Originally Posted by
PEI_3721
zzuf, yes missing, misinterpreting - most probable.
The quest was for a practical answer - if rolling 'g' is not limited by the AFM, then do crew have to be concerned by a combined pull / roll during an upset recovery.
My conclusion is no, and that in some circumstances the control input is difficult.
Furthermore, with the surprise in such situations then the likelihood of the crew recalling an obscure limit, if it exists, is remote.
No the limit is shown by compliance with your quoted FAR ie 2/3 of the G loading used in structural design. The aileron angle will be maximum permitted or that limited by the pilot ability to apply the aileron eg pilot strength.
To find out what is required to be demonstrated in flight read the flight handling and performance parts of FAR 25. To get some idea of how to do, read the Advisory Circular - Flight Test Guide FAR25.
There are plenty of ways to break aircraft that are not covered by limitation in the AFM. What is the maximum rate of descent for landing, what is the maximum sideslip angle?
Also remember that once the aircraft is certificated there is no need to repeat any of the certification procedures.
A classic is training sections requiring a demonstration of VMC, in flight. That is a really good way to set up a loss of control situation.