fesesheiannsAnOMRRSEEBREERESREE! oe PFA, ENGINEERING DESIGN DATA SHEET/ | ceosw OS aevanepay JT DERIVATION OF THE AIRCRAFT SYMMETRIC FLIGHT ENVELOPE. JAR VLA REQUIREMENTS ‘The ‘symmetric’ manoeuvre and gust envelopes form the hei: uf the in-flight stessing cases fore given aircraft Aesgss The s the range of oY OY Hence Vsig 53.8 mph (avs) (mph) vA 105.0 mph 0 00 90 Ve = 66.0mph 05 170 380 Ve = 115.2:mph 10 241539 Vo. 161.2 mph AS 29.5 66.0 (The negative stall curve would be different| from the positive stall curve if Cia was different to Cin) ‘This data sheet i itended as a design exemple only. No liability i accepted by PF.A. Engineering forthe infomation contained i this data shoe or any ciccumsanees resulting rom is werrepanen ey JT at P.F.A, ENGINEERING DESIGN DATA SHEET/ | IMPERIAL SOLUTION —— = 79.0 fits 0535 =1« 1000 | SSUUU Een 790 ws 37 * 0.002376 x 100 x -135 Vi, = 79.0015 = 96.7 tus 1000 Ve = 534, 007 168.9 fes (the 53.4 constant is used for imperial units) Vy =14 x 168.86 = 2364 ays ‘To obtain speeds in miles per hour multiply f/s by 0.6818. Hence Voie 53.8 mph Va 105.0 mph Vo 66.0 mph Ve = 115.2 mph Vo 161.2 mph ‘THE POSITIVE STALL CURVE ‘To obtain speeds in miles per hour multiply fs by 0.6818 Ve =19.0Nn > ow OY (fs) (mph) ° 00 00 as 559 380 10 70 539 15 96.8 660 20° 776.1 25 1289852 30 136.8 933 38 154.0 1049 ‘THE NEGATIVE STALL CURVE, To oblain speeds in miles per hour multiply fs by 0.6818 Vi, =79.0V-n n Vs Vs (vs) (mph) 0 00 00 05 559 380 10790539 15968 66.0 (The negative stall curve would be different| from the positive stall curve if Cia Was different 0 Cus) ‘This datasheet is tnd ws a design example only. No lability i acepted by PFA. Engineering forthe information corsined in his data sect er any citcamstances resulting fom is use.recesaeooy JT oe P.F.A. ENGINEERING DESIGN DATA SHEET | CALCULATION OF GUST ENVELOPE ‘The gust envelope is derived assuming vertical gusts acting on the aircratt of 15.24 motresisec (50 feet/se>) st Ve 7.62 metresisec (25 feet/sec) at Vo ‘The gust loa factors at these speeds may be computed as follows: 1 5 PV AKU “se 088, S34 a, ‘gust alleviation factor My lt where C=S/b Us. derived gust velocities referred to above po= density of ar at sea level p= density of air at design point V=aireratt speed a~3-D lifteurve slope ‘The 3-D lft-curve slope can be estimated from the approximate relationship (VLA 333(cX1)(i)) (VLA 3350)(1)G) (via say MIS) pCa aA 24444? where @ is the 2-D aerofoillif-curve slope obtained from sources such as ref. B Ais the wing aspect ratio where A= “> ‘This data sect intended a a design example only. No libity is accepted by PLFA. Engineering fr the information contained in this data see, or any eicumstances resulting fom is we,ecpancooy JT fe P.F.A. ENGINEERING DESIGN DATA SHEET/ 1 GUST ENVELOPE EXAMPLE. METRIC UNITS. 1 TaD litteunve CA 2418 was measured as 0.106 per degree from ref.1. This was achteved by finding the gradient of the linear portion of the lift vs angle-of-attack curve for this section at a Reynolds number of 3,000,000 (typical). 7319? 929 io A= BS 5.76 222 L127 isha 929 zis ™ 0106 x 3.76 0754 per degree = 0.0754 x 180/x = 4.32 per radian Dieu lps, @= 3 ae 2x 4536 /9.29 8 x 14.53 75019271453 K, = BASS _ 64g Me 1225 «127x432 5341453 GUST ENVELOPE 1 1g 2EIRSRT 2432 0688 x, ae eee 2 4536 x 981/929 om) Ve S18 -H15.24 +379 aaa tas Ve SIS -1524 -179 a vo A 4762 42.95 paneer Vo 1-762 095 Aspect Ratio = 75 0106 x 5:76 3-D lift-curve slope, @ = eiaie 7 0.0754 per degree = 0.0754 x 180/x = 4.32 per radian, + 100 2 ) 88 x 14.53 100 417, = 321857 O88 1433 — oO 644 4 : (0002376 x 417 x 43; #5341453 401002376 x x 432 x 0644 x U, (GUST ENVELOPE n=l+ Vou. on 100/100 (SD Ve 1689-450 43.79 Ve 1689-50 «1.79 Vo 2364 425 -42.95 Vo 2364-25 -0.95 ‘This datasheet is intended aa design example only. No liability is accepted by PLFA. Engineering for the infrmatio contained in this data shoe or any circumstances resulting fom ts we,neraneooy JT id P.F.A, ENGINEERING DESIGN DATA SHEET) | FLIGHT ENVELOPE V Gophd | | 7 | ‘Note that the gust envelope development lines pass through I°g? at V-O mph. This is because its assumed that the aireraft is accelerated by each gust from the 1°g" level fight condition. REQUIRED REPORT. ‘The above workings are to be presented, plus the resultant flight envelope diagram, It is important to note that the wing loading on the aircraft will be the flight load derived above + the tail down-load =the wing weight. REFERENCES 1 Abbot | & Von Doenhoff A. Theory of Wing Sections Dover Publications, New York, USA 1958 2. IAR-VLA Very Light Aeroplanes C.A.A., Printing and Publication Services Greville House, 37 Gratton Road, Cheltenham, Glos. GLS0 2BN “This datasheet i intended asa design example only. No ibility is accepted by PA. Engincering for the information contained in his ta ‘Sheet or any circumstances resulting fom is use,