I posted same in the Engineering/Tech's forum, no answers, so thought to place same here?
Q: If a A/c ( designed for air transport ) wing has a operational G limitation of eg: +3.5g / -1.2g, What percentage above this does it have to comply to , or what percentage is the norm between the Top of the operational envelope and failure? and just to add to this, EG B 744, how is the G limitation arrived at in the "blending" of margins into both the wing and the fuse?
Q: What FAR, or BCAR,or JAR regulations pertain to the above?
With OLDER A/c, what studies have been done, and what is known about the aging of OLD ALLOYS, IE: the grain structure and crystalization there of?
and is the G limitations of older A/c reviewed by authorities?
I was told by a METALLURGY chemist that such things exist, ( I have never heard of such)
When flying I hade to do mandatory Human Factors re-currency under JAR, is such mandatory for engineering?
Just and observation: I saw the A-380 landing on the TV awhile ago, at the time I thought the track of the U/c not in proportion with the large lateral arm (IE span).
On the down under forums I read that the machine had issues with the U/c cracking? just an observation, and wonder if anyone else agree's /disagrees.
Info appreciated:
Chr's
H/Snort.