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    Basic Glider Criteria Handbook

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    34 views152 pages

    Basic Glider Criteria Handbook

    Uploaded by

    Jose Edwin Roldan Rios
    Basic Glider Criteria Handbook

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
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    oe ae BASIC GLIDER CRITERIA HANDBOOK 1962 Revision Federal Aviation Agency Flight Standards Service Washington, D.C. Preface ‘The purpose of the Basic Glider Criteria Handbook is to provide individual glider designers, the glider industry, and glider operating organizations with guidance material that augments the glider air- worthiness certification standards specified in Civil Air Regulation Part 5. Acceptable methods of showing complinnce with the stand ards are presented as compliance suggestions. Considerable material regarding common practices of construction and fabrication has been included primarily for the information of novice builders and designers, and’ should not be considered os the only satisfactory practices. ‘This 1962 edition incorporates minor revisions and corrections dealing mainly with definitions of technical terms and symbols. ‘The content of the handbook remains unchanged. ‘The Basie Glider Criteria Handbook was prepared in the Federal Aviation Agency, Flight Standards Service, by personnel of the Engineering and Manufacturing Division, Acknowledgement is ex- tended to the Soaring Society of America for theit cooperation and advice. a LOW 97 poliok (2C4 Contents Page Prerace.... 2 1 Istaoouerton : XIII Dermstrioxs.. CUUIIIIIID Oxw Loans. Strength and deformations Stiffaess. 00 Wing drag truss Loads imparted by safety bells. Pilot and pascengor louds.. Local loads. Loading equilibrium. Plight loads ‘Design airspeeds. Load factors. Maneuvering tond factors Gust load factors. Factors. ST Symmetrical fight conditions (laps Basie flight envelopes. Symmetrical ight conditions (laps Hligh4ift devices... Unsyimmettieal fight conditions Special fight conditions Wing load distributio Balancing londs. Control surface Toads. Horizontal tail surfaces Balancing. Mancuvering (horizontal surfaces) Damping (horizontal stabilizer Loading for slab tail designs Vertical tal surfaces Maneuvering. ...002. 22.0020. Damping (vertical surfaces) ‘Gusts (vertical surfaces). Allerons ‘Manouvering Wing flaps. Special devices. Dive brakes Control system loads. Blovator systems CONTENTS —Continued Rudder systems. Flap and auxiliary control systems. ‘Towing and launching (release mechanism) control Ground loads. “Level landing. Level landing with side load. ‘Nose-down landing.. . Launching and towing loads. Toads on Sittings. ‘Wing truss strengtl Multiplying factors of safety Wires at small angles. Double drag trusses. ‘Torque tubes ured as hinges. 4 Coote surface hinges and contol sate joints % 3 Wire sizes. ‘Wing lift trusses. Paoor ov Sraverunt.-_.. Determination of londings. Control system Plight controls. Secondary controls Fuselages ‘Weight distribution. Structural analysis as eriteria of ‘Mechanical properties of mate Proof of wings. Proof of control surfaces. Proof of control systems. Proof of landing gears. ‘Shock absorption. Proof of fuselage. Combined structural anal Lond tests. Special tests. System and component test. ‘Test loads apparatus and methods. Methode of correcting to standard. CONTENTS Continued Special procedure in limit losd tests. ‘Special procedure in ultimate load testa. sees Ey ‘Special procedures when ultimate load teste are conducted in liew of stress analysis. Chock of test structure. Wing of uniform chord. Tapered wing... Test loadings. Test methods.. Wing proof and strength teats. ‘Test loads... ‘Test methods... Goneral.. Mounting Chord component. Deleetions. Rigidity. ‘Test report Contro! surface tests ‘Tail surfaco and aileron torts. “Test loads. Kinds of tests... Load disteibution-tait Ailerons. Balance area, ‘Test mothode.. Horas... Mounting Fabric covering. Brace wires. Control syste ‘Test loads... Operating test. Strength tests. ies > ‘Test methods, Method of load application Application... Operation test Uleinate load test. teste ‘Test report. Fuselage tests. ‘Test loads. wu CONTENTS—Continued ‘Test methods. General... Bending (st ‘Torsion tast ‘Towing aud launching loads ‘Test report. Flight load teats Flutter and vibration prevention tests Ground vibration tests Sienpliied Gutter crters Wing dutter criteria... ‘Wing torsional stiffness. Aeron balance eritarion Free play of sileons Frequency of ailerons, dive brakes, or spoilers Empennage flutter criteria. levator balanee.. ‘Parallel axis eriterioa, Perpendicular axis eriterion. Rudder balance... ‘Tab fluter ext Balance weight attachment eriveria.— ‘Flight fatter testing. ‘Acceptability... Records... ‘Test procedures. Chapter 3 Drstex, Conseaverion axo Fanatcxrios. Processes ——= =.= ‘Wing design. ‘Torsional stlfuess Wing design details. Wiog spare Solid wood spars Built-up wood spars ‘Splices ia wood spars ‘Wood leading edge Wood ribs. ‘Trailing edges - : Wing tips bows xternal brace struts. Sry struts. Wing Sittings Fabric covering ‘Metal covered wings Control eurfaces design. Control surface stops. Hinges.. Tostallation Elevators. Tabs. vur CONTENTS—Continued Control systems desiga. Rigidity. Dual controls Control system locks. Installation. ‘Travel Positioning Centering. Stops... Hinges, bearings, and joints Hinges. Bearings Friction. ss Locking deviees Cockpit controls Cables, pulleys and fairleade Cables. ‘Turnbuekles > Spring connecting links Fairleads. ‘Tension changes. ‘Aerodynamic balat Creeping. Interference. Clearance Nose wheel Single cable controls. Spring devices. Flap controls ‘Tab contrat. Wear and vibration Degree of travel. Direction of operation. Landing gear design. Landing skids. ‘Main skids Shock absorption for ski Skid design Main gear Shock absorption. Wheel support struct Brakes. Dual wheels 02. Fuselage design Purpose. Nose. Landing gear Ground angle and clearance. nt am 12 a CONTENTS—Continwet Pilot and passenger compartments ‘Ventilation and visibility... Pilot and, passenger enclosures. ‘Steel tube foselages General Load distribution. Diagonal braces. Plywood monccoque fuselages.- Curved monocoque type Rigidity Concentrated loud Crash protection ‘Tow enble release mechanisms. Chapter 4 Eauiewenr.. ‘Instruments and equipment. — Contact (day) Aight rules. Contact (night) flight rules Instrument Might. ——————- Installation recommendations. Tnstruments.. Airspeed indicator. Magnetic compass. -—---- Flight and navigation instruments. Gyroseopie instruments Safety equipment installation. Safety belts Bleetriesl equipment installation... Storage battery... ‘Master swited Instrument lights Position aud anti-collison lights ‘Mispellancous equipment installation Seats. ‘ison Cuanacrenistics. Controllability. ‘Trim, Stability 12 na ua ns 3 13 ua ns ng 113 ne nt mt na na ne au 115 15 us us 7 119 ng no 119 120 120 120 20 120 120 120 x20 120 rat 124 ma 121 11 11 a2 13 3 123 123 CONTENTS —Continned Stalle. Spins---- Ground hendling characteristics. Flatter and vibration. Flight tests ‘Test pilot qualifeations Parechutes Instrument calibration... Loading conditions. Single-place gliders ‘Two-plaee gliders 2-221 2) ‘Towo-place side-by-side gliders. Ballast. Maximum aimpeed. Airspeed indicator calibration Operation limitations. Center of gravity limitations. "Towing limitations, Airspeed limitations Equipment limitations Chapter 6 Guropns Win Power rox Ser Lauscnso. Plight requirements. Structural requirements ‘Powerplant roquirementa Seope and general design : Engines and propellers. Propeller clearance Pucl system... Arrangement, Fuel tanks Fuel tank tests Fuel tank instalation. Foe apne Ins and ins : Fuel sumps. Fuel vents. Oil system lines and fittings Oil roathor lines Cooling. Cooling teat Induction system Induction system ducts xi 14 124 125 128 128 125 125 128 126 126 126 126 126 127 27 27 2 127 27 8 129 129 29 29 19 130 130 120 130 130 130 13 131 131 131 13 132 132 132 132 133 133 133 133 133 133, 133, 134 134 13 I) CONTENTS—Coutinued Induction system sereons. Chapter 7 Muscrtzavnous Reconstr orzo General Standard weights. Leveling means. Introduction The Basie Glider Criteria Handbook contains design recommenda- tions based on the present knowledge and development of glider design. They may be used as the minimum standards for establish- ing the classifications and related airworthiness of both conventional type gliders and those equipped with auxiliary powerplants, ‘New types of gliders and new materials and types of construction may, however, incorporate features to which the recommendations cannot be logically applied. In such eases, special consideration will be given to the particular new problems involved. In eases where deviation from the conventional is small, sufficient evidence should be submitted to show that the proposed deviation will not be detrimental to the airworthiness of the design, When the deviation from the conventional is considerable, special recommen. dations covering the features in question should be obtained from the Federal Aviation Agency Insofar as the recommendations are concerned, rotating wing, sea- plane and amphibian type gliders are considered unconventional. Classification of Gliders For the purpose of applying the recommendations, gliders are classified on the basis of certain imposed operating limitations. In general, the various glider types can be classified as high per formance or utility types. A high performance or advanced type glider is especially designed for the maximum performance within a selected range of conditions. ‘The utility type is a medium performance, nonacrobatic type of glider designed for normal operations. ‘When doubt exists as to a particular glider’s classification, the asic flight envelope, together with a three-view drawing, should be submitted to PAA so that a definite recommendation ean be obtained. (If acrobatics are contemplated, provisions should be made for in stallation of parachutes, which are required for each oceupant.) ‘Tamer 1 Gtider Operating Li restr | ta, | tp | Mose | I High performance] 0¥» (without | 20Viee.--..---| Permitted. | Permitted# mh pe dive brakes). No (eth a Brakes}? vuiity—--- | 90¥ Ve Permitted | Not per wie YS chapter Alspoed Uanktatons Bee ehaptar 4 Aastrunment ig xnt Glider Kits* Gliders built from kits are eligible for FAA certification if sup- ported by a statement certifying that the glider was constructed in accordance with FAA-approved drawings and the inanufacturer’s manual of directions for building the glider; and that the parts and materials used, if other than those furnished with tho kit, meet the manufacturer's recommendations. Also, the following inspections, by FAA representative, and tests should be mado, * Inspection for workmanship, materials and conformity prior to installation of covering (plywood, metal, or fabric) on any wing or control surface, (In general, any type of construe- tion may he “closed over” provided it is possible to conduet an adequate inspection of critical parts subsequently. For ex- ample, the interiors of monocoque construction should be in- spected prior to closing over unless adequate inspection open- ings are provided.) ‘A final inspection of the completed glider. © A check of flight characteristics. Arrangement of Handbook ‘The material in Basic Glider Criteria Handbook has been arranged so that the particular glider airworthiness recommendation is fol- lowod by tho suggested methods for showing compliance. Tn cases where methods for showing compliance are not needed, the airworthi- ness recommendation will have no accompanying guidance material. Procedures and practices that assure safety equal to those listed in this handbook will also be acceptable. Any provisions which are shown to be inapplicable in a particular ease will be modified upon request and evaluation by the Federal Aviation Agency. For further FAA. guidance material on glider certificates, com- pliance procedures and related subjects, the following references aro listed : sect Document Section Atrworthiness Certifeates cased 169 Experimental Certineates ~ can 1 178 Restricted Cortineates cane 1 ‘Type Certineates caM 1 Supplemental Type Cert CAM 1 Produetion Certificates cas 1 ‘Technical Data Submittals — CAR 5 cast 1 Inspection and ‘Tests Toso un CAR 5 Design Changes ‘CAM 3 Repairs and Alterations AM 18 Foreign Imports car 10 entiation and Marking caMt a Plight Tests = caM 4 JRPEDE I berinoing construction, 1 shoud be dotermined that the manufacturer of the ‘it ae obtainadm type crteate forthe peotatype glee ult froma uh Hes Definitions TECHNICAL TERMS AND RELATED SYMBOLS (for dations of montechricl tem, refer Yo Par. 1.1 of CAR Por 1) Aerodynamic coeficients, Cr, Cu, Cr, et cetera—The coefficients hereinafter specified are those of the “absolute” (nondimensional) system adopted as standard in the United States. The subscripts N and C used herein refer respectively to directions normal to and parallel with the basic chord of the airfoil section. Other subseripis have the usual significance, When applied to an entire wing or surface, the coefficients represent average values and shall be properly correlated with local conditions (wing lond distribution) as required in Chapter 1, p. 13. (See figs. i-I, III and i-1V.) Air density, P.—The mass density of the sir through which the glider is moving, in terms of the weight of a unit volume of air divided by the acceleration due to gravity. ‘The symbol denotes the mass density of air at sea level under standard atmospheric conditions and hhas a value of 0.002377 slugs per cubic foot. (See definition of standard atmosphere.) Balancing loads—Louds by which the glider is placed in a state of equilibrium under the action of external forces resulting from speci- fied loading conditions. The state of equilibrium thus obtained may be either real or fictitious. Balancing loads may represent air loads, inertia loads, or both Calibrated airspeed, CAS.—Speed equal to the indicated airspeed reading corrected for position and instrument etror. Design aircraft tow speed, V—The maximum indicated airspeed at which the glider is to be towed by aircraft. Design auto-winch tow speed, Vio—The maximum indicated air- speed at which the glider is assumed to be towed by automobile or winch, Design flap speed, V;—The indicated sirspeed at which maximum operation of high-lift devices is chosen. Design gliding speed, V,—The maximum indicated airspeed to be used in the determination of gust loads, Design gust selocity, U—A specific gust velocity assumed to act normal to the flight path Design stalling speed, V.—The computed indicated airspeed in unaccelerated flight based on the maximum lift coefficient of the wing and tho gross weight. When high-lft-dovices are in operation, the corresponding stalling speed will be denoted by Vip. Figures tll ll ond iV, atin Design wing area, S.—The area enclosed by the projection of the wing outline (including ailerons and flaps, but ignoring Fairings and fillets), on a surface containing the wing chords, The outline is assumed to extend through the fusclage to the plane of symmetry. (See fig. 1) Design wing loading, s =W/S—The gross weight divided by the design wing area. (Area computed with wing flaps in retracted position, if so equipped.) Design dive speed, Vp—'The maximum indicated sirspeed to be used in the structural loading conditions and for which the glider is, demonstrated to be free from flutter or any other undesirable flight characteristics. For utility category gliders Vo shall not exceed V,. For high performance gliders, Vp may exeeed V,, but shall not be greater than 1.2 V,. Dynamie pressure, q—Tho kinetic energy of a unit volume of air. =14 PVG (in terms of true airspeed in feet per second). =}4 P.V" (in terms of equivalent airspeed in feet per second). =V7/391 pounds per square foot, when Vis miles per hour IAS. Gross weight, W—The design maximum weight of the glider and its contents, used for purposes of showing compliance with the speci- fied recommendations Indicated airspeed, IAS.—Speod equal to the pitot static airspeed indicator reading as installed without correction for system errors but including sea level standard adiabatic compressible flow correction, and instrument error. Load factor or acceleration factor, n.—The ratio of a force acting on a mass to the weight of the inass, When the force in question repre- sents the net external load acting on the glider in « given direction, n represents the load factor or acceleration factor in that direction a8 a multiple of the gravitational constant g Limit load—The maximum load anticipated in service. Limit load test.—A static test in which the limit londs are properly applied. Never ezeeed speed, Vxe—Tho maximum indieated airspeed for which the glider is certificated for operation. Primary structure—Those portions of the glider structure, the failure of which would seriously endanger the airworthiness of the slider. Proof load.—The preseribed externally-applied load, multiplied by the proof factor (normally 1.0). ‘Standard atmosphere (standard air)—Standard atmosphere refers to that variation of air conditions with altitude which has been adopted as standard in the United States. (Seo NACA Technical Report No. 218.) ‘Mean aerodynamic chord.—The chord of an imaginary airfoil which would have force vectors throughout the fight range identical with those of the actual wing or wings. ‘Terminal selocity—The maximum speed obtainable in diving flight. True airspeed, 'TAS.—Truo airspeed of the glider relative to un- disturbed air. Ultimate factor of safety, j—A design factor used to provide for the possibility of londs greater than those anticipated in normal conditions of operation and for design uncertainties (CELE 7 TOOT iNT Note: Deion wing ova i outtned by shaded line gore H4 Typlcl design wing arses. Ultimate load —The maxitnum load which the structure is required, to support. It is obtained by multiplying the limit lond by the ultimate factor of safety, Ultimate load test—A static. Lest in which the ultimate loads are properly applied. Loads should be supported for at least 3 seconds. xvm Chapter —LOADS STRENGTH AND DEFORMATIONS ‘The primary structure should be cepable of supporting the ultimate loads determined by the loeding conditions and ultimate factors of safety specified herein, if the loads are properly applied and dis- tributed. ‘The structure must support theso loads for a minimum period of 8 seconds. ‘The primary structure should elso be eapable of supporting, without detrimental permanent deformations, the limit londs of the loading conditions specified, if the loads aro properly distributed and applied. In addition, temporary deformations that occur before the limit load is reached should be such that repeated occurrence would not weaken or damage the primary structure. Compliance Suggestion DETERMINATION OF DEFORMATION ‘* Detrimental permanent deformations are usuelly considered as those that correspond to stresses in excess of the yield stress. ‘The yield is the stress at which the permanent strain is equal to 0.002 inches per inch from standard test specimens. In determining permanent deformations from static test results, the effects of slippage or permanent deformation of the supporting dig should be considered # If any deflections under load would change significantly the dis- tribution of external or internal loads, such distribution should be taken into account. Stigfness.—The structure should be capable of supporting limit loads without suffering detrimental permanent deformations. At all loads up to limit loads, the deformation should not interfere with safe operation of the glider. Wing drag truss—Fabrie covered wing structures, having @ canti- lever length of overhang such that the ratio of span overhang to the chord at the root of the overhang is greater than 1.75, should have a double system of internal drag trussing spaced as far apart as possible or other means of providing equivalent torsional stiffness. In the former ease, the counter wires should be of the same size as the drag. wires. Compliance Suggestion CABLE LIMITATIONS Multistrand cables should not be used in drag trusses since they stretch excessively. Loads imparted by safety belts—Structures to which safety belts are attached should be capable of withstanding the following ultimate acceleration that occupants are assumed to be subjected to during minor crash conditions: cone 45 9.08. 3.0¢. If the belt is attached to the seat, the structural investigation should be carried through to the primary structure, Also, the above noted accelerations should be multiplied by & factor of 1.33 when applied to the seat attachment to the structure, Pilot and passenger loads. —Pilot and passenger loads in the flight conditions should be computed for a standard passenger weight of 170 pounds. A minimum ultimate factor of safety of 1.5 should be used in conjunetion with the applicable acceleration or maneuvering, factor. ‘Local toads—The primary structure should be designed to with- stand local londs caused by dead weights and control loads. Baggage and ballast compartments should be designed to withstand loads corresponding to the maximum authorized capacity. Concentrated (dead) weights include items such as batteries, radios, seats, et cetera, Loading equilibrium. —Unless provided for otherwise, the air and ground loads should be placed in equilibrium with inertia forces, considering all items of mass in the glider. All such louds may be distributed in a manner conservatively approximating or closely representing actual conditions. FLIGHT LOADS ‘Th airworthiness of a glider with respect to its strength under flight loads usually is based on the airspeeds and accelerations (from maneuvering or gusts) that can safely be developed in combination. For certain types of gliders, the acceleration factors (specified in terms of load factors) and gust velocities are arbitrarily specified and should be used for these classes. The airspeeds which-can safely be devel- oped in combination with the specified load factors and gusts should bbe determined in accordance with the procedure specified, and they should serve as a basis for restricting the operation of tho glider in fight ‘Design airspeed.—The design airspeeds should be selected so that resulting operation limitations will be consistent with the type and intended use of the glider. Minimum values for V,, Viwe and V; are specified in table 1-1 Compliance Suggestion DETERMINATION OF AIRSPEED VALUES ‘The values of the design airspeeds in table 1-T are minimum values. In certain eases it may be desirable to use larger values for high per- formance type gliders. Tn order to provide for « high auto-winch tow placard speed, it may be advantageous to use a higher design gliding speed. Compliance Suggestion USE OF K VALUES ‘The K values specified in table 1-T have been determined on the basis of studies of the “cleanness” of current gliders. ‘The values of K for high performance gliders have been set approximately 11 per- cent higher than the values of K for utility gliders since instrument tying in high performance gliders is permitted and higher speeds are apt to be encountered in recovery from inadvertent upsets. These attitudes are more likely to oceur in instrument flying than in normal operations under good weather conditions. Since these constants have been established on a simplified basis, it is possible that they may lead to irrational values of V, when applied to particular cases. In any event, it will be necessary to design high performance gliders to a V, greater than .40 times the terminal velocity or to design utility gliders to a V, greater than .36 times the terminal velocity. In ceases where the value of V, is based on terminal velocity in accordance with the above, calculations substantiating the terminal velocity value should be subinitted. Load factors.—-The flight load factors specified should represent wing load factors, ‘The net load factor or acceleration factor should be obtained by proper consideration of balancing loads acting on the elider in the fight conditions specified in this chapter under “Maneuy- ering load factors.” ‘The net or dead weight load factors should be obtained from balancing computations such as are outlined under “Balancing loads.” Maneweering load factors—The limit maneuvering load factors specified in table 1-1 should be considered as minimum values unless it can be proved that the glider embodies features of design which make it impossible to develop such values in flight, in which case the proven lower values may be used, In some eases it may be advisable to use higher values, as when a higher auto-winch tow placard speed is desired. Gust lead factors.—The gust load factors should be computed on the basis of a gust of the magnitude specified, acting normal to the flight 3 path. Proper allowance should be made for the effects of aspect ratio on the slope of the lift curve. K = GUST REDUCTION FACTOR sl “4 U =gust velocity v ‘Phe following applies: N=1+A.n where A n-=limit load factor increment, ke =gust reduction factor (fig. 1-1) Eps. indicated airspeed, m.p-h. 4s =W/S, wing loading, psf. ‘m=slope of lift curve, Cz per radian cor- rected for aspect ratio, R. lJ Note: K=125"= but not exceed v2 (w/sy 10 2 Figue 1-1, Guu reduction fete. 4 3 ry s ‘ 15 W/S=WING LOADING, psf. Factors of sdjely—A minimum limit factor of safety of 1.0 and a minimum ultimate factor of safety of 1.5 should be used unless other- wise specified. Also, refer to p. 43 for multiplying factors of safety required Tame M1 Minimum Design Airspeeds and Minimum Limit Lond Pactors For the ‘Summetricat Fight Conditions ‘Cas fer igh petranee vant . Desig Cling Speed . Daa Aiton 24, Vi Flap Speed VE, mph Pave Maneuver Lond F inch Tow 1.67 Va... 1.67 Val 533, . Ponitive Gust Load Factor *...| Corresponding, to BE tps. “up” gust Positive Auto-Winch Tow | (9 ‘Load Factor. fative Maneuver Load Pac- | ~2.67. fnetor, 98. Negative Gist ond Fastor*| Capreponding to, | Corresponding fo 3 24 Ey town | tpg. town eust faust at V, 10. Design Dive Speed, Vo. (otto exceed 1.2 V,.| Not "be desde see Vy ball 0b es tha he sg rt tow peed Vie 2 flower sal eed: howerer a cmerav trea twa oC ra paca edt teas For gliders of very eloan ‘wilh cantilever wings or gliders fea desig b erut braced wing’. For gliders of the utility pe hav ing. double strut braced wings ‘aud open cockpit amt EE where se, win ulin, pa ak Voom Hem gefsis Iineiy'to be renebed wbea auto “+ Noguive Oust Load Fut: a Gz rte of Lo whieh exert nates toe tbe masmum vaio iS ttn te SYMMETRICAL FLIGHT CONDITIONS (flops Revocted) Basie flight envelopes.—The basic flight envelope or V-n diagram is a locus of points representing the limit, wing load factors and the corresponding velocities for the particular design crite 5 Compliance Suggestion DETERMINING FLIGHT ENVELOPE A sample basic flight envelope is shown in fig. 1-1. This envelope has beon constructed for a high performance sailplane of aero- dynamically “clea” design, having a full cantilever wing, with basic design values us follows: W/S =5 ~3.5 Ibs. por sq. ft. R (Aspect Ratio) = 12 m (Corrected to R of 12) ~4.8 Cz per radian fe (weight of wing) =1.5 Ibs. per sq. ft a, In accordance with table 1-1, a value of K=61 was used so that the minimum design gliding speed which was used was 61 Vé 114 mph. (Vem). The corresponding placard “never exceed” speed would be .0x114=103 m.ph, (From fig. 1-1.) In this particular case, however, it is assumed by the designer that a some- what higher placard “never exceed” speed is desirable so a design V, of 125 m.p.h. is selected making tho corresponding placard speed 112 mph. (98128). 8, Plot the following equation to obtain line 1 of the positive portion of the V-n diagram, (See fig. 1-11.) in aViCenar where n=meximum possible positive limit wing BO1s load factor at the speod V (m.p.h.). ¢. Draw a vertical line through the velocity corresponding to Vs Gine 2 of fig. 1-11). d, Plot the following equation to obtain line 3 of the negative portion of the V-n diagram (see fig. 1~ID) ve where n=maximum possible negative unit wing "=39F3 —Jond factor at the speed V (m-p.h.). This is based on a Cz, max. (dynamic) of 1.0 (negative) ‘¢. When applying the recommendations specified above, the following procedure should be followed: 1. Draw a straight line (line 4 of fig, 1-111) from the point where V=0, and n=1 to the point where V=V, and n =the load factor specified in item 6 of table 1-I. ‘This will intersect line 2 at point B. 2. Draw a horizontal line (line § of fig. 1-11) through the greatest value of n specified in items 5 and 7 of table 1-1. ‘This will intersect line 1 at point C; and it will intersect line 4 at point D, providing the positive gust load factor is greater than the maneuvering lond factor. If the maneuvering load factor is greater than the positive gust load factor, line 6 will intersect witn line 2, Example Inew 5. The specified maneuver load factor =5.33 Ine 6. The gust reduction factor from fig. 1-1 is .685 (for 3.5) 80 for this example: x24 x 125 x48 875 x3, = 144.90 = 5.90 “wwompuos Gy 209 1210 Buymoys edaponve 1 H'a'W SALIDOTEA A, 01 onl ofl _ozl_oll_oo1_os o_o» eydung “nL ney AL NOWIANOD 9 one 35 dan ers . ann i . 3 é a wet aS ck ae cam aT 1s air 1 NGHIONOS ial lo zi hi-war Nomanos-s SUN 4®4 “S4019¥4 GYOT SNM AIT = 8 Trex 7, Veo #85 (8.5)' =65.5 mph, (65.5)* [(se2t 15] oa ‘The greatest positive load factor of items 5 and 7 above is 6.3 and it therefore determines lino 5 of the basic Sight envelope of fig, 1-II. Itshould be noted that the positive portion of the basie flight envelope is represented by the points OCDEF of fig. 1-II. f. Draw a straight line (line 6 of fig. 1-I1) from the point where V0 and n= +41 to the point where V=V, and nthe load factos specified in item 9 of table 1-I. ‘This will intersect line 2 at point @. 4. Draw a horizontal straight line (line 7 of fig. 1-TI) through the negative value of n specified in item 8 of table I-T. This will intersect line 3 at point J and will intersect line 6 at point HT providing the nogative gust lond factor is greater than the maneuvering load factor. If the negative maneuvering lond factor is greater than the negative gust factor, line 7 will intersect with line 2. Brample Ines 8, ‘The specified manouver load factor = Treat 9, The negative load factor due to a down gust is as follows: 685 x24 x 125 x48 SE 14.00 =3.00 It should be noted that the negative portion of the basic fight envelope is represented by the points FGHJO of fig. 1-11. h. The glider need not be investigated for gust londs at speeds higher than V,. For Vo higher then V,, in high performance gliders ‘only, but not to exceed 1.2 V, the right hand corner of the V-n dia- gram need only be investigated for the maneuvering lord factors, ‘This portion of the V-n diagram is established as follows: 1. Draw a vertical line at Vr max, (not to exceed 1.2 V,) (line 8 of fg. ID, 2, Draw asstraight lino (line 9 of fig. 1-11) from point to interseot line 8 at-n =5.88 (point K) (item 5 of table 1-1), 3. Draw a straight line (line 10 of fig. 1-11) from point G to inter- sect line 8 at n=2.67 (point L) (item 8 of table 1-1). ‘This additional portion of the V-n envelope is represented by the points EKLG. 4. In genoral, an investigation of the following specific basic flight conditions, which correspond to points on the basic fight envelope, will insure satisfactory coverage of the criticel loading conditions. Mico = 8 1, Condition I—(Positive High Anglo of Attack.) ‘This condition corresponds to point, C on the basic flight envelope, The aerodynamic characteristics 0, CP. (or Cn), and to bo used in the investigation should be determined @s C,,

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