Structural loads on aircraft4/5/2023 ![]() ![]() For each aircraft design, there is a maximum load factor that can attain without any structural damage. ![]() So the aircraft designers have used load factor as a safety parameter to define the aircraft operating envelop. The design maneuvering speed should be determined from the particular airplane’s operating limitations provided by the manufacturer.) Operating at or below design maneuvering speed does not provide structural protection against multiple full control inputs in one axis or full control inputs in more than one axis at the same time. It is proven that the load factor increases on a bank, in other words, higher air loads act on the aircraft structure. ![]() (The above figures are approximations to be considered as a guide, and are not the exact answers to any set of problems. An airplane with a normal stalling speed of 60 knots stalled at 102 knots undergoes a load factor equal to the square of the increase in speed, or 2.89 Gs (1.7 × 1.7 = 2.89 Gs). Thus, an older airplane that normally stalls at 60 knots must never be stalled at above 102 knots (60 knots × 1.7 = 102 knots). For older general aviation airplanes, this speed is approximately 1.7 times the normal stalling speed. VA must be entered in the FAA-approved Airplane Flight Manual/ Pilot’s Operating Handbook (AFM/POH) of all recently designed airplanes. ![]() This speed is called the “design maneuvering speed” (VA), which is the speed below which you can move a single flight control, one time, to its full deflection, for one axis of airplane rotation only (pitch, roll or yaw), in smooth air, without risk of damage to the airplane. ![]()
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