By David J. Peery
Suitable for undergraduate scholars, this quantity covers equilibrium of forces, area constructions, inertia forces and cargo elements, shear and bending stresses, and beams with unsymmetrical move sections. extra issues comprise spanwise air-load distribution, exterior a lot at the plane, joints and fittings, deflections of buildings, and precise equipment of study. subject matters concerning a data of aerodynamics look in ultimate chapters, permitting scholars to review the prerequisite aerodynamics themes in concurrent courses.
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Additional info for Aircraft Structures
SPACE STRUCTURES 37 The structural advantages of the biplane were far outweighed by the aerodynamic disadvantages. The drag of the numerous struts and braces, and the aerodynamic interference of the wings, external bracing, and fuselage, had a more adverse effect on performance than did the additional structural weight required for monoplane construction. The early monoplane wings were also externally braced, and the construction was similar to that used for biplane wings. For light private airplanes, in which a slow landing speed is often more important than other performance features, the wing loading must be kept quite low, and the wing must consequently have a very light weight per square foot.
If the x axis is chosen through the center of gravity C,the forces are simplified. The resultant inertia force in the y direction for the entire body is found as follows: F,,=J e d M = d/ydM = O The angular velocity w is constant for all elements of the body, and the integral is mro because the x axis was chosen through the center of 56 AIRCRAFT STRUCTURES gravity. The inertia force in the x direction is found in the same manner. 15) The term 3 is the distance from the axis of rotation 0 to the center of gravity C,aa shown in Fig.
14. 8 ft/m This velocity is smaller than the initial sinking velocity of the airplane. The nose wheel consequently would strike the ground with a higher velocity in a three-wheel level landing. It is of interest to find the centrifugal force on the turret, 3 2 M , a t the time the nose wheel strikes the ground. 65)* X 500 X = 219 Ib This force is much smaller than other forces acting on the turret, and is usually neglected. In part (c) of this problem, certain simplifyingassumptions were made which do not quite cornpond with actual landing ~nditions.
Aircraft Structures by David J. Peery