedance.
The specific bonding requirements of antennae will
be dictated by the type of antenna used, and
decided in consultation with the Aeroplane Project
Director.
4.27.12 Hatches in the vicinity of, or forming part
of, an antenna ground plane shall be continuously
bonded to the aeroplane skin.
4.27.13 Provisions shall be made for
circumferential RF continuity between outer
conductors of coaxial antenna transmission lines and
ground planes of antennae.
CLASS C BONDING (CURRENT RETURN PATH)
4.27.14 The bond between equipment and
aeroplane structure shall be adequate to carry the
maximum fault current.
(a) The total impedance of wires, cables, ground
return paths and their interconnections shall be
such that the voltage drop between the point of
regulation and the load does not exceed the limits
stated in BS 3Gl00. For current return leads the
bonding connection shall be made to a terminal end
of sufficient size properly attached to the Ground
Point.
(b) Magnesium alloy structure shall not be used as
a current path return.
4.27.15 Bonding shall be provided in areas where
hazardous conditions exist due to the presence of
explosive fuels and gases.
To prevent ignition in the event of power faults
within an equipment
CLASS H BONDING (SHOCK HAZARD)
4.27.16 A path, which carries a voltage greater
than 30 volts RMS A.C. or 50 volts D.C. and which
may be touched by personnel, shall in no, case be
exposed except during servicing.
See DEF STAN 61-15
CLASS R BONDING (RF POTENTIAL)
4.27.17 All electrical and electronic equipment
which emits electromagnetic energy shall be
installed to provide a continuous low impedance
path from the equipment enclosure to the metal
aeroplane structure.
(a) Bonding straps shall be provided across
vibration isolators with a minimum of two straps
per unit of equipment.
(b) All conducting items having any linear
dimension of 300 mm (11.811.in) or more installed
within 300 mm (11.811 in) of unshielded
transmitting antenna lead-ins shall have a bond to
the airframe.
Note: Metal-to-metal contact is preferred but, if a
strap is used, it should be as short as possible.
4.27.18 The aeroplane shall be designed with
inherent RF bonding and a uniform low impedance
conducting path produced during construction,
through the skin and between all structural
components.
Hatches, access doors, etc, shall be either:
(a) continuously bonded to the aeroplane skin, or
(b) permanently insulated from the aeroplane skin
and the conducting path maintained by bonding
straps
See also 4.27.11.
4.27.19 All metallic equipment mountings shall be
bonded to the airframe.
4.27.20 Where equipment mounting trays carry
fixed back-plug and socket assemblies, all cable
screens and connector shells shall be RF bonded to
the tray.
CLASS S BONDING (STATIC CHARGE)
4.27.21 All isolated conducting items (except
antennae) having any linear dimension greater than
The resistance of the connection shall be less than
1 ohm when dry.
100 mm (3.937 in.) which are external to the
aeroplane, carry fluids in motion or otherwise are
subject to frictional charging shall have a
mechanically secure connection to the aeroplane
structure.
4.27.22 All metal parts, pipes, tubes, or
hoses that carry fuel or other fluids shall be bonded
to the Main Ground System with a mechanically
secure connection having a resistance of 1 ohm or
less. The pipe tube or hose installation shall not be
designed to be a path of primary electrical power.
Non-metallic plumbing installations shall be
designed so that the static charges have an energy
level less than the value needed for ignition of an
air/fuel mixture. Metallic unions in nonmetallic
pipes shall be bonded to the Main Ground System.
Note: Flexible tubing connecting economisers to
oxygen masks need not be bonded.
LIGHTNING STRIKE PROTECTION
PROTECTION - GENERAL REQUIREMENTS (CLASS L, BONDING)
4.27.23 Throughout the design of the aeroplane,
consideration shall be given to the possible effects
of a lightning strike and the incorporation of
protected measures to minimise the effects.
At an early stage in the design process a study of
lightning protection shall be carried out to check
that due attention has been given to lightning,
hazards and to decide whether any additional
protection need be provided. In doubtful cases the
Study shall recommend a programme of simulated
lightning tests. The Study shall pay particular
attention to those external parts of the aeroplane
which may be attachment points for lightning and
to the possible lightning current paths through the
aeroplane skin and structure.
See STANAG 3659
4.27.24 Primary conductors shall be used for:
(a) connecting together the main Grounds of
separable major components which may carry
lightning discharges
Primary conductors (i.e., straps in the Main
Ground System and for lightning protection), when
made from copper, shall have a cross-sectional
area of not less than 18 mm
2
, (0.008 in
2
) (and a
thickness between 0.2 mm and 1 mm (0.008 in and
(b) connecting engines to the main Ground.
(c) connecting to the main Ground all metal parts
presenting a surface on or outside of the external
aeroplane surface.
0.039 in) where a single conductor is likely to
carry the whole discharge. Where two or more
conductors are likely to share the discharge, the
cross-sectional area of each shall not be less than 9
mm
2
(0.014in
2
) with the same thickness
requirements. Aluminium Primary conductors
shall have a cross-sectional area giving an
equivalent carrying capacity for a lightning stroke
i.e., a single pulse of current: this means that the
above figures for cross-sectional area are to be
multiplied by a factor of 1. 5.
4.27.25 (a) Individual bonding straps shall be as short as
possible and have a cross-sectional area not less
than 18 mm
2
(0.028 in
2
) for tinned stranded
copper wire where a single strap is likely to be
subjected to the full discharge, and proportionately
less where two or more straps are likely to share
the discharge. For aluminium straps the cross-
section area shall be 1.5 times that for copper.
(b) Soldered connections shall not be used on
straps required to carry lightning currents. The
electrical and mechanical adequacy of the
attachment to terminals shall be verified by test.
PROTECTION OF THE STRUCTURE
4.27.26 Aeroplanes of conventional metallic
construction are considered to be adequately
protected structurally, provided that they comply
with the bonding requirements of 4.27.7 - 4.27.22
of this clause.
4.27.27 Where non-metallic or composite materials
are used in construction, consideration shall be
given to their protection by strike plates or other
means.
(a) Strike plates shall extend round the nose and
tail of the fuselage, round the tip of each wing and
the extremities of the tail unit. The strike plates
shall be provided on the exterior of the structure
except where existing metallic structure serves the
same purpose.
(b) Unless otherwise agreed with the Aeroplane
Project Director, each strike plate shall consist of a
strip equivalent to at least 0.45 mm (26 swg) (0.18
in) copper, 25 mm (0.98 in) in width, which shall
be bonded to the main metallic structure.
4.27.28 Where a non-metallic or reinforced
composite structure is used to house electronic
equipment then precautions shall be taken to guard
against possible structural damage due to lightning
strikes.
4.27.29 Where transparent components such as
windows, windscreens, etc, contain electrically
heated films or elements, precautions shall be taken
to prevent a lightning strike or an electro-static
discharge puncturing the transparency.
4.27.30 Precautions shall be taken to ensure that
induced voltages from lightning strikes and electro-
static discharges do not produce dangerous
permanent or transient effects on the aeroplanes
electrical systems.
PROTECTION OF CONTROL SURFACES AND CONTROL SYSTEMS
4.27.31 Control surfaces, flaps and any other Where necessary, additional straps shall be used Note: For lightning protection, a piano type
moving parts shall have bonding straps across each
hinge except for installations having a single hinge
in which case a minimum of two straps is required.
between the control surface and structure to
protect the control system so that the length of the
discharge path through the system is at least 10
times the length of the path through the bonding
strap (or straps).
hinge may be considered as self bonded provided
the resistance across the hinge is less than 0.01
ohms.
PROTECTION OF PROTRUSIONS AND EXTERNAL PARTS
4.27.32 All external electrically isolated conducting
objects which protrude outside the aeroplane
surface, excluding antenna radiating elements, shall
be bonded to the aeroplane skin or structure.
4.27.33 Antenna systems shall be so designed or
protected that a lightning discharge will cause only
local damage and will not endanger the aeroplane or
its occupants.
4.27.34 Consideration shall be given to the
possibility of damage to the aeroplane electrical
system due to voltage spikes caused by strikes to
protrusions or other external parts which have
connections into the electrical system (etc., pitot
booms).
4.27.33 Consideration shall be given to the
protection of large nonconducting projections such
as canopies, astrodomes and radomes taking
account of their operational function and
performance.
(a) During consideration of protrusions and
external parts, attention shall be paid to all flight
configurations, including those of variable
geometry aeroplanes, the various external store
options and the landing gear in the extended
position.
(b) Protection shall be by a conducting cage
bonded to the airframe and the geometric design of
the cage shall be such as to prevent puncture of the
To confirm the geometrical design of the
protection system it may be necessary to carry
out 'puncture/flashover' tests at a High Voltage
laboratory to check that strikes go to the
protection system and do not puncture the
dielectric wall.
non-conducting projection and to protect enclosed
personnel or equipment.
(c) The conducting cage shall be made up of
conductors of current carrying capacity and
mechanical robustness (including the means of
fixing to the dielectric wall) sufficient to carry the
full lightning discharge current and shall comply
with the requirement for Primary Conductors (see
4.27.23).
PROTECTION OF THE FUEL SYSTEM
4.27.35 The outlets of fuel venting and jettisoning
systems shall be so located and designed as to
minimise the risk of their being struck by lightning,.
They shall not, under the atmospheric conditions
for which the aeroplane is designed, produce corona
discharges of such magnitude as will ignite any
fuel/air mixtures of the ratios likely to be present
and they shall not permit fuel and its vapours in
flammable concentrations to pass close to parts of
the aeroplane capable of producing corona
discharges which could ignite fuel/air mixtures.
4.27.36 The fuel systems of the aeroplane shall be
so designed in relation to the Main Ground System
that the passage of lightning discharges through the
Main Ground System will not produce, by
conduction or induction, such potential differences
as could cause electrical sparking in areas where
there may be flammable vapours.
4.27.37 Metallic fuel tanks when integral with the
wing structure shall be treated as part of the wing
Externally mounted metallic fuel tanks need not be
provided with special protection other than the
from the aspect of lightning protection. provision of normal bonding, providing
precautions have been taken to prevent damage to
the aeroplane.
4.27.38 All metal parts of non-metallic fuel tanks
on or inside the tank shall be bonded together and
to the Main Ground System. Particular
consideration shall be given to the protection of
integral fuel tanks of composite construction against
lightning strike penetration .
Externally mounted non-metallic fuel tanks shall be
provided with a Ground System consisting of not
less than three strips equivalent to at least 0.45 mm
thick (26 swg) (0.18 in) copper (see note below)
of 25 mm (0.98 in) width extending the whole
length of the tank and evenly disposed about the
circumference. These strips shall be bonded
together at the ends and shall be electrically
connected to the Main Ground System.
NOTE: Copper or copper alloys shall not be used
for bonding in fuel tanks unless suitably protected,
('tinned' or 'plated'), so that contact with usable
fuel is not possible. The plating medium shall not
be soluble in fuel nor have any effect on fuel
properties.
LIGHTNING PROTECTION TESTS
4.27.39 When the Study of lightning protection has
recommended high current pulse tests on parts of
the aeroplane in order to verify the adequacy of
design, the tests shall conform to the
recommendation of Leaflet 90, except as agreed
with the Aeroplane Project Director
The electrical resistance of a complete aeroplane of
metal construction, as measured during these tests
between any of the metal extremities, shall not
exceed the values agreed with the Aeroplane
Project Director (see 4.27.7 Compliance (c)).
SECTION 4 TABLE 1
LIST OF PROTECTIVE MATERIALS AND PROCESSES
CALLED UP IN CLAUSE 4.3
Note: Specification DTD 900 includes appendices listing proprietary materials and processes approved under its terms for aerospace use.
Title Specification
No.
PROCESSES
Glossary of paint terms BS 2015
Sprayed metal coatings on iron and
steel articles
BS 2569 Parts
1 and 2
Cleaning and preparation of metal surfaces DEF STAN 03-2
Protection of aluminium alloys by
sprayed metal coatings
DEF STAN 03-3
The pretreatment and protection
of steel parts of specified maximum
tensile strength exceeding 1450 N/mm
2
DEF STAN 03-4
Electroless nickel coating of metals DEF STAN 003-5
Painting of metal and wood DEF STAN 03-7
Electro-deposition of tin DEF STAN 03-8
Phosphate treatment of iron and steel DEF STAN 03-11
Selection and treatment of aluminium base DEF-60
Title Specification
No.
materials for use with concentrated
hydrogen peroxide (HTP)
Selection and treatment of corrosion
resisting steels for use with concentrated
hydrogen peroxide HTP)
DEF-61
Chromate passivation of cadmium
and zinc surfaces
DEF-130
Chromate conversion coatings
(chromate filming treatments) for
aluminium and aluminium alloys
DEF STAN 03-18
Chrome and anodizing of
aluminium and aluminium
alloys
DEF STAN 03-24
Sulphuric acid anodizing of
aluminium and aluminium
alloys
DEF STAN 03-25
Hard anodizing of aluminium
and aluminium alloys
DEF STAN 03-26
Title Specification
No.
Electro deposition of chromium
for engineering purposes
DEF STAN 03-14
Electro deposition of cadmium DEF STAN 03-19
Electro deposition of zinc DEF STAN 03-20
Nickel plating (heavy) DTD 905
Protection of magnesium rich
alloys against corrosion
DTD 911
Identification colouring of rivets in
aluminium and aluminium alloys
DTD 913
Process for the external finishing of
radomes
DTD 926
Cadmium coating of very strong
steel parts by vacuum evaporation
DTD 940
Surface coating of parts by use of
detonation, flame and plasma
spraying processes
DTD 941
Anodizing of titanium and
titanium alloys
DTD 942
Electrodeposited cobalt/chromium
carbide composite coatings
DTD 943
STANDARD PAINT SCHEMES
Title Specification
No.
Interior and exterior protective finishing
scheme (cold curing epoxide type)
DTD 5567
Exterior and interior finishing schemes -
matt and glossy (cold curing polyurethane
type) (Scheme 1 and Scheme 2)
DTD 5580
Selectively strippable acrylic finishing
schemes - matt and gloss - for use on
aircraft
DTD 5599
External and interior finishing schemes -
matt and glossy - solar heat reflecting (cold
curing polyurethane type)
DTD 5618
OTHER PAINTS AND VARNISHES
Varnish for aeronautical purposes BS 4 X 17
Doping and finishing schemes for
fabric covered aircraft
BX X 26
Low temperature stoving scheme
for aeronautical purposes
BS X 31
Stoving enamel DTD 56
OTHER ORGANIC PROTECTIVES
Paint, pretreatment primer (etching primer) DEF STAN 80-15
Title Specification
No.
Lubricant, solid film, heat cured
JSD: ZX34; NATO CODE S.1738
DEF STAN 91-19
Pigmented varnish jointing compound DTD 369
Pigmented jointing compound,
non-hardening type
DTD 5604
Clear baking resin for surface
sealing magnesium
DTD 5562
Temporary protectives Corrosion manual
AAP119A-0200-ID,
Table 1
ORGANIC MATERIALS
Phenolic resin bonded paper
laminated sheets for
electrical applications
BS 5102
Flexible insulating sleeving for
electrical purposes
BS 2848
Flexible vulcanised fibre sheets BS 3964
PVC insulation and sheath of
electric cables
BS 6746
METALS
Title Specification
No.
Cold reduced tinplate and cold
reduced blackplate
BS 2920
GUIDES
Guide for the prevention of
corrosion of metals caused by
vapours from organic materials
DEF STAN 03-13
Metallic springs, protection
against corrosion
DG-10
Packaging of defence
material
DEF STAN 81-14
Parts 1 to 6
SECTION 4 TABLE 2
SIZE CATEGORIES FOR AEROPLANES
see Clause 4.4
Category All-up weight Transport method
on ship
Component category
(See Table 2)
1 Not exceeding
4,536
Between decks A and B
2 4,536kg to 13,608kg Between decks and
in hold
A, B and C
3 13,608kg to 34,020kg 1 crate deck cargo,
remainder between
decks and in hold
1, D or E;
remainder, A, B
or C
4 Exceeding 34,020kg Special arrangements 3 special loads;
remainder A, B or C
SECTION 4 TABLE 3
SIZE CATEGORIES FOR PACKED COMPONENTS
see Clause 4.4
Component
Category
Maximum
weight
(including
case)
Maximum external
dimensions of case
(metres)
Transportable by
(tonnes)
Length Height Width Road Ship
A 3 9.2 2 2 3 tonne high
long trailer
Between decks
B 5 4.6 2 2.5 5 tonne flat
platform
trailer
Between decks
C 5 9.2 3 4.6 5 tonne low
loader
Hold
D 6 11.6 3 3.6 6 tonne trailer Deck
E 15 15.2 3 3.6 20 tonne trailer Deck
SECTION 4 TABLE 4
PRIMARY STRESSING CASES - ALL UNIT
see Clause 4.11
No. Case
Vertical
Force
Drag
Force
Side
Force
Shock
absorber
closure %
1 Combined drag and side load R 0.4R 0.25R 30
2 Side load inboard 0.5R 0 0.4R 50
3 Side load outboard 0.5R 0 0.3R 50
4 High drag and spring back 0.8R 0.64R 0 15
5 One wheel landing R 0.4R 0.25R 30
6 Rebound of unsprung parts 20W 0 0 0
Notes: 1 For main units R = R
m
. For nose units R = R
n
. For auxiliary
units R = R
a
.
2 All side forces between zero and the values given shall be considered.
3 Tyre closure appropriate to the vertical reaction may be assumed.
4 For a unit on the centreline of the aeroplane case 2 will apply to both port
and starboard and will override case 3.
5 Cases 2, 3 and 5 do not apply to nose-wheels.
6 For other notes on this table see Leaflet 46, Para. 3.6.
SECTION 4 TABLE 5
DESIGN PARAMETERS FOR SECONDARY STRESSING CASES
see Clause 4.11
Symbols Design Values
Parameters
Standard
aero-
nautical
term
Alterna-
tives
in use
Mean
Std
dev
Arbitrary
extreme
values
Data
Source
Mass m
M
L
0.9M
L
0.04M
L
M
L
RAE
Lateral Accel.
n
y
G
y
0.00 0.03 0.15 Ref 1
Normal Accel.
n
z
G
z
1.10 0.10 0.70 Ref 1
Closing speed u
V
x
V
c
1.30V
S
0.10V
S
1.15 and
1.45V
S
Ref 1
Drift or
crosswind
v
V
y
8kt 8 or
11kt
35kt Ref 2
Vertical
Velocity
w
V
z
V
v
AS or
AD
AS AS Ref 4
Pitch Attitude
x

p
AD 1 7 Ref 1
Roll Attitude
y

r
0 2 10 Ref 1
Yaw Attitude
z

y
0 2 13 Ref 1
Tyre NA p AD 5 20% Ref 3
Symbols Design Values
Parameters
Standard
aero-
nautical
term
Alterna-
tives
in use
Mean
Std
dev
Arbitrary
extreme
values
Data
Source
pressure
Oleo Gas
pressure
NA p AD 4% 15% Ref 3
Oleo oil volume
unseparated
NA v AD 4% 15% Ref 3
Oleo oil volume
separated
NA v AD 3% 10% RAE
Notes:
1 AS = As specified in the Aeroplane Specification
2 AD = As dictated by other parameters specified
3 NA = Not applicable
4 For other notes on this table see Leaflet 46 Para. 3.8. For explanation of
the arbitrary extreme values see 4.11.41 and Leaflet 46 Para 2.3.1.
5 For References see end of Leaflet 46.
SECTION 4 TABLE 6
KINETIC ENERGY ABSORPTION - TEST CONDITIONS AND OBJECTIVES
Case Condition Mass Speed Brake Power
Supply
Cross
Wind
(Knots)
Air
Temperature C
(See Note 2)
Objectives
1 Normal landing
M
L
V
B
Normal
As
Specified
in the
Aeroplane
Specifica-
tion
As specified in
the Aeroplane
Specification
and 7.1
The wheels, brakes,
braking systems and
undercarriage units
shall be fully
serviceable after
repeated sorties as
defined in the Aero-
place Specification
with no adverse
heating effects on
tyres or tubes
2 Re-land ... ...
M
T
V
B
Normal
or reserve
" " Any damage shall be
limited to the wheels
brakes, tyres and
tubes
3 Accelerate-stop
M
T
V
CRIT
Normal
or reserve
" "
Notes: 1 V
B
is normal brakes-on speed, but see also Leaflet 46 Para. 2.2
2 Due allowance shall also be made for the effect of solar radiation and kinetic heating, if relevant. See 7.1.
SECTION 4 TABLE 7
STEPS, BUMPS AND HOLLOWS
see Clause 4.13
Class of
runway
Height of step
mm (in)
Height of bump
Depth of hollow mm (in)
A 25 (0.98) 30 (1.18)
B 40 (1.57) 45 (1.77)
C 60 (2.36) 75 (2.95)
D 100 (3.93) 120 (4.72)
Note:
See Leaflet 49 for definitions of runway classes.
SECTION 4 TABLE 8
OPERATION ON DAMAGED AND REPAIRED RUNWAYS
see Clause 4.13
Case Operation Obstacles Mass Speed Special limits and conditions
2.1
2.2
2.3
2.4
Taxying
Take-off
Landing
Roll-out
3.2, 4.4
3.1, 4.1
4.2, 4.5
4.3, 4.4
3.1, 4.1
4.2,4.5
M
T
M
T
M
L
M
L
Up to
50 kt
Up to
V
T
V
L
V
L
to
zero
Zero V
V
and pitch rate at
first obstacle encounter
Use the finally adopted short
field landing procedure
Maximum deceleration
corresponding to short field
landing procedure finally
adopted but not including
dynamic braking or use of
brake parachute
SECTION 4 TABLE 9
OBSTACLES (BUMPS AND HOLLOWS
see Clause 4.13
3.1
3.2
Single and double 1-cos bumps and hollows (see Figs 2 and 5)
Double 1-cos bumps and hollows (see Figs 2 and 4)
SECTION 4 TABLE 10
OBSTACLES (REPAIRED CRATERS)
see Clause 4.13
Case No of
repaired
craters
Height
H (mm)
Max Load Special conditions and notes
4.1 2 70 Proof
See Fig. 3b, S
1
= 0 to
S
2
=
4.2 2 90 Ult
See Fig. 3b, S
1
= 0 to
S
2
=
4.3 1 70 Proof
See Fig. 3a, S
1
=
Derotation case. Nose unit to
impact surface at 10/sec pitch
rate just before encountering
ramp of crater cover. See also
4.11.40 and Leaflet 46 Para. 8.
4.4 1 70 Ult
See Fig. 3a, S
1
=
Dynamic braking case. Maximum
pedal force and = 0.8. See also
Leaflets 43 Para. 2 and 46 Para. 8.
4.5 3 70 Proof
+ 10%
See Fig. 3b, S
1
to
S
2
= worst value of S
1
found in previous studies of
case 4.1. This is a check case
for adequacy of damping.
Critical components which were
loaded to proof in case 4.1 may
exceed proof in this case by 10%
SECTION 4 TABLE 11
see Clause 4.15
Angle of
attack
Air speed Tone Signal
Low
Fast 1,600 Hz tone interrupted at a rate of 1 to 10Hz
the rate increasing linearly with decreasing angle
of attack/increasing airspeed.
Safe low Safe fast 900 Hz steady tone, plus 1,600 Hz tone
interrupted at a rate of 0 to 1Hz, the rate
increasing linearly with decreasing angle of
attack/increasing airspeed.
Correct Correct 900 Hz steady tone.
Safe high Safe low 900 Hz steady tone, plus 400 Hz tone interrupted
at a rate of 0 to 1Hz, the rate increasing linearly
with increasing angle of attack/decreasing
airspeed.
High Slow 400 Hz tone interrupted at a rate of 1 to 10Hz,
the rate increasing linearly with increasing angle
of attack/decreasing airspeed.
SECTION 4 TABLE 12
XY CO-ORDINATES OF THE INTERSECTION POINTS OF THE BOUNDARY LINES
COLOUR CO-ORDINATE POINTS COLOUR CO-ORDINATE POINTS
Q R S T K L M N
Red x 0.665 0.645 0.721 0.735 Yellow x 0.560 0.546 0.612 0.618
y 0.335 0.335 0.259 0.265 y 0.440 0.426 0.382 0.382
A B C D
White x 0.285 0.440 0.453 0.500
y 0.332 0.432 0.440 0.440
a b c d E F G H
Green x 0.305 0.321 0.228 0.028 x 0.525 0.565 0.542 0.500
y 0.689 0.493 0.351 0.385 y 0.440 0.413 0.382 0.382
I J
x 0.440 0.285
y 0.382 0.264
j k l m
Blue x 0.090 0.186 0.233 0.148
y 0.137 0.214 0.167 0.025
SECTION 4 TABLE 13
RECAPITULATION OF RECOMMENDED GENERAL BOUNDARIES FOR COLOURS OF LIGHT SIGNALS
Colour
of
Signal
Boundary Para ref. In
Publication CIE
No 2.2(TC-1.6)1975
Equation Figure Line
Red Purple
Yellow
4.2.4.1.1
4.2.4.1.2
y = 0.980 - x
y = 0.335
2
2
RS
RQ
Green Yellow
White
Blue
4.2.4.2.1
4.2.4.2.2
4.2.4.2.3
x = 0.360 - 0.080 y
x = 0.650y
y = 0.390 - 0.171x
3
3
3
ab
bc
cd
White (To be used if the intermediate colour is to be perceived as white)
Red
Purple
Blue
Green
4.2.4.3.1
4.2.4.3.2
4.2.4.3.3
4.2.4.3.4
4.2.4.3.5
y = 0.790 - 0.0667x
x = 0.255 + 0.750y
y = 0.382
y = 0.047 + 0.762x
x = 0.285
y = 0.150 + 0.640x
y = 0.440
4
4
4
4
4
4
4
EF
FG
GI
IJ
JA
AC
CE
Yellow (To be used if the intermediate colour is to be perceived as yellow)
Red
White
Green
4.2.4.4.1
4.2.4.4.2
4.2.4.4.3
y = 0.382
y = 0.790 - 0.667x
y = x - 0.120
2
2
2
MN
LM
KL
Blue (To be used if the fifth colour is to be perceived as blue)
Green
White
Violet
4.2.6.1.1
4.2.6.1.2
4.2.6.1.3
y = 0.065 + 0.805x
x = 0.400 - y
x = 0.133 + 0.600y
5
5
5
jk
kl
lm
SECTION 4 TABLE 14
Glass. Minimum number of specimens required - 5.
Specimen No Test Sequence
1, 2 and 5 1, 2A, 2B
3 and 4 1, 3
Note: In case 3 where it can be shown that the thermal stress is less than 10% and at the same time where it can be shown by calculation
that there is a strength reserve factor of at least 10 on the limit load in the critical loading case, Specimens No.2 and 5 may be
omitted.
Organic materials. For transparencies where flight temperatures do not exceed the material critical temperature, the minimum number of
specimens required for test shall be 4.
Specimen No. Test Sequence
1 1, 2A(LT) 2B(LT)
2 1, 2A(LT) (i) and (ii) : 2B(LT)
3 1, 3
4 1, 3
For transparencies where flight temperatures exceed the material critical temperature, the minimum number of specimens required for test shall
be 5.
Specimen No. Test Sequence
1 1, 2A(LT) 2B(LT)
2 1, 2A(LT) (i) and (ii) : 2B(LT)
3 1, 3
4 1, 3
5 1, 2A(HT) 2B(HT)
Notes: 1 Specimen No.2 shall not undergo the complete Stage 2A(LT) test but terminate at step (ii) before proceeding directly to Stage
2B(LT).
2 For organic materials in LT cases the additional specimens (para 3.3.1) shall be subjected to the test sequence of Specimens 1 and
2, and for HT cases the additional specimens will follow the test sequence of Specimen No.5.
SECTION 4 TABLE 15
VARIABILITY FACTORS - GLASS
Description of Item Variability Factor
Grade A Items
Items in which the load-bearing members are of
annealed soda-lime or annealed aluminosilicate
glass
3.3
Ditto - of fused silica
3.3
Ditto - of thermally toughened aluminosilicate
glass
1.4
Ditto - of thermally toughened soda-lime glass 1.9
Ditto - of chemically toughened glass 1.4
Note: Confirmation that the variability factors quoted in Table 1 apply to material provided by a specific manufacturer should be
established by reference to Director, RAE. Variability factors for materials not listed in this table should also be obtained from
Director, RAE.
SECTION 4 TABLE 16
VARIABILITY FACTORS FOR PERSPEX P TO DTD 5592
Description of Item
No of specimens tested to the
full requirements of Test No.2
(see para 3.3.3)
1 2 3
Grade A items which have undergone a
forming operation 2.75 2.40 2.20
Grade A items which have not undergone
a forming operation 2.35 2.05 1.95
Note: For information concerning variability factors for other organic materials reference should be made to Director, RAE.
SECTION 4 TABLE 17
TOTAL FACTORS - ALL MATERIALS
Test Stage Loading Conditions Total Factors Applicable
No.2
Stage A Steady
Non-thermal
Thermal
1.5 x Variability Factor in
Table 1 or Table 2
1.0
No.2
Steady
Non-thermal
Thermal
Table 1 or Table 2
1.0
Stage B
Transient
Non-thermal
Thermal
Table 1 or Table 2
1.2
SECTION 4 TABLE 18
ACCEPTABLE LIMITS OF THE PARAMETERS ASSOCIATED WITH VISION THROUGH OPTICAL TRANSPARENCIES
PARAMETER CATEGORY I CATEGORY II CATEGORY III CATEGORY IV CATEGORY V
In-line visual light transmission
In horizontal plane
In area of lowest transmission
Not less than 60%
Not less than 40%
Not less than 70%
Not less than 50%
Not less than 55%
Not less than 40% As Category III As Category III
Haze Not more than 3% As Category I As Category I As Category I As Category I
Absolute deviation 5 minutes variation
from an agreed value
Not more than 10
minutes
Not more than 15
minutes
Not more than 25
minutes
Not specified
Optical resolution Ability to resolve
1 minute lines with
1 minute separation
Ability to resolve
10 seconds lines with
10 seconds separation
As Category I As Category I Not specified
Visual distortion
- as assessed by divergence
of adjacent grid lines
by method 5
Requirement covered by
other parameters
Line slope not
greater than
1 in 25
Line slope not
greater than
1 in 20
Line slope not
greater than
1 in 10
Line slope not
greater than
1 in 5
Binocular deviation Not more than
10 minutes
As Category I, also
not to exceed 2.5
minutes in vertical
direction
As Category I As Category I Not specified
Secondary image separation Not specified Not specified Not specified Not specified Not specified
Visible inclusions, seeds,
hairs, fibres and scratches
SEE NOTES
Allow 1 Type A
defect only within any
circular area of 100mm
(3.93 in) radius
No Type B defects
No Type C defects
a) Allow 1 Type B
defect and 4 Type A
defects within any
area of 150mm (5.899in)
radius
b) Allow 8 Type A
defects only within
the same area
No Type C defects
As Category II a) Allow 1 Type C
defect and 4 Type A
defects within any
area of 150mm
(5.899in) radius
b) Allow 2 Type B
and 8 Type A defects
in the same area
As Category IV
NOTES TO TABLE 18
Type A defects: having a diameter in the range 0.2 - 0.5mm (0.0079 - 0.0197in) or equivalent area (0.03 - 0.2mm
2)
(0.0000465 - 0.00031in
2
); this
includes hairs, fibres or hair scratches of width not exceeding 0.1mm (0.0039in) and equivalent area 0.2mm
2
(0.00031in
2
).
Type B defects: having a diameter 0.5 - 1.0mm (0.0197 - 0.0394in) or equivalent area (0.2 - 0.8mm
2
) (0.00031 - 0.0012in
2
) including hairs etc. of
width not exceeding 0.2mm (0.0079in) and equivalent area 0.8mm
2
(0.0012in
2
).
Type C defects: having a diameter 1.0 - 1.5mm (0.0394 - 0.0592in) or equivalent area (0.8 - 1.8mm
2
) (0.0012 - 0.0028in
2
) including hairs etc. of
width not exceeding 0.2mm (0.0079in) and equivalent area 1.8mm (0.0709in).
Defects larger than Type C not admissible.
The following overriding conditions are to be observed:
Defects which are dense black or of intense colour, and strongly reflecting defects (known as "glint") are not admissible in panels of Category I, areas
for weapon aiming, but are admissible in other Category I areas, and in Category II and III areas. Similar black Type B defects are not admissible in
Category II and III areas.
A local accumulation of defects of dimensions smaller than Type A is admissible provided the haze requirement is met. The haze measurement should
then be confined to the area of accumulation.
Permitted defects shall not be within 10mm (0.3937in) of each other.
SECTION 4 TABLE 19
FLYING CONTROLS
Item
No
Service Location Actuation Remarks
1
(a)
(b)
2
(a)
(b)
(c)
3
(a)
AIR BRAKE
CONTROL
Single or Tandem
Side-by-side
POSITION INDICATOR
ASSISTED TAKE-OFF
FIRING CONTROL
Aeroplanes with stick
type control
Aeroplanes with spectacle
type control
MASTER SWITCH
JETTISON CONTROL
AUTOMATIC FLIGHT
CONTROL SYSTEM
CONTROL PANEL
Single or tandem
Side-by-side
On, or adjacent to, throttle grip.
On, or adjacent to, the line of
symmetry of the throttles on
side nearest to first pilot.
Available to both pilots.
Forward of engine power
controls.
Immediately forward of engine
power
controls when in fully open
position.
Within reach with harness
locked.
On throttle hand side of grip of
first pilot.
On a panel available to first pilot's
throttle hand.
Near the master switch.
)
)
) Switch or lever - forward for air
) brakes IN, aft for air brakes OUT.
)
)
)
-
Push button, shrouded but without
safety flap. Press for TAKE-OFF.
Push button, guarded with a hinged
flap. Press for TAKE-OFF.
As SIS 3654.
Preferably a push button with safety
flap.
) The direction of actuation of
) controls for the control surfaces
) of the aeroplane shall be in direct
) relation to the desired motion of
) the aeroplane, The direction of
) actuation of all other controls/
Standard knob shape to DEF STAN
16-24 shall be used when control
is adjacent to throttles.
-
-
-
-
-
-
-
Item
No
On left hand side of cockpit, where
control stick steering is employed.
On centre pedestal, accessible to
both pilots.
9
) switches shall be in accordance with
) Chapter 105, para 11.2.
9
3
(cont)
(b)
(c)
(d)
4
AUTOMATIC FLIGHT
CONTROL SYSTEM
SELECTOR
Single or tandem
Side by side
REMOTE TRIM INDICATOR
(If required)
DISENGAGE BUTTON
(EMERGENCY DISCONNECT)
BRAKE PARACHUTE
CONTROL
Preferably on stick or control
wheel but a less accessible
position on either side of the
cockpit is acceptable
One control available to both
pilots is acceptable.
On flight instrument panel,
visible to first pilot during
instrument approach.
On leading edge of stick grip,
or
in wheel controlled aeroplanes
the
disengage button shall be
located
on the side of the wheel
opposite
the throttle hand.
As high as possible on, or
adjacent to, the instrument
panel on the throttle side.
Available to first pilot with
harness locked.
)
)
)
)
)
)
)
)
)
)
)
The direction of actuation of
controls for the control surfaces
of the aeroplane shall be in direct
relation to the desired motion of
the aeroplane. The direction of
actuation of all other controls/
switches shall be in accordance
with Chapter 105, para 11.2.
9
Press to disengage
(i) Electrical - 3 position
switch aft or down for
STREAM, centre for OFF,
forward or up for JETTISON.
A gate between OFF and
JETTISON.
2
(ii) Mechanical - Pull to STREAM,
turn handle through 90 in
either direction and pull
-
-
-
Shall have emergency markings
if emergency disconnect is
incorporated
10
.
Standard knob shape to DEF STAN
16-24 shall be used.
Item
No
again to JETTISON. Handle
shall not be rotatable during
streaming.
2
5
6
(a)
(b)
7
8
(a)
INTERNAL FLIGHT
CONTROL LOCKS
2
LANDING FLAPS
CONTROL (see also para
2.4)
INDICATOR
Single or tandem
Side-by-side
POWERED FLYING
CONTROLS SELECTOR
TRIM CONTROLS
2
Manual Controls
Adjacent to engine power
controls
Aft, or outboard of engine
power
controls on left hand console.
2
In case of side-by-side seats
with
centre console location to be
agreed with the Aeroplane
Project
Director. Within reach with
harness
locked.
Adjacent to undercarriage
position
indicator.
Bottom of central engine
instrument
panel, visible to both pilots.
)
)
)
)
)
Lever, rearward movement to lock
flying controls.
Lever - forward or up for flaps UP
aft or down for flaps DOWN.
2
-
Forward or up for power ON.
-
(i) Lever shall be painted red
in accordance with Chapter
103 para 2.5.
(ii) The locks shall be so
designed that it shall be
impossible to obtain
take-off power with locks
engaged.
Standard knob shape to DEF
STAN 16-24 shall be used.
-
Control failure warning shall
be given on Standard Warning
System (see para 12.2).
-
Item
No
Within reach of pilot(s) with
harness locked. Preferably
operable by throttle hand.
A wheel(s) or knob(s) shall be used
and located adjacent to the engine
power controls
8
(cont
)
(b)
(c)
Electrical controls
(i) Roll/Pitch switch
(ii) Rudder trim
(iii) Trim isolating
switch
INDICATOR (see also
para 2.5)
Stick grip control:
switch shall be located on the
stick
grip so that it can be easily
operated by the pilot's gloved
finger or thumb.
Wheel control: switch shall be
placed on each wheel on the
side
opposite to the throttle hand or
after agreement with the
Aeroplane
Project Director on the pedestal
adjacent to the engine power
controls.
Stick grip control: adjacent to
the
engine power controls
Wheel control: on pedestal
adjacent
to engine power controls.
A guard over the standby pitch
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
Actuation shall be in direct
relationship to the desired motion
of the aeroplane.
-
All trim controls shall be
within easy reach with shoulder
harness in place and locked.
Shall have emergency markings.
10
.
Item
No
Manual trimmers
Electrical trimmers
trim
switch, available to pilot(s)
with
harness locked.
On or adjacent to, each trim
control.
Pitch trim indicator on left hand
quarter of main instrument panel;
other indicators also on left hand
quarter of main instrument panel
or
forward to appropriate controls and
easily visible to pilot.
-
-
-
Pitch trim indicator shall be
labelled TAIL.
9
(a)
(b)
(c)
UNDERCARRIAGE
2
NORMAL CONTROL
Single or tandem
STANDBY LOWERING
Single or tandem
Side-by-side
EMERGENCY
Immediately forward and above
the
primary engine controls when
in the
fully open position and shall be
easily reached by pilot(s) in
fully
restrained position.
To the left of the pilot, adjacent
to
the normal landing gear
control.
Lever control: upwards to retract;
downwards to extend.
2 buttons control: top button for
undercarriage UP, lower button for
DOWN.
-
-
Lever control: the override must be
Lever control handle shape shall
be in accordance with DEF STAN
16-24.
-
-
Shall have emergency markings
Item
No
(d)
10
OVERRIDE
RETRACTION
POSITION INDICATOR
(see also para 2.6)
WING SWEEP CONTROL
Adjacent to the normal landing
gear
control and accessible to both
pilots.
Adjacent to or integral with
normal
undercarriage control within
reach
of the pilot(s) in the fully
restrained position.
Adjacent to undercarriage
control.
Adjacent to and outboard of
engine
power controls.
2
actuated and then the level raised.
Push Button: 60 twist and push of
undercarriage Up button.
-
To be agreed with the Aeroplane
Project Director.
-
-
SECTION 4 TABLE 20
CONTROL COLUMN CONTROLS
Control Location
(i) Two or four way trim switch when trimming is by
an electrical system
Top aft face of grip, easily operable
by the gloved finger or thumb
.
(ii) Guns/camera trigger, with Mechanical safety catch Forward face of grip.
(iii) Bombs/RP/weapon release button, with guard Top right hand side of grip.
(iv) Weapon systems (camera) recorder button Top centre after face of grip.
(v) Automatic flight control system disengage button Leading edge of grip.
(vi) Nose wheel steering engage-ment push button Bottom left hand side of grip.
SECTION 4 TABLE 21
CONTROL COLUMN CONTROLS
Control Location
(i) Two or four way trim switch when trimming is by
an electrical system
On side opposite to throttle
hand easily operable by the
gloved finger or thumb (see
also Table 17, Item 8).
(ii) Press-to-transmit push button On side opposite to throttle
hand, positioned to avoid
confusion with trim switch.
(iii) Automatic flight control system disengage button On side opposite to throttle
hand.
(iv) Assisted take-off firing push button, with guard On throttle hand side.
(v) Nose wheel steering push button On side opposite to throttle
hand.
SECTION 4 TABLE 22
GROUND MANOEUVRING CONTROLS
Item
No
1
(a)
(b)
2
3
4
NOSE WHEEL STEERING
2
CONTROL
Single or Tandem
Side-by-Side
INDICATOR
PARKING BRAKE CONTROL
Single or tandem
Side-by-side
TAIL WHEEL LOCKING
WHEEL BRAKES
Push Button control to engage
or disengage located on control
stick grip.
Either a single wheel type
control, outboard of the pilot's
station, normally left hand
seat only, or a rudder pedal
control engaged by a push button
on the flight control wheel or
stick. When flight control
wheel is used switch shall be on
the control side opposite the
throttle hand.
On main instrument panel,
adjacent to undercarriage
control.
On right hand side of cockpit.
Available to first pilot only.
On console aft of engine power
controls. Available to first
pilot only in side-by-side case.
)
)
Press to engage, press to
disengage
Press to engage: press to
disengage.
Indicate IN for nose wheel
steering engaged.
2
Pull to apply brakes, with
provision for locking on.
Switch or lever, forward or
up for LOCK.
For those aeroplanes with
steering control by rudder
pedals actuation of the
steering control may be:
Push to engage, release
to disengage.
-
Indicator to be fitted
only when a push button
control is used on Army
or RAF aeroplanes.
The location shall be such
as to enable the take-off
to be easily and quickly
started.
-
Item
No
(a) NORMAL SYSTEM A brake pedal on each rudder
pedal.
2
Toe operation.
2
-
4
(cont)
(b) EMERGENCY SYSTEM
Single or tandem
Side-by-side
On left hand console within
reach of pilot with harness
locked.
2
Adjacent to engine power
controls within reach of both
pilots with harness locked.
2
Pull to select emergency brakes
system.
Pull to apply brakes.
)
)
)
)
)
Shall have emergency
markings.
10
SECTION 4 TABLE 23
ENVIRONMENT AND ESCAPE CONTROLS AND INSTRUMENTS
Item
No
1 ABANDON AIRCRAFT
COMMAND VISUAL
SIGNAL CONTROL
(see also Chapter 105,
para 12.4)
All multi-seat aeroplanes At first pilot's station, operable
by throttle hand,
12
with
harness locked
2-position switch, guarded
12
in
aft or OFF position. Labelled
ABANDON AIRCRAFT, forward
position labelled ABANDON.
markings.
10
2 AIFRAME DE-ICING
CONTROLS
Single or tandem
Side-by-side
Grouped together on right hand
console
Grouped together on centre
console.
)
)
)
)
)
-
For location of pilot
head heater switch, see
Table 9.
3 ALTIMETER-CABIN
PRESSURE
Right hand side of main instrument
panel.
- -
4 CANOPY OPEN/CLOSE
CONTROL
(see also para 4.1)
Single or tandem
Side-by-side
High and forward on left hand
side of each cockpit.
2
Separate control for each pilot,
high and forward on outboard
sides of cockpit, easily visible.
Alternatively, a single control,
high and forward in centre of
)
)
)
)
)
)
)
)
Forward or downward to close,
corresponding to movement of
canopy.
2
Duplicated controls shall
be capable of independent
operation.
2
Item
No
cockpit, operable by either
pilot.
3
)
5 CANOPY JETTISON CONTROL
(see also Chapter 102)
Single or tandem
Side-by-side
Left hand side of cockpit, about
thigh level, within reach with
arm bent slightly and harness
locked.
Outboard of each pilot or alter-
natively one control within
reach of both pilots, about thigh
level, within reach with arm bent
slightly and harness locked.
)
)
)
)
)
)
)
)
)
)
Pull forward and upward
to operate.
Standard knob shape to
DEF STAN 16-24 shall be
used. Shall have
emergency markings.
10
6 CABIN PRESSURISATION
CONTROL
Single or tandem
Side-by-side
On right hand console.
On central console or roof panel,
available to both pilots.
)
)
)
)
)
)
)
)
)
)
2-position or, where relevant,
3-position switch labelled
CABIN PRESSURE.
Forward position labelled
CRUISE, centre COMBAT, rear
UNPRESS. Gate between
CRUISE and COMBAT, thumb
catch between COMBAT and
UNPRESS
-
7 CABIN EMERGENCY
DEPRESSURISATION
SWITCH
Available to first pilot's
throttle hand irrespective of
location of cabin pressurisation
control (see item 6)
2-position switch, labelled CABIN
PRESSURE RELEASE. Forward
position PRESS, rear UNPRESS.
Gate between switch positions.
Shall have emergency markings.
10
8 CABIN TEMPERATURE
CONTROL
On starboard console. - Standard knob shape to
used.
9 EMERGENCY OXYGEN
CONTROL
On front of seat pan to right of
right knee, but for side-by-side
seats positioning of control to
permit mutual support is accept-
able. Knob to be approximately
Pull upward and rearward to
operate.
Standard knob shape to
used. Shall have emer-
gency markings.
Item
No
at console height, visible to
and within easy reach of pilot.
10 SAFETY HARNESS LOCKING
CONTROL
On front of left hand side of
seat pan.
"Go-forward" lever operating in
natural sense to permit pilot to
extend his reach forward under
control of inertia reel.
Harness shall lock automa-
tically when pilot leans
back.
11 SEAT ADJUSTMENT
CONTROL
(a) VERTICAL ADJUSTMENT On right hand side of seat pan,
or for side-by-side seats with
central console on outboard
side of each seat when access
to seat is limited. Alterna-
tively, for ejection seats,
electrical switch may be on
console.
Mechanical control - Lever
operating in natural sense,
with push button in knob to
unlock lever. Balanced
system may be used.
Electrical control - 3-
position switch operating in
natural sense, with centre-
off position.
-
(b) FORE-AND-AFT
ADJUSTMENT
(non-ejection seats)
Below vertical adjustment
lever.
Lever operating in natural
sense.
See also Chapter 106
para 6.3.1
SECTION 4 TABLE 24
ENGINE CONTROLS
Item
No
1 CARBURETTOR AIR INTAKE
CONTROL
4
(Piston engined aeroplanes)
Aft of, or below, primary engine
power controls.
4
3-position control; forward or
up for RAM, centre for FILTER,
aft or down for HOT.
4
On multi-engined aeroplanes,
a single control shall operate
the air intake valves of all
engines.
The knob shape shall be a
cube mounted vertically
through 2 opposite corners
or a rectangle with rounded
ends mounted along the
major axis.
4
2 COOLING CONTROLS - COWL
GILLS, OIL COOLERS, ETC.
Single or tandem
Side-by-side
Right hand console.
At flight engineer's station
if carried; otherwise on
overhead panel or centre
console, aft of engine power
controls.
)
)
)
)
)
)
Forward, up or clockwise
to increase cooling.
-
3 FUEL CUT-OFF AND IDLING
CUT-OFF CONTROLS
Aft of engine power controls. Forward or up for RUN, aft or
down for CUT-OFF.
-
4 IN-AIR START/RELIGHT
CONTROL
(Turbo-jet and turbo-
propeller aeroplanes)
Single or tandem
Side-by-side
On or adjacent to throttles.
4
On or adjacent to throttles or
on overhead panel.
4
)
)
)
)
2-position switch - forward or
up for ON, aft or down for OFF.
Push button - press for ON.
4
If a separate HP cock is
fitted the control shall
be on or adjacent to the
HP cock.
5 MIXTURE CONTROL
4
Item
No
Single or Tandem
Side-by-side
On the left of the pilot within
easy reach with shoulder harness
in place and locked. (See also
para 5.2).
On a centre console accessible
to both pilots with the shoulder
harness in place and locked. On
aeroplanes having single grip
control of flight services ie stick
control, and side by side seating
which requires duplicated primary
power controls, one set of controls
shall be accessible to the left
hand of each pilot when his
shoulder harness is in place and
locked. (See also para 5.2).
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
Forward for rich mixture.
Knob shape shall be a
radially mounted
cylinder with pyramidal
projections.
4
6 PROPELLER FEATHERING
CONTROL
(Piston engined
aeroplanes.)
Forward in conspicuous position
on cockpit coaming, orientated
horizontally to correspond with
engines. Within reach of
pilot(s) with harness locked.
Shrouded push button, press
to FEATHER, pull to
UNFEATHER.
markings.
10
.
7 PROPELLER PITCH CONTROL
4
Single or tandem
in place and locked. (See also
para 5.2).
)
)
)
)
)
Knob shape shall be in
accordance with DEF STAN
16-24
Side by side On a centre console accessible
control of flight services ie
stick control, and side by side
seating, which requires duplicated
primary power controls, one set of
controls shall be accessible to the
left hand of each pilot when his
shoulder harness is in place and
locked. (See also para 5.2).
)
)
)
)
)
)
)
)
)
)
)
)
Forward for increased RPM
8 PROPELLER PITCH FRICTION
CONTROL
On pitch control lever spindle Knurled knob, rotate clockwise
to tighten
-
Item
No
9 REVERSIBLE PITCH
PROPELLER CONTROLS
4
(Piston engined and turbo-
propeller aeroplanes)
Integral with throttle lever. Movement of throttle aft through
a lift gate to select reverse
pitch: further movement
aft to increase reverse power.
The control shape shall
be a small diameter
cylinder horizontally
end mounted.
4
10 AFTER BURNER
CONTROLS
4
Integral with throttle Outboard and forward through
a gate, or forward with a
positive indication between
full throttle and after-
burner light-up.
Throttle position forward
of gate to be labelled
'Afterburner'.
11 AFTER BURNER (VARIABLE
NOZZLE POSITION)
INDICATOR
(Turbine engined aeroplanes)
On instrument panel near to
engine power indicator.
- -
12 REVERSIBLE JET THRUST
CONTROL
4
Adjacent to or integral with
throttle lever.
(i) Separate control When the
reverse thrust control is separ-
ated from the throttle, aft move-
ment of the control shall result
in an increase of the rearward
thrust component.
Knob shape shall be in
accordance with DEF STAN
16-24.
(ii) Integrated control When the re-
verse thrust control is integrated
with the throttle, reverse thrust
shall be controlled, preferentially
by movement of the throttle aft
through a lift gate with further
movement aft to increase reverse
power.
Note: When this method is impractical
or impossible to implement, reverse
thrust can be selected by another
movement (eg outboard) with forward
movement to increase reverse power.
13 STARTING CONTROLS
(a) IGNITION SWITCHES
Item
No
Single or Tandem
Side-by-side
On left hand side of main instru-
ment panel, forward of engine
power controls.
4
Within reach
with harness locked.
On overhead panel, if fitted
1
:
otherwise forward of engine
power controls. Available to
both pilots with harness locked.
)
)
)
)
)
)
)
)
)
Forward or up for ignition
ON.
Means shall be provided
for switching off all
ignition switches
simultaneously.
(b) STARTER, BOOSTER COIL,
PRIMING AND OIL
DILUTION SWITCHES
Single or tandem
Side-by-side
Grouped on starting panel mounted
centrally below main instrument
panel, or in any other position
not required for in-flight
controls.
Grouped on aft of overhead panel,
if fitted; if not fitted, aft on
centre console; if no centre
console, aft on left hand console.
)
)
)
)
)
)
)
)
)
)
-
Starter and booster coil
switches for each engine
shall be side-by-side.
14 STARTING CONTROLS
(a) IGNITION SWITCHES Adjacent to, and to left of,
starter button.
Forward or up for ignition ON. -
(b) STARTER CONTROLS
Single or tandem Aft on right hand console. - -
15 SUPERCHARGER CONTROLS
4
(Piston Engined Aeroplanes)
Single or Tandem Outboard and aft of engine
power controls
Item
No
Side by Side On centre console to the left
and aft of engine power
controls.
- The knob shape shall be a
radially mounted cylinder
with fluted sides repre-
senting an impeller or a
cube with rounded edges
mounted horizontally on
its central axis.
4
16 THROTTLES
4
Single or tandem
Side-by-side
in place and locked (see also
para 5.2).
On a centre console accessible
control of flight services ie
stick control, and side by side
seating which requires duplicated
primary power controls, one set
of controls shall be accessible
to the lefthand of each pilot
when the shoulder harness is in
place and locked. (See also para
5.2).
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
Forward to increase performance.
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
)
Duplicated controls shall
be interconnected.
Throttle shape shall be
in accordance with
DEF STAN 16-24.
17 THROTTLES - FRICTION
CONTROL
On throttle spindle. Knurled knob, rotate clockwise
to tighten.
A lever is not acceptable
18 ENGINE EMERGENCY
SHUT-DOWN CONTROL
4
Above the engine instruments or
on the overhead console adjacent
to the Fire Extinguishant/Agent
Discharge Control.
(i) 'T' handle: Pull down to shut
down affected engine.
(ii) Protected push button or toggle
switch. Actuation of the toggle
The 'T' handle control shape
shall be in accordance with
DEF STAN 16-24
Item
No
switch shall be upward or forward
to activate
markings.
10
19 FIRE EXTINGUISHANT/AGENT
DISCHARGE CONTROL
4
Above engine instruments or on
the overhead console adjacent to
the Engine Emergency Shut-down
Control
Push button or toggle switch,
protected where applicable.
Actuation of the toggle switch shall
be upward or forward to activate.
markings.
10
20 PROPELLER CONDITION/HIGH
PRESSURE COCK (TURBO-
PROP AEROPLANES)
4
Adjacent to the engine power
controls and in multi-engined
aeroplanes shall be arranged
side by side in the same order
as the engine power controls.
See para 5.3. The knob shape shall be in
accordance with Fig. 14
DEF STAN 16-24.
21 THRUST VECTOR CONTROLS
18
The thrust vector control
shall be designed and positioned
so that the pilot can easily
control the magnitude and
direction of thrust vector
throughout the full range of
engine power and vector control.
Either a lever or a three
position switch shall be used.
Aft movement of the lever or switch
shall rotate the direction of the
thrust vector upward from the
horizontal (i.e. away from the
aeroplane horizontal axis) to the
vertical and if necessary through
the vertical.
(i) When a three position
switch is used, it shall
be spring loaded to return
to the centre off position.
(ii) The shape of the
controls shall not conflict
with any existing control
shapes in DEF STAN 16-24.
SECTION 4 TABLE 25
FUEL SYSTEM CONTROLS
Item
No
1 BOOSTER PUMP CONTROLS On fuel system panel (see
para 6.1).
Switches guarded against
inadvertent operation.
-
2 CROSS-FEED AND TRANSFER
COCKS
On fuel system panel (see
para 6.1).
In the natural sense, i.e. left to
right or front to rear, according
to the disposition of the fuel tanks.
-
3 DROP TANKS RELEASE
CONTROL (see also
para 6.3)
On left hand console or left
hand side panel, within
reach with harness locked.
2-Position, guarded, switch-forward or
up for SAFE, aft or down for RELEASE.
Alternatively, recessed push button-
push for RELEASE.
Control shall be labelled.
DROP TANKS/RELEASE.
4 EMERGENCY FUEL SWITCHES
4
(Fuel Isolating Switches)
On the same side as the
throttle in a position from
which it can be easily seen
and readily reached by the
pilot.
- Shall have emergency
markings.
10
5 FUEL SYSTEM SELECTOR
CONTROLS
4
(Toggle or Rotary Switches)
For single and tandem pilots,
aft of, and as close as
practical to the primary
power control.
- -
6 FUEL JETTISON CONTROL On fuel system panel (see
para 6.1)
Double action control, pull and twist
to jettison.
-
7 HP FUEL COCKS
(Turbo-jet engined
aeroplanes)
Incorporated in throttle
lever, unless reverse thrust
is provided, then a separate
control adjacent to the
associated throttle.
- -
Item
No
8 LP FUEL COCKS On fuel system panel (see
para 6.1).
Forward or up for fuel ON. Standard knob shape to DEF
STAN 16-24 shall be used.
9 IN-FLIGHT REFUELLING
CONTROLS
17
(a) Selection/Reset
Controls
In single or tandem seat
aeroplanes operated by the
left hand. In multi-seat
aeroplanes near to and
operated by the second crew
member or flight engineer.
- -
(b) Disconnect Control In single or tandem seat
aeroplanes on the control
column and operated with the
right hand. In multi-seat
aeroplanes on the control
column and operated by the
pilot.
- -
SECTION 4 TABLE 26
ELECTRICAL CONTROLS
Item
No
1 ANTI-DAZZLE LIGHTING
SWITCH (see also Chapter
110)
On lighting panel, in such a
position that pilot(s) can
find and operate it quickly
and easily when blind and with
harness locked.
3-Position guarded switch-forward
or up for BRIGHT, centre for OFF,
aft or down for DIM.
14
Switch shall be labelled
ANTI-DAZZLE.
14
2 MASTER ELECTRICAL
SWITCHES
13

Single or Tandem
Together and in the most
forward position on the right-
hand console.
)
)
)
)
)
Guarded Switches
Side-by-Side Together and if possible
accessible to both pilots and
on the overhead panel if
fitted.
)
)
)
)
-
3 LIGHTING, DE-ICING, ANTI-
ICING, PITOT HEAD AND EN-
VIRONMENTAL CONTROL
SWITCHES
13
Single or tandem Functionally grouped together
on the right console
)
)
)
- -
Side-by-Side Functionally grouped together
and if possible, accessible
to both pilots and on the over-
head panel if fitted.
)
)
)
)
- -
4 LANDING LAMP SWITCHES Adjacent to undercarriage Beam angle control switch, Multi-purpose switch
control or aft of engine power
controls
13
within reach of
pilot(s).
forward for DOWN, aft for
UP.
may be used for both
landing and taxying
lamps.
SECTION 4 TABLE 27
RADIO CONTROLS
Item
No
1 COMMUNICATION, NAVIGATION,
IDENTIFICATION AND
APPROACH AID CONTROLS
(a) CONTROLS USED DURING
CRITICAL MODES OF
FLIGHT, INCLUDING
TAKE-OFF AND LANDING
Operable by pilot(s) throttle
hand with minimum inter-
ference with his primary
tasks. Readily visible from
pilot's normal eye datum
without movement of head.
Within easy reach with harness
locked.
6
Any radio change-over switch
shall operate in natural sense.
If a remote channel and/or
frequency indicator is
fitted, it shall be loca-
ted in the pilot's forward
field of view, but not below
the level of the primary
flight instruments.
6
(b) CONTROLS NOT USED
DURING CRITICAL MODES
OF FLIGHT
Single or Tandem On right hand console
6
within reach with harness
locked. Readily visible
from pilot's normal eye
datum without movement of
head.
)
)
)
)
)
)
)
Any radio change-over
switch shall operate
If a remote channel and/
or frequency indicator is
Side-by-Side On centre console or over-
head panel within reach of
both pilots
6
with harness
locked. Readily visible
from pilot's normal eye
datum without movement of
head.
)
)
)
)
)
)
)
in natural sense. fitted, it shall be
located in the pilot's
forward field of view, but
not below the level of the
primary flight instruments
6
.
Item
No
2 MUTING SWITCH Adjacent to VHF/UHF controls.
Operable by throttle hand.
2-position toggle switch-forward
or up for NORMAL, aft or down
for MUTE.
-
3 PRESS-TO-TRANSMIT SWITCH
Single or Tandem In end of inboard throttle grip. )
)
Side-by-Side On spectacle type control grip,
on side opposite to throttle
hand, positioned to avoid
confusion with trim switch.
One for each pilot.
)
)
)
)
)
Press to TRANSMIT Toggle switch not
acceptable.
4 RADIO ALTIMETER
SELECTOR
Single or tandem Preferably for operation by
throttle hand. Otherwise
right hand side of cockpit.
- -
Side-by-Side Within reach of both pilots. - -
SECTION 4 TABLE 28
ARMAMENT CONTROLS
Item
No
1
(a)
BOMB DOORS
CONTROL On left hand console or side
panel.
2 or 3-position control.
For 3-position control-forward
or up for OPEN, centre for
CLOSED, aft or down for AUTO.
-
(b) POSITION INDICATOR On left hand side of cockpit,
or instrument panel. To be
mounted vertically and easily
seen by both pilots.
3-Position magnetic indicator,
labelled BOMB DOORS POSITION,
showing black for closed,
striped for transit and white
with black O for open.
-
2 BOMBS/RP/WEAPON
RELEASE
Top right hand side of stick
grip.
1
Guarded button - press to
release.
-
3 WEAPON SYSTEM (CAMERA)
RECORDER
Top centre aft face of stick
grip.
1
Push button - push to actuate. -
4 GUN TRIGGER Forward face of stick grip.
1
Conventional. Mechanical
safety catch to be fitted.
Gun trigger shall also
operate cine camera.
5 JETTISON CONTROLS
(Non-nuclear stores)
(a) ALL EXTERNAL STORES On vertical panel immediately
forward of engine power
controls in such a position
that it can be operated while
maintaining normal forward
vision. Within reach of
both pilots, or if not possible,
first pilot only, with harness
locked.
Recessed push button, un-
guarded - push to release all
external armament stores and
fuel drop tanks. Labelled
ALL EXTERNAL STORES JETTISON
markings.
10
(b) EXTERNAL ARMAMENT
STORES
- Recessed push button, unguarded
push to release all external
armament stores.
Selective jettisoning shall
be provided when required
by the Project Director.
(c) INTERNAL BOMBS Left hand console, well separ-
ated from bomb door control.
3-Position guarded switch-forward
or up for JETTISON, centre for
(i) Shall control operation
of bomb door and jettisoning
Item
No
OFF, aft or down for OVERRIDE. of bombs in sequence.
(ii) Shall have emergency
markings.
6 MANUAL AI CONTROLLER Left hand console. - -
7 MANUAL RANGING CONTROL On throttle grip. Turn anti-clockwise or
wrist down for minimum
range.
-
8 SIGHTING CONTROLS On or adjacent to the
throttle lever.
- -
9 TARGET REJECT SWITCH On throttle grip. 3-Position switch-forward
for OUT, centre for OFF,
aft for IN.
-
10 WEAPON SIGHT
EMERGENCY
RETRACTION CONTROL
On left hand side of
weapon sight base.
Push to retract Shall have emergency
markings.
10
SECTION 4 TABLE 29
FLYING INSTRUMENT CONTROLS
Item
No
1 INSTRUMENTS POWER
FAILURE INDICATOR
(see also para 10.2)
Adjacent to attitude indicator. Magnetic indicator to show black and
white diagonal stripes when
changeover to standby inverter has
occurred.
Labelled STANDBY INVERTOR ON
-
2 PITOT HEAD HEATER
SWITCH
With engine starting group. - -
3 TURN AND SLIP STANDBY
POWER SWITCH
Adjacent to each turn and slip
indicator.
Labelled T AND S STANDBY SUPPLY
ON/OFF.
-
SECTION 4 TABLE 30
LIMITS OF HUMAN TOLERANCE (G)
Direction Max Jerk
(See (Impulse Duration (ms) (G/sec)
Note 1) (see
1000 500 200 100 60 40 20 10 1 Note 2)
Forward 12 17 25 33 40 45 50 60 60 500
Aft 20 23 30 36 38 40 45 47 47 500
Lateral ( 4) ( 5) (10) 12 (13) (14) (15) (16) (16) 500
Down 5 7 10 15 20 25 25 25 25 500
Up 5 7 10 12 13 14 17 18 19 100
NOTES ON TABLE 28
(1) Directions are those of the pilot's eyeball movement, during the impulse, relative to aeroplane axes.
(2) Jerk is also known as 'aggravation' and onset rate'.
(3) Forward, aft, down and up values have been taken from Reference 1 of Leaflet 0 under 4.22.
(4) For lateral accelerations the value 12 at 100 ms has been taken from para 4.3.5 of USARTL-TR-79-22B. (Part of Reference 1). Other values
have been derived by proportion using forward and aft values for comparison. These are bracketed.
(5) The times given are the plateau durations. Total times will in each case be longer because of the time required for the initial jerk.
(6) For design purposes acceleration factors given may be assumed to be whole-body tolerance limits for all seated fully-restrained occupants.
GENERAL NOTES ON TABLES 29 TO 40
(1) Directions are given as in Note (1) above.
(2) The figures given in Tables 29 to 35 are taken from Reference 2 of Leaflet 0.
(3) The figures given in Tables 37 to 40 are taken from Chapter 307 of DEF STAN 00-970 Vol 1 as at AL 10.
(4) Conversions from ft/sec to m/sec are given to nearest 1/2 m/sec.
SECTION 4 TABLE 31
DESIGN AND TEST CASES
CASE
NO
PARTS
AFFECTED DIRECTION VELOCITY CHANGE
PLATEAU
DURATION
m/s ft/sec m/s
1 Cockpit Longitudinal forward 6.1 20 100
2 Cabin Longitudinal forward 12.1 40 100
3 All Vertical down 12.8 42 50
4 All Lateral 9.1 30 100
5 All Vertical down and
Longitudinal forward
12.8
8.2
42
27
50
100
6 All Vertical down and
4.3
30.5
14
100
50
100
7 Airframe
and
Seats
Vertical down 7.9 26 50
8 All
Seats
Vertical down,
Longitudinal forward,
and Lateral
13.0
7.6
2.6
42.6
25.0
8.7
50
100
100
9 All
Seats
and Lateral
13.2
7.6
43.3
25.0
100
100
10 Crew
Seats
Vertical down 12.6 42.0 50
NOTES ON TABLE 2
(1) Case 5. High angle approach, 50 ft/sec (15.2 m/s) at 50
o
.
(2) Case 6. Low angle approach to ploughed field 101 ft/sec (30.8 m/s) at 8
o
.
(3) Case 7. Undercarriage up case. May also be used as guidance when
considering ditching cases.
(4) Case 8 & 9 Test cases 50 ft/sec (15.2 m/s) resolved.
(5) Case 10. Test case for crew seats with 50% and 95% dummy.
All cases except case 6. Impacts are against rigid hard surfaces.
SECTION 4 TABLE 32
SEATS FOR CREW AND SPECIFIED OCCUPANTS
(Clause 4.22 and Leaflet 76 Para. 2.1)
Direction Acceleration Body Mass Deflection Limit
Factor (G) lb kg in cm
Forward 35 250 114 2 5.1 Max
Aft 12 250 114 2 5.1 Max
Lateral 20 250 114 4 10.2 Max
Down (bottomed)* 48 (25-25)
(15 preferred)
250 91 12 30.5 Min
Up 8 250 114 2 5.1 Max
* See Leaflet 75 Para. 7.1
SECTION 4 TABLE 33
SEATS FOR OTHER OCCUPANTS
(Clause 4.22 and Leaflet 76 Para. 3.1)
Direction Acceleration Body Mass Deflection Limit
Factor (G) lb kg in cm
Forward (bottomed)* 35 (30-15) 242 110 - -
Aft 12 242 110 - -
Lateral U&OR*
(bottomed) ACR*
23 (23-10)
20 (20-10)
242
242
110
110
-
-
-
Down (bottomed)* 36 (14.5 1.0) 198 90 12 30.5 Min
Up 8 242 110 - -
U&OR = Utility and Observation Aeroplanes (Cat B)
A&CR = Attack and Cargo Aeroplanes (Cat A and B)
SECTION 4 TABLE 34
HAZARDOUS EQUIPMENT ETC
(Clause 4.22)
Direction Acceleration
Factor (G)
Note
Forward 35
Aft 15
For acceleration factors
applicable to Non-Hazardous
Lateral 25 Equipment and Components
See para 4.9.5.
Down 50
Up 10
SECTION 4 TABLE 35
CARGO AND FREIGHT
(Clause 4.22)
Direction Restraint (G)
Forward (bottomed)* 35 (16-6)
Aft As para 4.10.3
Lateral (bottomed)* 25 (10.3) BLANK
Down As para 4.10.3
Up As para 4.10.3
SECTION 4 TABLE 36
RESTRAINT OF MASSIVE ITEMS
(Clause4.22)
Direction Individually (G) Combined
Forward 20 20
or
10
or
10
or
) Longitudinal
)
Aft 20 20 10 10 ) Alternatives
Lateral 18 0 9 18 Alternating L & R
Down 20 10
or
20
or
10
or
) Vertical
)
Up 10 5 10 5 ) Alternatives
SECTION 4 TABLE 37
STRETCHERS (LITTERS)
(CLAUSE 4.22)
Direction Restraint (G)
Forward 20
Aft 12
Lateral 20 BLANK
Down 25
Up 8
SECTION 4 TABLE 38
SEA CONDITIONS
World
Sea Meteorological Organisation Design Design
State Description Significant Wave Wind
No Wave Height (m) Slope Speed (kn)
0 Calm (Glassy) 0 - -
1 Calm (Ripples) 0 - 0.1 - -
2 Smooth (Wavelets) 0.1 - 0.5 - -
3 Slight 0.5 - 1.25 1:20 15
4 Moderate 1.25 - 2.5 1:16 20
5 Rough 2.5 - 4.0 1:12 25
6 Very Rough 4.0 - 6.0 1:10 30
7 High 6.0 - 9.0 - -
8 Very High 9.0 - 14.0 - -
9 Phenomenal over 14 - -
NOTES ON TABLE 9
(1) The Significant Wave Height (SWH) is defined as the average value of the height (vertical distance between trough and crest) of the largest 1/3
of waves present.
(2) The Maximum Wave Height (MWH) is usually taken as 1.6 x Significant Wave Height (eg SWH of 6 metres gives MWH of 9.6 metres).
(3) The arbitrary values given in columns 4 and 5 have been selected from North Atlantic data as those most suitable for use in design.
SECTION 4 TABLE 39
INERTIA FACTORS (G) FOR STATIC DESIGN AND STATIC TEST OF SEATS, HARNESSES, EQUIPMENT, LOCAL FITTINGS AND
SUPPORT STRUCTURE FOR THE CREW AND SPECIFIED OCCUPANTS
Direction Cat
A
Cat
B
Cat
C
Longitudinal forward 25 9 9
Longitudinal aft 10 5 5
Lateral 10 5 7
Vertical down 25 14 12
Vertical up 10 4 3
SECTION 4 TABLE 40
VELOCITY CHANGE AND IMPACT DURATION AT IMPACT POINT FOR DYNAMIC TEST OF SEATS, HARNESSES, EQUIPMENT,
LOCAL FITTINGS AND SUPPORT STRUCTURE FOR THE CREW AND SPECIFIED OCCUPANTS
Direction Vel Change
ft/sec (m/s)
Duration (ms)
Cat
A
Cat
B
Cat
C
Cat
A
Cat
B
Cat
C
Longitudinal forward 80(14) 72(22) 63(19) 100 150 150
Longitudinal aft 32(10) 43(13) 39(12) 100 150 150
Lateral 32(10) 43(13) 29(9) 100 150 90
Vertical down 40(12) 58(17) 35(10) 50 75 60
Vertical up 32(10) 36(11) 10(3) 100 150 60
NOTES ON TABLES 10 TO 13
(1) All figures are taken from DEF STAN 00-970 Vol 1, Chapter 307 as at AL 10.
(2) The figures for Category B aeroplanes are derived from crash data gathered for Light Aeroplanes during the period 1950 to 1970 scaled down
in the ratio 15 : 9.
(3) The figures for Category C aeroplanes are from USAAVLABS Tech Report 70-22 (1969) scaled down in the ratio 13 : 9.
SECTION 4 TABLE 41
INERTIA FACTORS (G) FOR STATIC DESIGN AND STATIC TEST OF TROOP, PARATROOP AND PASSENGER SEATS, HARNESSES,
CARGO, FREIGHT, EQUIPMENT, COMPONENTS OF SYSTEMS, LOCAL FITTINGS AND SUPPORT STRUCTURE FOR AEROPLANE
CATEGORIES B AND C
Longitudinal forward 9
Longitudinal aft 1
Lateral 1
Vertical down 4
Vertical up 2
SECTION 4 TABLE 42
VELOCITY CHANGE AND IMPACT DURATION AT IMPACT POINT FOR DYNAMIC TEST OF TROOP, PARATROOP AND PASSENGER
SEATS, HARNESSES, EQUIPMENT, LOCAL FITTINGS AND SUPPORT STRUCTURE FOR AEROPLANE CATEGORIES B AND C
Direction
(see Note 1)
Vel change
ft/sec (m/s)
Duration
(ms)
Longitudinal forward 58 (17) 200
Longitudinal aft 10 (3) 200
Lateral 6 (2) 120
Vertical down 9 (2) 60
Vertical up 4 (1) 60
SECTION 4 FIGURE 1
SECTION 4 FIGURE 2 90 STEP
SECTION 4 FIGURE 3 -COS BUMP
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
I
S
S
U
E

2
S
E
C
T
I
O
N

4
P
a
g
e

4
5
6
D
e
c

9
9
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
S
E
C
T
I
O
N

4
P
a
g
e

4
5
7
D
e
c

9
9
Fig. 6a SINGLE REPAIRED CRATER
Fig. 6b DOUBLE REPAIRED CRATERS
SECTION 4 FIGURE 6 SINGLE AND
DOUBLE REPAIRED CRATERS
SECTION 4 FIGURE 7 - RECOMMENDED BOUNDARIES FOR LIGHT SIGNALS
SECTION 4 FIGURE 8 - RECOMMENDED BOUNDARIES FOR YELLOW
AND RED LIGHT SIGNALS
SECTION 4 FIGURE 9 - RECOMMENDED BOUNDARIES FOR GREEN
LIGHT SIGNALS
SECTION 4 FIGURE 10 - RECOMMENDED BOUNDARIES FOR WHITE
AND YELLOW LIGHT SIGNALS
SECTION 4 FIGURE 11 - RECOMMENDED BOUNDARIES FOR BLUE AND
VIOLET LIGHT SIGNALS
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
S
E
C
T
I
O
N

4
P
a
g
e

4
6
4
D
e
c

9
9
S
E
C
T
I
O
N

4

F
I
G
U
R
E

1
2
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
S
E
C
T
I
O
N

4

P
a
g
e

4
6
5
D
e
c

9
9
S
E
C
T
I
O
N

4

F
I
G
U
R
E

1
3
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
S
E
C
T
I
O
N

4
P
a
g
e

4
6
6
D
e
c

9
9
S
E
C
T
I
O
N

4

F
I
G
U
R
E

1
4
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
S
E
C
T
I
O
N

4

P
a
g
e

4
6
7
D
e
c

9
9
S
E
C
T
I
O
N

4

F
I
G
U
R
E

1
5
D
E
F

S
T
A
N

0
0
-
9
7
0

P
A
R
T

1
/
2
S
E
C
T
I
O
N

4
P
a
g
e

4
6
8
D
e
c

9
9
S
E
C
T
I
O
N

4

F
I
G
U
R
E

1
6
AIR SPEED HEADING (2) ALTITUDE (3)
ATTITUDE
ANGLE OF ATTACK (1) HEADING (2) VERTICAL SPEED
NOTES: (1) Angle of attack if required.
(2) Heading may be located at the top or bottom of the display.
(3) Altitude may be either barometric, radar, or both.
SECTION 4 FIGURE 17 LAYOUT OF FLIGHT DATA IN PILOT'S
DISPLAYS
SECTION 4 FIGURE 18
SECTION 4 FIGURE 19 THERMAL REQUIREMENTS FOR OCCUPIED COMPARTMENTS
In the electronic version Click Here to return to Section 4
I nside Rear Cover
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Copying Only as Agreed with DStan
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An Executive Agency of The Ministry of Defence
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Internet e-mail enquiries@dstan.mod.uk

File Reference
The DStan file reference relating to work on this standard is D/DStan/21/970
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Guidance for use of Defence Standard 00-970 issue 2
This guidance is provided to assist users navigate through 00-970 in the most efficient and
effective way.
The Changes
Volume 1
The Defence Standard 00-970 Volume 1, Books 1, 2 and 3, issue date 12
th
December 1984;
00-970 issue 1; Design & Airworthiness Requirements for Service Aircraft (Aeroplanes)
Volume 1, Book 1

Volume 1, Book 2

Volume 1, Book 3
have been superseded by;
00-970 issue 2; Design & Airworthiness Requirements for Service Aircraft,
Part 0- Procedures for Use, Content and Definitions

Part 1- Combat Aeroplanes: Section 1, General

Part 1- Combat Aeroplanes: Section 2, Flight

Part 1- Combat Aeroplanes: Section 3, Structure

Part 1- Combat Aeroplanes: Section 4, Design and Construction

Part 1- Combat Aeroplanes: Section 4, Supplement Leaflets

Part 1- Combat Aeroplanes: Section 5, Power Plant

Part 1- Combat Aeroplanes: Section 6, Equipment

Part 1- Combat Aeroplanes: Section 7, Operating Limitations and Information
Part 1- Combat Aeroplanes: Section 8, Gas Turbine Auxiliary Power Unit Installation

Part 1- Combat Aeroplanes: Section 9, Military Specific Systems
Volume 2
The Defence Standard 00-970 Volume 2, Books 1, 2 and 3, issue date 31
st
July 1984;
00-970 issue 1; Design & Airworthiness Requirements for Service Aircraft (Rotorcraft)
Volume 1, Book 1

Volume 1, Book 2

Volume 1, Book 3
are the extant Defence Standards for Rotorcraft.
Future Changes
A program of work is in place to update;
Defence Standard 00-970 Volume 2, Books 1, 2 and 3, issue date 31
st
July 1984
to
00-970 issue 2; Design & Airworthiness Requirements for Service Aircraft, Part 7- Rotorcraft.
Other parts detailed in 00-970 issue 2; Design & Airworthiness Requirements for Service
Aircraft, Part 0- Procedures for Use, Content and Definitions are under development. All new
parts will be promoted on the DStan web site and in SID news as they are published.
Navigating through the Standard
Part 0, Sections 1 and 2, are key starting points for those unfamiliar with the new format of 00-
970 issue 2.
All of the 00-970 range of standards may be accessed or downloaded directly from the
DStan web site. They are listed in ascending numerical order by Part, Section and then
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