By A. S. Taylor, D. J. Eckford (Eds.)
Read Online or Download Aircraft Loading Action Problems (Proceedings of a Symposium held at Farnborough on 28th October, 1966) PDF
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Extra resources for Aircraft Loading Action Problems (Proceedings of a Symposium held at Farnborough on 28th October, 1966)
E. agreed with Mr. Tye that it was easier to define the manoeuvre which a pilot intended to do on a particular aircraft than to define how he actually achieved this. However, he was not convinced that there was such a wide variety of paths by which the pilot could reach the same end result and he wondered if there had been any examples that Mr. Tye could quote to support his statements. Mr. Tye recalled that about twentyfive years ago he had performed calculations in which various assumptions were made about pilot behaviour and that he had been able to produce a variety of hypothetical time histories which had led to a certain value of norm&L acceleration.
8 CONCLUSIONS The only criterion a particular aircraft duce a safe aircraft which determines are satisfactory whose operation whether the load calculations is the question of whether is as economical as possible. for they proIn . 166 57 practice this the aircraft calculations. optimum can never be attained. which are unnecessarily There will always be parts of heavy due to inaccuracies in the load It is interesting to consider the sources of these inaccuracies and what steps, If any, oan be taken to elirmnate or, at least, reduce them.
11 shows the envelope for VC at 6000 ft. Similar figures can be drawn for other flight speeds and give similar results. R. except that, as said earlier, the aileron angle at any speed has been taken as the maximum available. The aircraft is assumed to have only one degree The not equal; airbrakes spoiler is differenoing one purely of freedom, roll about the centre line. up and down aileron angles obtained by operating the control are more up aileron than down aileron is obtained. e. the extended on the wing with up aileron only.