DEF STAN 00-970 PART 1/13

SECTION 1

Defence Standard 00-970 Part 1

Section 1
Issue 13 Date: 13 Jul 2015
_______________________________________
Design and Airworthiness
Requirements for Service Aircraft

Part 1: Fixed Wing

Section 1: General requirements

_______________________________________

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 DEF STAN 00-970 PART 1/13
SECTION 1

REVISION NOTE
This standard is raised to Issue 13 to update its content.

Note. Major revisions to this Part of the Defence Standard are noted in Part 0, Section 6.
HISTORICAL RECORD

This standard supersedes the following:

Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 12 dated 10 January 2014
Design and Airworthiness Requirements for Service Aircraft

Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 11 dated 05 July 2013
Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 10 dated 07 January 2013
Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 9 dated 06 July 2012
Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 8 dated 31 October 2011
Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 7 dated 31 January 2011
Defence Standard (Def Stan) 00-970 Part 1 Section 1 Issue 6 dated 05 February 2010
Defence Standard (Def Stan) 00-970 Issue 5 dated January 2007
Defence Standard (Def Stan) 00-970 Issue 4 dated January 2006
Defence Standard (Def Stan) 00-970 Issue 3 dated October 2003
Defence Standard (Def Stan) 00-970 Issue 2 dated 01 December 1999
Defence Standard (Def Stan) 00-970 Issue 1 dated 12 December 1983

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 1/13
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CONTENTS

Description Page No

Preface 3

SECTION 1 – GENERAL REQUIREMENTS

1.0 Introduction 5
1.1 General Requirements 6
1.2 General Flight Test Requirements 15

SUPPLEMENTS
Section 1 - Leaflet 1 and 2 18

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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 for Airworthiness and
Design Certification for the design, development and testing of Fixed Wing Aircraft 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 document has been produced on behalf of the Military Aviation Authority
Executive Board (MEB) by the Military Aviation Authority (MAA), MAA Technical Group, MOD
Abbey Wood.

(c) 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, DSA-MAA-Cert-
ADS1 shall be informed so that a remedy may be sought: e-mail: DSA-MAA-Cert-
[email protected]

(d) Where the requirements of other Standards are considered applicable, the relevant
chapters and/or clauses are cross-referenced by this Part of the Defence Standard.

(e) 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 Team
Leader (PTL) named in the invitation to tender or contract.

(f) 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.

(g) 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).

(h) This standard has been devised solely for the use of the Ministry of Defence (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.

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WARNING

(i) 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.

Note: Where a design to the requirements of this document may result in an adverse
environmental impact the MOD PTL shall be advised.

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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

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1.1 GENERAL REQUIREMENTS

1.1.1 This content is intended to be similar to CS 25 Sub Part A.

REQUIREMENT COMPLIANCE GUIDANCE

MOCK-UPS
1.1.2 At an early stage in the development For further details see MAP RA 5211 and ASCC
cycle, a full-scale aeroplane mock-up shall be Air Standard 61/116/9B.
fabricated 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 4.1.10
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
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.
INSTALLATION INFORMATION FOR ITEMS OF EQUIPMENT
1.1.4 All items of equipment shall be See MAP RA 5204.
installed in 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,

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REQUIREMENT COMPLIANCE GUIDANCE

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, The aspects to be observed are stated in Part 1,
consideration shall be given to problems that can Section 2, Clause 2.23, Part 1, Section 4,
be caused by noise and vibration which can unduly Clauses 4.8 and 4.15, and Part 13, Section 1.2
affect the aeroplane’s structure, its instruments and and 1.6
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.
COMPONENT TESTS
1.1.8 When a component, which is Where necessary, however, such components
governed by a separate specification, is employed, shall be included in the subsequent functioning
acceptance tests in accordance with the tests of the complete installation or system.
requirements of the 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 This requirement shall be applied without The requirements of this clause govern the
to cause accidents or major damage if incorrectly qualification to the following systems and to such design of systems or parts in systems to prevent
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),

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REQUIREMENT COMPLIANCE GUIDANCE

(b) fuel systems,

(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 Colour markings by themselves are not
effort shall be made to ensure that their incorrect acceptable.
assembly to other parts of the system or to parts of
other systems is as difficult as possible. As a
minimum 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 See also Part 1, Section 7.2
function 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 Note: Failure here means technical defect or

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single failure of any power-operated service or malfunctioning from any cause whatsoever. In
system shall not prevent adequate functioning of addition, the spirit of the requirement should be
any other power-operated service which is vital to met, so far as is practicable, when failure results
any of the 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.
PROVISION OF POWER FOR USE IN AN EMERGENCY
1.1.14 Failure of any or all the engines in The Contractor’s method of meeting the
flight shall not result in the pilot being unable to requirement shall be discussed with the Project
operate those powered services which are Team Leader at an early stage in the design.
essential to 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 (a) The reference datum should, whenever See also Leaflet 1.
include provision for checking and adjusting the practicable, be common to all directionally
alignment of directionally sensitive equipment and sensitive equipment and weapons. When this is Note: Aeroplanes fitted with inertial navigation
weapons with respect to a reference datum in the not possible, means of checking alignment devices may need to be provided with special
aeroplane and to a tolerance acceptable to the between reference and common datums shall be facilities for their alignment on the ground and,
whole system. Where practicable, carrier-borne provided. for carrier-borne aeroplanes, at sea.
aeroplanes shall 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.

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(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:

(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 These requirements apply to the Accident Data See Leaflet 2.
instrument or item of equipment and selecting its Recorder (ADR) and any instrument or item of
associated mounts, consideration shall be given to equipment which uses angular motion in any of its
its ability to function adequately when the working parts and which supplies information or
aeroplane is subjected to any combination of data essential to the pilot, or the ADR, during the
angular and linear acceleration which might period leading up to an accident or incident.
reasonably be expected when the instrument or
equipment is required to operate in the conditions
defined in Compliance.
CAMERA RECORDERS
1.1.17 On all aeroplanes having fixed guns The datum and the adjustment for the line of sight
a camera recorder shall be installed to operate of the camera shall be the same as that of the

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REQUIREMENT COMPLIANCE GUIDANCE

both automatically when the fixed guns are fired fixed guns (see Part 13, Section 3.2). The camera
and independently of them when so desired. When shall 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

(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 The Project Team Leader should be consulted as
Up Display (HUD), a HUD recorder capable of to whether a camera or video recorder should be
being operated by the gun trigger and the camera fitted.
button shall be provided. A built in test facility shall
be provided to test operation of the camera.
EXTERNAL LIGHTS
1.1.21 Moved to Part 13 Section 1.1
Navigation.
DESTRUCTION OF AEROPLANES
1.1.22 The provision of stowage for

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aeroplane destructors shall be discussed and
agreed with the Project Team Leader.
DISCHARGERS
1.1.23 Illuminating dischargers shall be
installed so as to fire upwards and photographic
dischargers to fire in the direction dictated by
camera requirements.
LOOSE ARTICLE HAZARDS - CONTROL SYSTEMS
1.1.24 Consideration shall be given during (a) The aim shall be to design flight and See also Part 1, Section 3, Clause 3.9.18 and
detail design of the aeroplane to the prevention of propulsion controls systems so that loose articles, Section 3 Leaflet 24, Para. 2.2
loose 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.
1.1.25 The Aeroplane designer shall
undertake an assessment of all flight and
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.
1.1.26 Where guards are used they will
comply with the requirements of Clause 1.1.27
PREVENTION OF ACCIDENTAL DAMAGE
1.1.27 Certain parts of the aeroplane (a) Guards shall be so arranged that loose
structure and control systems can be vulnerable to articles such as screws, nuts, rivets and other
accidental damage, for example, by personnel material cannot enter and jam the system.
gaining access to the aeroplane or its components.
The designer shall minimise this risk and shall (b) Guards shall be readily detachable for

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provide detachable guards for any of these parts. inspection purposes, using a minimum number of
Particular attention shall be paid to flight and simple and reliable fasteners, which are attached
propulsion control systems. permanently to the guard to prevent them creating
an additional hazard.
JETTISONING OF STORES
1.1.28 It shall be possible to jettison safely The details shall be discussed and agreed with See also Part 1, Section 4, Clause 4.19 and Part
within an appropriate envelope, all external stores the Project Team Leader. 13 Section 3 Clause 3.1.4
that could be critical for operational or flight safety
reasons.
1.1.29 It shall be possible to jettison safely
all stores carried internally; this may require the
bomb doors to be opened.
1.1.30 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.
NBC EQUIPMENT
1.1.31 Provision shall be made for the
incorporation of NBC equipment for all
crewmembers in all operational aeroplanes.
ACCIDENT DATA RECORDERS
1.1.32 All information regarding Accident
Data Recorders, Cockpit Voice Recorders and
Sonar Locating Beacons is now contained in Part
13 Section 1.3
DESIGN REQUIREMENTS FOR AEROPLANE EQUIPMENT
1.1.33 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)
DAMAGE CONTAINMENT - COMPONENTS (EXCEPT ENGINES) INCORPORATING HIGH ENERGY ROTORS
1.1.34 Unless there is a reliable assurance

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that such rotors will not fail, the component shall
either be demonstrated as being capable of
containing a failed rotor, or be so located that
failure will not hazard the aeroplane or its
occupants.
RELIABILITY
1.1.35 Reliability requirements will be Def Stans 00-40 and 00-41 also refer.
stated in the Aeroplane Specification.
HAND MOVEMENT OF POWERED FLYING CONTROL SURFACES
1.1.36 The Aeroplane Designer shall inform If it is permitted the Aeroplane Designer shall
the Project Team Leader whether or not the design provide full details of the method to be used, and
of the powered flying control surfaces permits the any constraints required.
safe use of manual movement during servicing.
ALTITUDE ALERTING SYSTEMS
1.1.37 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, Schedule 4 –
Aeroplanes (Scale AA)
ICE DETECTION
1.1.38 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.

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1.2 GENERAL FLIGHT TEST REQUIREMENTS

1.2.1 This information states those tests which shall be made to demonstrate that the aeroplane engines, systems and structure function satisfactorily in
accordance with the requirements of the other relevant Sections. It previously functioned as an introductory chapter covering all flight-test requirements; as
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 Military derivatives of civil aeroplanes will exist
document, unless otherwise stated, apply to all having been designed and certificated to civil
new types of aeroplane and all aeroplanes where requirements. A military derivative may require
modifications have been made likely to affect the undergoing compliance checks against the
results of the tests. military requirements if called for in the Aeroplane
Specification or by the Project Team Leader.
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 Reserved.
1.2.5 Reserved.
MISCELLANEOUS EQUIPMENT
1.2.6 All equipment and systems (a) In the interest of safety whenever flight
associated with the satisfactory operation of the tests of aeroplanes fitted with dummy bombs or
aeroplane in all the flight conditions anticipated for other stores which must not be released in flight
the trial shall be fully operational before the trial are required, all electrical wires leading to the
commences. 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.
However, when carrying stores which may be
released safely in flight a jettison system should

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REQUIREMENT COMPLIANCE GUIDANCE

be fitted.

(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.
GENERAL TEST CONDITIONS
1.2.8 The conditions at which the tests See also Part 1, Section 2, Clause 2.2 The terms,
shall be made are specified in each clause. For abbreviations and symbols used in this part are in
greater clarity and convenience test conditions accordance with Part 1, Section 2 Leaflet 6. The
common to a number of tests of a particular additional abbreviations specified in Part 1,
section have been combined under a separate Section 2, Clause 2.0 have also been used.
heading. Reference is 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 In some cases it may be necessary in the Operation in the air-to-air refuelling receiver role
responsible for flight tests which must be interests of safety, to make preliminary tests at may lead to a significant increase in fatigue usage
conducted to the satisfaction of the Project Team less severe conditions than those prescribed in as a result of the operating environment in close
Leader. Where the tests are likely to make a the following sections. This is a matter for the formation behind a large tanker, and these effects
contribution to Certification and Release of the discretion of the Contractor and consequently no must also be considered (see Part 1, Section 3,
Aeroplane then the flight test programme and reference to preliminary tests is made in this Part. Clause 3.2)
instrumentation fit must be agreed by the
Contractor and the Test Establishment (MAP
RA5001 refers).
1.2.10 Before the aeroplane is submitted
for flight tests at an Experimental Establishment
the Contractor shall certify that the aeroplane is

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safe to be flown by authorised Service pilots and
specify the limitations to be observed (MAP
RA5001 or MFOC Order 2220 refers).

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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:

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.

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.

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.

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3 EQUIPMENT AFFECTED

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.

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.

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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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Information on all Defence Standards can be found on the DStan Website www.dstan.mod.uk,
updated weekly and supplemented regularly by Standards in Defence News (SID News). Any person
who, when making use of a Defence Standard encounters an inaccuracy or ambiguity is encouraged
to notify UK Defence Standardization (DStan) without delay in order that the matter may be
investigated and appropriate action taken. Sponsors and authors shall refer to Def Stan 00-00 before
proceeding with any standards work.

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