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By A. S. Taylor, D. J. Eckford (Eds.)

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Extra resources for Aircraft Loading Action Problems (Proceedings of a Symposium held at Farnborough on 28th October, 1966)

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A maximum in this case and the m-mum fuselage fuselage loads is, therefore, shears due to tailplane torque are associated with reduced direct shear loads It is not easy to select the worst since there is so much inertia relief. case from inspection of the overall loading conditions and several have to be investigated to be sure of obtaining the worst loads. 6 Head-on asses gusts These cases design only those components whose loads are dependent solely on the forward speed. On the Trident such items are the flaps, airbrakes and lift dumpers.

1 falls off with increasing Mach number, it follows that Since CL this definitionmazf VA gives a lower value than the speed corresponding to a 2&g stall. R. appears to be rather vague on this point since it calls for checked symmetric manoeuvres from Ig up to the manoeuvre envelope , load factor at VA. This is less than n,. , it is obvious required here. The Trident is designed for 2&g at VA. what is VC is taken as equal to VMO, the maximum operating speed, and hence is a practical limit. 2 that VC is reduced at 36 altitudes below 6000 ft.

The original and outboard ailerons. The inboard ailerons only were to be used at high speed and the outboard were brought into play when the flaps were lowered. This introduced interesting was found aug- ailerons some design oases for combinations of flap and aileron. However, it that the lateral control at low speed was adequate using the in- board ailerons only and the outboard aileron was deleted. The remaining inboard aileron is inset from the wing tip and extends from 6@ to K$ of semi-span on the Series 1 Trident.

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Aircraft Loading Action Problems (Proceedings of a Symposium held at Farnborough on 28th October, 1966) by A. S. Taylor, D. J. Eckford (Eds.)


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