Ministry of Defence

Defence Standard 00-970 Part 1

Issue 8 Publication Date 31 October 2011

Design and Airworthiness Requirements

for
Service Aircraft

Part 1
Fixed Wing

Section 1 – General Requirements

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 DEF STAN 00-970 PART 1/8
SECTION 1

AMENDMENT RECORD

Amd No Date Text Affected Signature and Date

REVISION NOTE
This standard is raised to Issue 8 to update its content.

HISTORICAL RECORD

This standard supersedes the following:

Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 7 dated 31 January 2011
Design Requirements for Service Aircraft

Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 6 dated 05 February 2010
Design Requirements for Service Aircraft

Defence Standard (Def Stan) 00-970 Issue 5 dated January 2007

Design Requirements for Service Aircraft

Defence Standard (Def Stan) 00-970 Issue 4 dated January 2006

Design Requirements for Service Aircraft

Defence Standard (Def Stan) 00-970 Issue 3 dated October 2003

Design Requirements for Service Aircraft

Defence Standard (Def Stan) 00-970 Issue 2 dated 01 December 1999

Design Requirements for Service Aircraft

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 2nd Edition dated 1924

Handbook of Strength Calculations

Handbook (HB) 806 1st Edition dated 1918

Handbook of Strength Calculations
.

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 DEF STAN 00-970 PART 1/8
SECTION 1

CONTENTS

Description Page No

Preface 4

SECTION 1 – GENERAL REQUIREMENTS

1.0 Introduction 5
1.1 General Requirements 6
1.2 General Flight Test Requirements 17

SUPPLEMENTS
Section 1 - Leaflet 1 and 2
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 DEF STAN 00-970 PART 1/8
SECTION 1

DESIGN AND AIRWORTHINESS REQUIREMENTS

FOR SERVICE AIRCRAFT

PART 1 – FIXED WING

SECTION 1 – GENERAL REQUIREMENTS

PREFACE

a. This Part of the Defence Standard 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.

b. This Part of the Defence Standard has been produced by the Joint Airworthiness
Committee (JAC).The JAC is composed of representatives from the Military Aviation
Authority (MAA), the MOD Service Departments, and the Aerospace, Defence and Security
Industries (A|D|S), previously known as Society of British Aerospace Companies.

c. This Part of the Standard has been agreed by the authorities concerned with its use and
is intended to be used whenever relevant in all future designs, contracts, orders etc. and
whenever practicable by amendment to those already in existence. If any difficulty arises
which prevents application of this Part of the Defence Standard, or if there are any
suggestions or queries relating to its contents, these should be addressed to: MAA-Tech-Cert-
ADS GroupMailbox@mod.uk

d. Please address any enquiries regarding this standard, whether in relation to an

invitation to tender or to a contract in which it is incorporated, to the responsible technical or
supervising authority named in the invitation to tender or contract.

e. Compliance with this Defence Standard shall not in itself relieve any person from any
legal obligations imposed upon them. Project Leaders are to ensure that equipment procured
from outside of the European Union (EU), meets or exceeds those legal requirements
mandated within the EU (See MAA 01 Chapter 1 and the RA1000 Series).

f. This standard 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 however caused when the standard
is used for any other purpose.

WARNING

The Ministry of Defence (MOD), like its contractors, is subject to both United Kingdom and
European laws regarding Health and Safety at Work. Many Defence Standards set out
processes and procedures that could be injurious to health if adequate precautions are not
taken. Adherence to those processes and procedures in no way absolves users from complying
with legal requirements relating to Health and Safety at Work.

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DEF STAN 00-970 PART 1/8

SECTION 1
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SECTION 1 – GENERAL REQUIREMENTS

1.0 INTRODUCTION

1.0.1 This section specifies general requirements for application in the design of aircraft. They cover a number of disparate subject areas which are
relevant to the detailed system level requirements in later sections. The information is contained within two clauses

1.1 General Requirements

1.2 General Flight Test Requirements

1.0.2 This content is intended to be similar to JAR 25 Sub Part A and contains content previously issued as Chapter 100 and 1000 of Def Stan 00-970 Issue
1.
Not for Resale

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DEF STAN 00-970 PART 1/8

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SECTION 1

1.1 GENERAL REQUIREMENTS

1.1.1 This information was previously issued as Chapter 100 of Def Stan 00-970.

REQUIREMENT COMPLIANCE GUIDANCE

MOCK-UPS
1.1.2 At an early stage in the development cycle, For further details see MAP RA 5211and ASCC
a full-scale aeroplane mock-up shall be fabricated Air Standard 61/116/9B.
by the aeroplane manufacturer to function as a
design tool in determining the optimum aeroplane
configuration.
STANDARD ITEMS
1.1.3 The requirements of the appropriate Where these requirements standardize a given See also Part 1, Section 4, Clause 4.1.
Standards shall be met (see MAP RA 5203 for item (e.g., a piece of equipment or a type of fluid
order of preference) or gas), no other item shall be used to perform
Not for Resale

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 Project

Team Leader

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DEF STAN 00-970 PART 1/8

SECTION 1

INSTALLATION INFORMATION FOR ITEMS OF EQUIPMENT

1.1.4 All items of equipment shall be installed in See MAP RA 5204.
accordance with the information given in the
relevant Aircraft Equipment Installation
Information (AEII), Radio Installation
Memorandum (RIM) or other equivalent document.
STRENGTH
1.1.5 Whenever they are applicable, strength
clauses are introduced into the systems and
installations sections. These have, of necessity, to
vary in form, but in all cases the applicability of the
general strength requirements of the aeroplane to
the installation shall be considered.
NOISE AND VIBRATION
1.1.6 In designing the aeroplane, consideration The aspects to be observed are stated in Part 1,
Not for Resale

shall be given to problems THAT CAN BE Section 2, Clause 2.23, Part 1, Section 4, Clauses
CAUSED by noise and vibration which can unduly 4.8 and 4.15, and Part 13, Section 1.2 and 1.6.
affect the AEROPLANE’S STRUCTURE, ITS
INSTRUMENTS AND avionic equipment, as well
as the OPERATIONAL EFFICIENCY OF THE
crew.
TESTS
PROTOTYPE TESTS
1.1.7 Unless otherwise stated tests shall be
considered as applying to prototype systems and
installations, and shall be conducted on all
prototypes.

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DEF STAN 00-970 PART 1/8

SECTION 1

COMPONENT TESTS
1.1.8 When a component, which is governed by a Where necessary, however, such components shall
separate specification, is employed, acceptance be included in the subsequent functioning tests of
tests in accordance with the requirements of the the complete installation or system.
appropriate specification shall have been carried
out on that component prior to its installation.
PREVENTION OF INCORRECT ASSEMBLY OF SYSTEMS
1.1.9 For parts in systems which are likely to This requirement shall be applied without The requirements of this clause govern the
cause accidents or major damage if incorrectly qualification to the following systems and to such design of systems or parts in systems to prevent
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assembled, the design shall be such that their other systems as may be agreed: incorrect assembly.
incorrect assembly is mechanically impossible.
(a) flying control systems (as defined
in Part 1, Section 4, Clause 4.10),

(b) fuel systems,

Not for Resale

(c) escape systems (including hoods),

(d) pitot-static systems, and

(e) undercarriage retraction and

lowering systems.

Note: If compliance with this requirement

involves severe penalties, the contractor should
inform the Project Team Leader at an early stage
in the design.
1.1.10 For parts in other systems, every effort shall Colour markings by themselves are not
be made to ensure that their incorrect assembly to acceptable.
other parts of the system or to parts of other
systems is as difficult as possible. As a minimum

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requirement, such parts shall be provided with

clearly discernible permanent markings which
correspond to similar markings on fixed parts of the
system or of the aeroplane.
1.1.11 In fluid systems, the direction of flow shall
be shown on the pipes and components as near as
possible to the union.
CONDITIONS OF OPERATION
1.1.12 All installations and systems shall function See also Part 1, Section 7.1.
correctly under all conditions, on the ground, in
flight and at altitude, for which they are required to
operate.
POWER-OPERATED SYSTEMS
INDEPENDENCE OF SERVICES
1.1.13 The aim shall be to ensure that a single Note: Failure here means technical defect or
failure of any power-operated service or system malfunctioning from any cause whatsoever. In
Not for Resale

shall not prevent adequate functioning of any other addition, the spirit of the requirement should be
power-operated service which is vital to any of the met, so far as is practicable, when failure results
following: from enemy action instead of technical defect.

(a) safety of the aeroplane in flight or in

landing,

(b) escape of the crew from the

aeroplane, and

(c) ability of the aeroplane to perform

its operational mission or, if failure would
mean cancelling the mission, return safely.

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PROVISION OF POWER FOR USE IN AN EMERGENCY

1.1.14 Failure of any or all the engines in flight The Contractor’s method of meeting the
shall not result in the pilot being unable to operate requirement shall be discussed with the Project
those powered services which are essential to Team Leader at an early stage in the design.
retaining control for sufficient time to enable the
engine(s) to be re-started, an emergency landing to
be made, or if this is not possible for safe
evacuation of the aeroplane.
ALIGNMENT OF DIRECTIONALLY SENSITIVE EQUIPMENT AND WEAPONS
1.1.15 The design of the aeroplane shall include (a) The reference datum should, whenever See also Leaflet 1
provision for checking and adjusting the alignment practicable, be common to all directionally
of directionally sensitive equipment and weapons sensitive equipment and weapons. When this is Note: Aeroplanes fitted with inertial navigation
with respect to a reference datum in the aeroplane not possible, means of checking alignment devices may need to be provided with special
and to a tolerance acceptable to the whole system. between reference and common datums shall be facilities for their alignment on the ground and,
Where practicable, carrier-borne aeroplanes shall provided. for carrier-borne aeroplanes, at sea.
Not for Resale

have means for checking and adjusting alignment at

sea. (b) Whenever possible, a method of alignment
common to all equipment and weapons in the
aeroplane shall be used.

(c) The amount of ground equipment required

for checking alignment shall be kept to a
minimum.

(d) The aeroplane designer shall discuss with

the equipment designers concerned and with the
Project Team Leader at an early stage in the
design of the aeroplane, the alignment procedure
to be adopted in respect of directionally sensitive
equipment and weapons. The alignment
procedure shall include:

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(1) the detailed method of alignment,

(2) the reference datum of the

aeroplane, and

(3) a statement of the alignment

accuracy.
ANGULAR ACCELERATION
1.1.16 When selecting or siting the instrument or These requirements apply to the Accident Data See Leaflet 2.
item of equipment and selecting its associated Recorder (ADR) and any instrument or item of
mounts, consideration shall be given to its ability to equipment which uses angular motion in any of its
function adequately when the aeroplane is working parts and which supplies information or
subjected to any combination of angular and linear data essential to the pilot, or the ADR, during the
acceleration which might reasonably be expected period leading up to an accident or incident.
when the instrument or equipment is required to
Not for Resale

operate in the conditions defined in Compliance.

CAMERA RECORDERS
1.1.17 On all aeroplanes having fixed guns a The datum and the adjustment for the line of sight
camera recorder shall be installed to operate both of the camera shall be the same as that of the fixed
automatically when the fixed guns are fired and guns (see Part 13, Section 3.2). The camera shall
independently of them when so desired. When be installed so that:
rockets are fitted in addition to fixed guns it shall
be possible to operate the camera recorder in (a) vibration and the effects of firing
conjunction with either the rockets or the fixed the guns are at a minimum,
guns.
(b) its operation will not be affected by
contamination by condensation, fuel, oil or
exhaust gases,

(c) cockpit instruments can be viewed

with the camera in position, and

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SECTION 1

(d) it can easily be loaded and

unloaded, or serviced and replaced.
1.1.18 A method of testing shall be provided to
ensure satisfactory operation of the camera.
1.1.19 A separate control shall be provided for the
operation of the camera independently of the guns
and shall be positioned in accordance with Part 1,
Section 4, Clause 4.19.
HEAD UP DISPLAY RECORDERS
1.1.20 On all aeroplanes fitted with a Head Up The Project Team Leader should be consulted as
Display (HUD), a HUD recorder capable of being to whether a camera or video recorder should be
operated by the gun trigger and the camera button fitted.
shall be provided. A built in test facility shall be
provided to test operation of the camera.
EXTERNAL LIGHTS
Not for Resale

TAXYING LAMPS
1.1.21 The content of this requirement has been
moved to Part 13 Section 1.1 Navigation, Clause
1.1.1.01.
LANDING LAMPS
1.1.22 The content of this requirement has been
moved to Part 13 Section 1.1 Navigation, Clause
1.1.1.02.
EXTERNAL LIGHTING CIRCUITS
1.1.23 The content of this requirement has been
moved to Part 13 Section 1.1 Navigation, Clause
1.1.1.03.

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SECTION 1

1.1.24 The content of this requirement has been

moved to Part 13 Section 1.1 Navigation, Clause
1.1.1.04.
1.1.25 The content of this requirement has been
moved to Part 13 Section 1.1 Navigation, Clause
1.1.1.05.
1.1.26 The content of this requirement has been
moved to Part 13 Section 1.1 Navigation, Clause
1.1.1.06.
DESTRUCTION OF AEROPLANES
1.1.27 The provision of stowage for aeroplane
destructors shall be discussed and agreed with the
Project Team Leader.
DISCHARGERS
1.1.28 Illuminating dischargers shall be installed
Not for Resale

so as to fire upwards and photographic dischargers

to fire in the direction dictated by camera
requirements.
LOOSE ARTICLE HAZARDS - CONTROL SYSTEMS
1.1.29 Consideration shall be given during detail (a) The aim shall be to design flight and See also Part 1, Section 3, Clause 3.8.19 and
design of the aeroplane to the prevention of loose propulsion controls systems so that loose articles, Section 3 Leaflet 24, Para. 2.2.
articles being generated by parts becoming from whatever source, cannot enter or jam the
detached from components and structure and system.
creating a flight safety hazard in the flight or
propulsion control systems. (b) Where practical adequate access shall be
built in to facilitate visual detection of loose
articles, and areas where loose articles can lodge
shall be reduced to a minimum.
1.1.30 THE AEROPLANE designer shall
undertake an assessment of all flight and

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DEF STAN 00-970 PART 1/8
SECTION 1

propulsion control systems to show by analysis,

and where necessary by ground, flight or simulator
tests that the occurrence of a mechanical jamming
by loose articles degrading the flying qualities of
the aeroplane below Level 3 (Clause 2.1.19), is
extremely unlikely.
1.1.31 WHERE GUARDS are used they will
comply with the requirements of Clause 1.1.32.
PREVENTION OF ACCIDENTAL DAMAGE
1.1.32 Certain parts of the aeroplane structure and (a) Guards shall be so arranged that loose
control systems can be vulnerable to accidental articles such as screws, nuts, rivets and other
damage, for example, by personnel gaining access material cannot enter and jam the system.
to the aeroplane or its components. The designer
shall minimise this risk and shall provide (b) Guards shall be readily detachable for
detachable guards for any of these parts. Particular inspection purposes, using a minimum number of
attention shall be paid to flight and propulsion simple and reliable fasteners, which are attached
Not for Resale

control systems. permanently to the guard to prevent them creating

an additional hazard.
JETTISONING OF STORES
1.1.33 It shall be possible to jettison safely within The details shall be discussed and agreed with the See also Part 1, Section 4, Clause 4.19.
an appropriate envelope, all external stores that Project Team Leader.
could be critical for operational or flight safety
reasons.
1.1.34 It shall be possible to jettison safely all
stores carried internally; this may require the bomb
doors to be opened.
1.1.35 When the aeroplane is on the ground, it
shall be possible to release mechanically any store
and/or its jettisonable carrier without entering the
cockpit.

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NBC EQUIPMENT
1.1.36 Provision shall be made for the
incorporation of NBC equipment for all
crewmembers in all operational aeroplanes.
ACCIDENT DATA RECORDERS
1.1.37 All information regarding Accident Data
Recorders, Cockpit Voice Recorders and Sonar
Locating Beacons is now contained in Clause Part
13 Section 1.3.
DESIGN REQUIREMENTS FOR AEROPLANE EQUIPMENT
1.1.38 Equipment for Service aeroplanes shall
comply, where appropriate, with the requirements
of Def Stan 00-970, Def Stan 00-35 and other
relevant Standards (see Map RA 5203 for order of
preference)
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DAMAGE CONTAINMENT - COMPONENTS (EXCEPT ENGINES) INCORPORATING HIGH ENERGY ROTORS

1.1.39 Unless there is a reliable assurance that
such rotors will not fail, the component shall either
be demonstrated as being capable of containing a
failed motor, or be so located that failure will not
hazard the aeroplane or its occupants.
RELIABILITY
1.1.40 Reliability requirements will be stated in the Def Stans 00-40 and 00-41 also refer.
Aeroplane Specification.
HAND MOVEMENT OF POWERED FLYING CONTROL SURFACES
1.1.41 The Aeroplane Designer shall inform the If it is permitted the Aeroplane Designer shall
Project Team Leader whether or not the design of provide full details of the method to be used, and
the powered flying control surfaces permits the safe any constraints required.
use of manual movement during servicing.

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ALTITUDE ALERTING SYSTEMS

1.1.42 An Altitude Alerting System shall be fitted
to Air Transport, Communication and large Air to
Air Refuelling (AAR) aeroplanes to comply with
Air Navigation Order 1985, Schedule 5 –
Aeroplanes (Scale AA).
ICE DETECTION
1.1.43 Means shall be provided for the crew to be
warned of the build-up of ice, either by visual
observation of a representative section of the main-
plane or tail-plane, or by use of an ice detector
system.
Not for Resale

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1.2 GENERAL FLIGHT TEST REQUIREMENTS

1.2.1 This information was previously issued as Chapter 1000 of Def Stan 00-970. It states those tests which shall be made to demonstrate that the
aeroplane engines, systems and structure function satisfactorily in accordance with the requirements of Section 6 and 9. It previously functioned as an
introductory chapter to Part 10 covering all flight-test requirements. Since, in the new format, each flight test requirements have been devolved to the
appropriate design requirements; some interpretation of these generic requirements is necessary.

REQUIREMENT COMPLIANCE GUIDANCE

APPLICABILITY
1.2.2 The tests contained in this document, unless Military derivatives of civil aeroplanes will exist
otherwise stated, apply to all new types of having been designed and certificated to civil
aeroplane and all aeroplanes where modifications requirements. A military derivative may require
have been made likely to affect the results of the undergoing compliance checks against the
tests. military requirements if called for in the
Aeroplane Specification or by the Project Team
Leader.
Not for Resale

1.2.3 Tests shall be conducted on systems which

are to the final Service standard. Where the system
under test interfaces with others, they shall also be
fully representative of the Service standard.
EQUIPMENT
INSTRUMENTATION
1.2.4 All normal flying and engine instruments (a) Particular tests require special instruments, For some trials, particularly those which constitute
shall be fitted for the tests. and these are detailed in the appropriate clauses. a significant flight safety hazard or those where
Obtaining, fitting and calibrating all instruments real time analysis would reduce the required flight
shall be the Contractor’s responsibility. time significantly (e.g. engine behaviour during
armament firing trials); the use of telemetry shall
(b) Unless dispensation is obtained from the also be considered.
Project Team Leader, test instrumentation capable
of making a continuous recording should be fitted
for the tests.

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DEF STAN 00-970 PART 1/8

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1.2.5 An Accident Data Recorder (ADR) shall be

fitted in accordance with Part 13, Section 1.3 and
MAP RA 5219.
MISCELLANEOUS EQUIPMENT
1.2.6 All equipment and systems associated with (a) In the interest of safety whenever flight
the satisfactory operation of the aeroplane in all the tests of aeroplanes fitted with dummy bombs or
flight conditions anticipated for the trial shall be other stores which must not be released in flight
fully operational before the trial commences. are required, all electrical wires leading to the
carrier release slip, or similar device, shall be
disconnected and any cables or rods for operating
the mechanical release mechanism or
mechanisms, if fitted, shall also be disconnected.
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However, when carrying stores which may be

released safely in flight a jettison system should
be fitted.
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(b) All appropriate test equipment fitted shall

remain in place when the aeroplane is delivered to
an Experimental Establishment for flight tests.

LOADING
1.2.7 Unless otherwise stated in the section concerned,
the tests part may be made at any convenient
aeroplane loading and centre of gravity.

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GENERAL TEST CONDITIONS

1.2.8 The conditions at which the tests shall be See also Part 1, Section 2, Clause 2.2. The terms,
made are specified in each clause. For greater abbreviations and symbols used in this part are in
clarity and convenience test conditions common to accordance with Part 1, Section 2 Leaflet 6. The
a number of tests of a particular section have been additional abbreviations specified in Part 1,
combined under a separate heading. Reference is Section 2, Clause 2.2.17 have also been used.
also made to the appropriate paragraph of Section 2
if the tests require the same test condition. The test
report shall contain a full description of the
conditions of each test.
TESTS
1.2.9 The Contractor is primarily responsible for In some cases it may be necessary in the interests Operation in the air-to-air refuelling receiver role
flight tests which must be conducted to the of safety, to make preliminary tests at less severe may lead to a significant increase in fatigue usage
satisfaction of the Project Team Leader. Where the conditions than those prescribed in the following as a result of the operating environment in close
tests are likely to make a contribution to CA sections. This is a matter for the discretion of the formation behind a large tanker, and these effects
Not for Resale

Release the flight test programme and Contractor and consequently no reference to must also be considered (see Part 1, Section 3,
instrumentation fit must be agreed by the preliminary tests is made in this Part. Clause 3.2).
Contractor and the Test Establishment.
1.2.10 Before the aeroplane is submitted for flight
tests at an Experimental Establishment the
Contractor shall certify that the aeroplane is safe to
be flown by authorised Service pilots and specify
the limitations to be observed.

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SECTION 1

LEAFLET 1

GENERAL REQUIREMENTS
ALIGNMENT OF DIRECTIONALLY SENSITIVE EQUIPMENT AND WEAPONS

1 INTRODUCTION

1.1 This Supplement explains the need for aligning all directionally sensitive
equipment and weapons to a common datum and describes the procedure for
determining the alignment tolerances required. Further information is given in Report
No. AAEE/Tech/236/Nav (Ref.1).

1.2 Advice on alignment matters generally may be obtained from A&AEE MOD
(PE), Boscombe Down, Salisbury, Wilts.

2 THE NEED FOR ACCURATE ALIGNMENT

2.1 It is important that accurate alignment should be provided on all directionally

sensitive equipment and weapons, for example:

(a) compasses,

(b) sextants,

(c) astro-trackers,

(d) drift sights,

(e) accelerometers,

(f) gyroscope platforms,

(g) inertial navigation platforms,

(hi) radar (including doppler radar),

(i) radio compasses,

(j) bomb and gun aiming equipments,

(k) guns, rockets and guided weapons, and

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(l) survey cameras.

2.2 Ideally, the datum chosen for alignment purposes should relate the equipment
axes to the aeroplane velocity vector axes. The datum commonly used is the nominal
aeroplane centre line, although this is not necessarily the best; the use of the inertial
platform or doppler main axes are examples of other methods which may be
considered.

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3 METHOD OF DETERMINING ALIGNMENT TOLERANCES

3.1 The alignment procedure requires that a statement of alignment accuracy be

prepared (see Clause 1.1.15). For this purpose, an error budget should be compiled for
the overall system, taking into account:

(a) the accuracy required from the overall system,

(b) the accuracy desired from each element of the system (the aeroplane
designer is responsible for stating this accuracy),

(c) the accuracy attainable from each equipment or weapon within the
system, allowing for errors in the test gear and degradation in alignment
between servicings (this should be obtained from the equipment designer or
the Project Team, as appropriate),

(d) the loss of accuracy in transmitting the required data, e.g., errors in
synchros, gearing, etc. (Links in the transmission chain which could introduce
disproportionately large errors should be examined and the equipment designer
should be consulted as to possible methods of improvement), and

(e) changes in alignment due to flexure of the aeroplane structure arising

during normal ground rigging and flight operations.

3.2 The above factors should then be examined as described in Ref.1 to determine

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the alignment accuracy required from each element of the system.

4 DESIGN RECOMMENDATIONS

4.1 Important factors to be considered in reaching an acceptable alignment policy

(in addition to the requirement of Clause 1.1.15) are:

(a) alignment techniques and equipment should be standardized

whenever possible,

(b) equipment and components should preferably be capable of

being removed and replaced without subsequent system re-alignment,
and

(c) where it is not possible to pre-align the sensitive axes of the

equipment to the mounting or case with sufficient accuracy, the overall
alignment technique should be designed to align the equipment in
relation to the sensitive axes rather than to the mounting or case.

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 DEF STAN 00-970 PART 1/8
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LEAFLET 2

GENERAL REQUIREMENTS
EFFECTS OF ANGULAR ACCELERATION ON INSTRUMENTS & EQUIPMENT

1 INTRODUCTION

1.1 This Supplement amplifies the requirements and gives acceptable means of
compliance. The main objective is to draw attention to the need for some equipment
to function correctly not only in normal conditions but also in conditions which occur
in the period leading up to an accident or incident.

2 FLIGHT CONDITIONS

2.1 ANGULAR ACCELERATIONS

2.1.1 A combat or strike aeroplane may be expected to achieve angular

accelerations, up to the following values, at relatively low frequencies at
normal operating speeds:
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Pitch : 10 rad/sec2
Roll : 30 rad/sec2
Yaw : 5 rad/sec2

2.1.2 All types of aeroplanes under approach conditions can be expected to

suffer pitch and roll disturbances up to 1 rad/sec2 due to wind shear and/or
local gust, at frequencies of the order of 1 Hz. At high angles of attack
associated with some incidents particularly where pilot induced oscillations
have occurred, pitch oscillations of the order of 0.4 Hz (range approx 0.2 to 0.8
Hz) can occur, with angular accelerations of approx ±0.5 rad/sec2 and
amplitude 1.5 g. On transport aircraft with low roll inertia (e.g., BAC 111,
Caravelle) these are likely to be associated with similar yaw accelerations and
roll accelerations of up to 5 rad/sec2.

2.2 TAIL BUFFET

2.2.1 Tail buffet occurs mainly at 10 to 20 Hz but can occur at frequencies up

to 50 Hz on combat aeroplanes. This buffet superimposed on the pitch
accelerations of Para 2.1 will cause additional angular acceleration.

2.3 OUTER WING BUFFET AND TIPSTALL

2.3.1 Effects similar to those of Para 2.2 and at similar frequencies

superimposed on the roll effects of Para 2.1 above can also produce additional
angular accelerations. Measurements on the outer wing of the Phantom under
wing rock conditions have indicated, in the 100 Hz band, amplitudes of 15 g
and angular accelerations of 50 rad/sec2.

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2.4 COMBINED ACCELERATIONS

2.4.1. Angular accelerations in different modes can combine with each other
and, at locations away from the c.g., with linear accelerations to increase the
linear accelerations at those locations.

3 EQUIPMENT AFFECTED

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3.1 GENERAL

3.1.1 All relevant equipment should be designed to continue to function

under the conditions described in Para. 2.

3.2 ACCIDENT DATA RECORDER (ADR)

3.2.1 Careful attention to the siting in the aeroplane of the ADR is necessary
to insure that the axes of its rotating parts are so aligned that there will be
minimum interference with its accuracy in the conditions described above in
Para 2. As yaw accelerations are likely to be of the lowest magnitude, the
alignment of the axes of rotation of capstan drives, spools etc., parallel to the
yaw axis is recommended. The designer should avoid mounting this
equipment with these axes parallel to the roll axis of the aeroplane if possible.
As high angular accelerations produce high linear accelerations, the equipment
should be mounted as near the c.g. as possible.

3.3 PILOTS' INSTRUMENTS

3.3.1 Those that use angular presentation are particularly susceptible to roll
acceleration induced by aileron buffet, wing tipstall or asymmetric gusts.
Those with linear vertical presentation may be susceptible to pitch effects if
based on pivoted pointers. Roll accelerations generated by an asymmetric gust
can cause large swings of the altimeter needle at 0.5 to 1 Hz approx. Angular
accelerations at about 8 Hz can make an Air Speed Indicator (ASI) read
incorrectly by a dangerous amount.

3.4 OTHER EQUIPMENT

3.4.1 Any equipment having rotating parts, particularly if it is mounted on

Anti-Vibration (AV) mountings with inappropriate natural frequencies, is
liable to function incorrectly in the conditions described in Para 2. In
particular the design of gear drives may need to be considered in relation to the
torsional stresses caused by the accelerations described in Para 2.

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3.5 ANTI-VIBRATION (AV) MOUNTINGS

3.5.1 The problem of choosing optimum AV mountings is complex in that

conventional AV mountings have six independent resonant frequencies all of
which may require to be tuned to avoid resonance with aeroplane or instrument
frequencies. In principle, damping and suitable natural frequencies in all six
degrees of freedom may be needed and this can only be achieved if six
properly oriented AV mountings, with built-in linear dampers, are used.

4 MEANS OF COMPLIANCE

4.1 Whenever possible, equipment should be chosen which does not suffer from
the effects described. Failing this the equipment should be positioned and/or aligned
in the aeroplane so as to reduce these effects to a minimum.

4.2 The natural frequency of the mountings should not be the same as that of the
rotating parts and both should be different from any structural modes which could
affect them.

4.3 The rotary inertia of instrument pointers could be reduced by optimising their
structural design and mass distribution and by compensating the residual inertia by the
addition of inertia rotating in the opposite direction. This latter method is particularly
recommended for tape recorder capstans.

4.4 The internal damping of some instruments should be designed to reduce effects
to a minimum by the use of eddy-current dampers. On some pressure instruments the
introduction of a capillary tube close to the pressure capsule may be effective and
economical.
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 DEF STAN 00-970 PART 1/8
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4.2 The siting of all equipment and weapons which require alignment should be
carefully considered during the initial design of the aeroplane and they should:

(a) be kept as close together as practicable, commensurate with

compatibility requirements, unless it can be shown that the data
transmission and flexural effects are not significant to the weapon
systems accuracy (when extremely accurate alignment is required, it
may be desirable to use a common mounting frame),

(b) preferably be mounted at or near points of minimum flexure; if

this is not feasible, siting on the nominal centre line is preferable to
locations outboard of the centre line,

(c) be easily accessible during alignment process (where optical

methods are used this feature is of special importance), and

(d) be placed so that their removal is not necessary to provide

access to other equipment.

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REFERENCES

Reference Author Title

1 Sqn. Ldr. P.H.R. Clifford The alignment of equipment

and Flt. Lt. I.K. Bartley and projectiles on aircraft.
Report No. AAEE/Tech/236/Nav,
October 1963.

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 ©Crown Copyright 2011

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