I-M, nice to know that CAA's requirements department is on the ball as ever, much like when they sent the only copy of a revision to Section S to SBAC, who unsurprisingly were rather uncertain as to what to do with it. Anyhow, I'll drop a copy in the post to you when I'm next in the same place as it and a photocopier, probably about Tuesday. It's past the official consultation date, but I think given it's largely your research it's apparently based upon, you've every right to shout at them at any time.
Nick's point is rather interesting, because I wonder where we treat the Gyro in this respect. Accepting that aerodynamically it's a helicopter in autorotation (or at-least, a close relative), there are people who would maintain that it's closer in terms of HQ to a fixed wing (I'm not necessary saying that I'm one of those, but I know who they are). In a FW aircraft a continuous gradient of Fs.v.CAS is considered a non-negotiable absolute, whilst displacement.v.CAS is only in the "nice to have" category. But, it begs the question - how stable is a gyro, typically, in flight compared (for example) to either a helicopter in autorotation, or to a light aircraft in forward flight. I suppose what I'm wondering is what level of speed or flightpath stability can, or should, reasonably be demanded?
G
Still inconvinced that stick position is a better indicator of anything than force where speed stability is concerned.