The Experts below are selected from a list of 12 Experts worldwide ranked by ideXlab platform
T.h.g. Megson - One of the best experts on this subject based on the ideXlab platform.
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Chapter 14 – Airframe loads
Aircraft Structures for Engineering Students, 2017Co-Authors: T.h.g. MegsonAbstract:Expressions are derived for the loads on an aircraft produced during take-off and landing. Loads generated during level flight are calculated and symmetric maneuver loads, such as those corresponding to the pull-out from a dive, are determined. The loads induced during a Correctly Banked Turn are calculated. The response of an aircraft to different gust load patterns is determined and a typical gust envelope is shown and described.
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Chapter 14 – Airframe loads
Aircraft Structures for Engineering Students, 2013Co-Authors: T.h.g. MegsonAbstract:Publisher Summary The maximum loads on the components of an aircraft's structure generally occur when the aircraft is undergoing some form of acceleration or deceleration such as in landings, take-offs, and maneuvers within the flight and gust envelopes. Therefore, before a structural component can be designed, the inertia loads corresponding to these accelerations and decelerations must be calculated. This chapter considers the calculation of aircraft loads corresponding to the flight conditions specified by flight envelopes. The next section determines aircraft loads corresponding to a given maneuver load factor. Clearly, it is necessary to relate this load factor to given types of maneuver. Two cases arise: the first involves a steady pull-out from a dive and the second, a Correctly Banked Turn. Although the latter is not a symmetric maneuver in the strict sense of the word, it gives rise to normal accelerations in the plane of symmetry and is, therefore, included. The chapter considers aircraft loads resulting from prescribed maneuvers in the longitudinal plane of symmetry. Other types of in-flight load are caused by air turbulence. The movements of the air in turbulence are generally known as gusts and produce changes in wing incidence, thereby subjecting the aircraft to sudden or gradual increases or decreases in lift from which normal accelerations result. These may be critical for large, high-speed aircraft and may possibly cause higher loads than control initiated maneuvers.
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Chapter 13 – Airframe loads
2010Co-Authors: T.h.g. MegsonAbstract:Expressions are derived for the loads on an aircraft produced during take-off and landing. Loads generated during level flight are calculated and symmetric maneuver loads, such as those corresponding to the pull-out from a dive, are determined. The loads induced during a Correctly Banked Turn are calculated. The response of an aircraft to different gust load patterns is determined and a typical gust envelope is shown and described.
J.b. Russell - One of the best experts on this subject based on the ideXlab platform.
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6 – Lateral static stability and control
Performance and Stability of Aircraft, 1996Co-Authors: J.b. RussellAbstract:This chapter discusses the lateral static stability and control and their importance in flying an aircraft. Wright brothers were successful in designing and constructing the first man-carrying aircraft because they realized that it was necessary to provide control about all three axes. It is all too evident from cinefilm of many of the early attempts to fly that control in roll was desperately needed, not least to react the propeller torque. The Wrights used wing warping and used coupled contrarotating propellers. Shortly after their first flight, ailerons were invented and are almost universally used today. The chapter considers control and stability about the roll and yaw axes. It considers some of the simple background aerodynamics, assuming that the aircraft has conventional flap type controls and a conventional layout. Discussing the trimmwed lateral maneuvers, it considers the aileron and rudder angles required to perform two simple maneuvers, the Correctly Banked Turn and the straight sideslip. Finally, the discussion concludes that the airworthiness requirements ask that an aircraft is laterally stable as discussed here. And moreover, it is required that the trim curves and the rudder pedal force curve do not have any reversal of slope up to the maximum angles available.
