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#12
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The engine mount on most light aircraft is designed to withstand 9
G's minimum. Where is that specified? Does Cessna provide max. g limits for items on the aircraft or are max. g limits for these items explicitly specified in FAR 23? And as I said earlier, the 3.8 figure is based on gross weight. Reducing gross would allow them to take a higher G figure but the same net force. Agreed. This may sound like a stupid question, but how do you define "gross weight"? Cessna also states in the 172 POH that it's designed to 150% of the G figures given, or 5.7 G's. I think the 3.8 figure would be the yield point, where things begin to bend, and the 150% figure would break them entirely. Or something like that. You're correct. An airplane has to sustain ultimate loads, typically 50% beyond limit load (highest in-service load to be experienced) and show no failure (fracture). An airplane has to sustain limit loads without permanent deformation (yielding). At least, that's for FAR 25 aircraft. Dan |
#13
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"Koopas Ly" wrote in message
m... I am sure most know the typical textbook definition of Va...goes like..."the minimum speed at which the wing can produce lift equal to the design load limit" or "the speed at which the pilot can use full control deflections without over-stressing the airplane". [Not answering Alex's questions but...] maybe that's better as "*one* full control deflection". http://www.dft.gov.uk/stellent/group...ty_025533.hcsp is not unlike http://www.ntsb.gov/events/2001/AA587/default.htm though closer to home for those of us who fly light aircraft. Julian Scarfe |
#14
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(Koopas Ly) wrote
Agreed. This may sound like a stupid question, but how do you define "gross weight"? Ah yes...a grossly misused term and.....one not used in the FAR. Section 23.25: Weight limits. (a) Maximum weight. The maximum weight is the highest weight at which compliance with each applicable requirement of this part (other than those complied with at the design landing weight) is shown. The maximum weight must be established so that it is -- However a web search shows that "gross weight" is used mainly by state motor vehicle codes as follows: Gross Vehicle Weight or GVW The combined weight of a commercial vehicle and its load. And the military: Definition of: gross weight (DOD, NATO) 1. Weight of a vehicle, fully equipped and serviced for operation, including the weight of the fuel, lubricants, coolant, vehicle tools and spares, crew, personal equipment, and load. 2. Weight of a container or pallet including freight and binding. See also net weight. Using "gross weight" for aircraft can be misleading....for example: The Boeing-707 had a maximum "taxi weight" of 336,000 lbs, and a maximum "takeoff weight" of 333,100 lbs. And....its maximum takeoff weight might be limited to the maximum landing weight plus the weight of the fuel burned during the flight or to the maximum weight that would allow compliance with the second segment climb requirements. What was its "gross weight"? Pilots who use the term "gross weight" aren't very well versed in the FARs. Bob Moore |
#15
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Greg Esres wrote in message . ..
The engine mount on most light aircraft is designed to withstand 9 G's minimum. Where do you get this figure? Canadian Aviation Regulations 523.561 gives some numbers for protection of occupants in an emergency landing (a crash). Seats and belts, for example, have to withstand 9 Gs forward, 6 Gs downward, 3.0 upward for Normal and 4.5 for Aerobatic. Items of mass within the cabin must be able to withstand 18 Gs forward. The structure itself must be able to withstand, in the event of "complete turnover" during a crash, 9.0 Gs forward, and some lesser numbers in other directions. This structure would include engine mounts. Somewhere else in the many sections are more numbers specifying componemt strengths. The FARs would have an equivalent section. The minimum legal flight load strengths for any Normal Category airplane is 3.8 Gs. Note that flight loads and "emergency landing" loads are not the same, but the airplane must meet those requirements. A 3.8 G engine mount would be most dangerous. In training students in our Citabria, we have seen well over 3 Gs on the G meter in botched landings. The wings and tail don't much care about that impact, since they don't experience any air-load increases, but the gear, fuselage and engine mount do. Imagine, for a minute, the effect of an engine departing the airframe in such a spot: airspeed at or near stall speed, an airplane that's suddenly 350 pounds lighter, and a CG back around the trailing edge of the wing. People killed, maybe, for the lack of one pound (or less) of 4130 tubing? Dan |
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