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Integrity of the wings and fuselage of CA?
For experienced pilots and mechanics AP … How would you describe the integrity of the wings of aircraft and general solidity of the structure of aviation aircraft. I know that the wings go through a load test, but how does it compare in the real world.
aircraft design is done using several criteria. When it comes to structural loads, there is generally a series of envelopes of cargo that must be defined by the manufacturer. The first envelope is the envelope of operation. The plane is designed and tested to withstand this envelope on a frequent basis. Thus, these charges can apply all day, every day without worrying about exceeding the limits of fatigue due to repeated loading cycles. For most business jets, this allocation includes simultaneous application of nose up 3.5G, 2G 1.5G lateral and longitudinal study with a combination of 0.35 rad / sec and a height of 0.35 rad / sec yaw with the engines running at the maximum. Once again, the criterion is that no fatigue damage occurs during the lifetime of the aircraft. The second envelope is over the limit. The levels vary slightly from one aircraft to another, but most of the use of business aircraft nose up on 7G, 5G 2G lateral and longitudinal with a 1.0 rad / sec pitch and yaw (tilt and orientation are important because they give rise to large loads of gyro motor shaft system – sometimes larger than the G loads). The criterion to limit loads is that the performance limit of the material should not be exceeded in any of the aircraft structure. This means that no permanent deformation of the structure is carried out when all these charges are applied at once. The last provision is called the final allocation. Usually, it takes all the load limit and multiply by 1.5. You have an independent requirement – if my memory is 18G longitudinal – in the form of loading accident. The criteria for the provision of maximum load is not structural can fail. As can see, the airplane structure is designed conservatively. Some of the tests carried out are quite impressive. Aerobatic plane, of course, have envelopes with significantly more involved. ADDED: As for how this compares with the real world – once I pulled 6.5 G in a T-38. That's a pretty big load. And I was not making a deflection maneuver at the same time. You never see any of these envelopes applied in the real world. That's why the FAA and manufacturers use to design and test airframes. It is a conservative and reliable method to provide safe aircraft designs.
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