Structural Q's
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Joined: May 2004
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Structural Q's
Looking for the answer to the following.
If a aircraft ( designed for airtransport) wing has operational G limitations of eg: +3.5g / -1.2g, What percentage factor above this, will its structural integrity give way?.
What FAR regulation would this relate to?.
How have these regulations and percentages altered over the years?
With OLDER aircraft, what studies, have been done, and what is known about the grain structure / crytalization of metallurgy?
And just to be a bit awkward, what Engineering Human Factors training is being actively utilised, and is it mandatory?
Also: I observed the A 380 landing on television awhile ago, and it appeared to me that the lateral arm, when compared to the U/C width, was (to me) out of preportion? I read on here somewhere that the A- 380 had problems with the U/C cracking? just an observation, wonder if any one else agree's, or dissagree's.
Chr's
H/snort
If a aircraft ( designed for airtransport) wing has operational G limitations of eg: +3.5g / -1.2g, What percentage factor above this, will its structural integrity give way?.
What FAR regulation would this relate to?.
How have these regulations and percentages altered over the years?
With OLDER aircraft, what studies, have been done, and what is known about the grain structure / crytalization of metallurgy?
And just to be a bit awkward, what Engineering Human Factors training is being actively utilised, and is it mandatory?
Also: I observed the A 380 landing on television awhile ago, and it appeared to me that the lateral arm, when compared to the U/C width, was (to me) out of preportion? I read on here somewhere that the A- 380 had problems with the U/C cracking? just an observation, wonder if any one else agree's, or dissagree's.
Chr's
H/snort
