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dynamic pressure

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the airplane are produced from two causes

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The accelerations

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namely maneuvers and gust The accelerations due the

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highly maneuverable military airplanes

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and drag direction into components restricted and since the permissable

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beam and drag truss high for this class

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the drag truss coincided with the airfoil chord and the not excessive when compared to the maneuver
if

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gust acceleration
beams were placed normal the chord the resultant air forces
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factors
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coefficient form
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the drag truss and beam directions would

usually limited

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to
sufficient

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reasonable glide speed which take care normal
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airplane design accelerations due to gusts are critical and since

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commercial airplane glide speeds would
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structural weight saving standpoint
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D1.8 Gust Load Factor
by
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and the moment about the aerodynamic center reacted

a

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couple with forces the beam direction

sharp edge gust strikes the airplane

in
direction
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a
Vihen
a

the thrust line axis sudden change takes place

to

For monocoque cantilever box construction the axes for normal

X

a
no ,
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airplane
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,

bein
sudden change
in

structural force components are usually taken the wing angle of attack with
of

resolution

to
those which the particular investigator thinks are most speed The normal force coefficient can assumed
C
as

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vary lineraly with the angle Fig in

of

convenient attack Thus

a
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let point represent the normal airplane force coefficient
Distribution Airfoil
of

Spanwi
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se

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maintain level fight with velocity and

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necessary KU V
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point Cza after
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sharp edged gust has
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lift the value

a

Unfortunately the spanwise distribution

of

a c

the
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in

of

sudden change the angle attack without

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drag and moment coefficients are not constant caused

and each has the airplane load in the
in

in The total increase

,

V.

change
different distribution than the other There are well
by

the ratio
oz
be

B.
a

expressed
at

direction can therefore

.

known methods for calculating this spanwise variation in the

2

airfoil coefficients see ANC explanation

an

. of

but the
1
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(

is be-

methods are too lengthly this chapt

er
in
to

included
usually tapered plan form
in

Since the conventional wing

and since the coefficient vary spanwise the spanwise running
AC
s

the wing will not follow any simple relationship

on

airloads
on

the wing
of

and thus the calculations shears and moments

KU
an

resolving the variable distributed load into

in

consists
strip areas ACC
on

equivalent system
of

loads
of

concentrated
give reasonable accuracy
to
as

the wing
of

such width
.

01.7 Design Flight Conditions for

Airplane wings
19
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a
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The Civil and Military Aeronautics

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in

Authorities
general issue requirements which specify the design con
ditions for the parti cular type airplane It AK
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or

of

size From Fig for small angles and from Fig

=

a
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does not seem wdse here to repeat the requirements the slope the airplane normal
of
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where
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Civil Air Requirements since this information

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available
force curve per radian
the public government publicat ions namely
in

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the form
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Civil Air Regulations CAR and Civil Aeronautics Authority

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be
to

The load factor increment due the gust can then

Mamal CAM 04 The military design requirements are not
expressed
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the public this chapt will

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to

available The discussion

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