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  • Opera&onal Limits: Introduc) On To Aeronau) Cal Engineering

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    The document discusses the operational limits that must be considered for aircraft, including: - Manoeuvre loads and aeroelastic effects from gusts and high speeds. - Mach number limits due to shock waves and reduced aerodynamic control effectiveness above the critical Mach number. - Pressurized cabin limits due to decreasing air pressure with increasing altitude requiring a maximum operating altitude. - The interaction between all these factors is represented on a velocity-altitude diagram showing the flight envelope. Safety margins are added below the structural and performance limits.

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    Slides for Ae1110x Course on edx

    Original Title

    AE1110x-4.4b-slides

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    The document discusses the operational limits that must be considered for aircraft, including: - Manoeuvre loads and aeroelastic effects from gusts and high speeds. - Mach number limits due to shock waves and reduced aerodynamic control effectiveness above the critical Mach number. - Pressurized cabin limits due to decreasing air pressure with increasing altitude requiring a maximum operating altitude. - The interaction between all these factors is represented on a velocity-altitude diagram showing the flight envelope. Safety margins are added below the structural and performance limits.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Flag for inappropriate content
    12 views22 pages

    Opera&onal Limits: Introduc) On To Aeronau) Cal Engineering

    Uploaded by

    nairavnasa
    The document discusses the operational limits that must be considered for aircraft, including: - Manoeuvre loads and aeroelastic effects from gusts and high speeds. - Mach number limits due to shock waves and reduced aerodynamic control effectiveness above the critical Mach number. - Pressurized cabin limits due to decreasing air pressure with increasing altitude requiring a maximum operating altitude. - The interaction between all these factors is represented on a velocity-altitude diagram showing the flight envelope. Safety margins are added below the structural and performance limits.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Flag for inappropriate content
    of 22

    Opera&onal

    limits
    Introduc)on to Aeronau)cal Engineering
    Dr. ir. Mark Voskuijl

    Brazilian Air Force CC-BY

    Opera&onal limits

    Manoeuvre loads
    Aeroelas<c eects
    Gust loads
    Mach number limits
    Pressurized cabin

    Wind gusts

    Gust loads

    Gust velocity

    Gust envelope
    n
    2.5

    Vc
    -1

    Vd

    Veas

    Manoeuvre envelope
    n
    2.5

    Vs
    1

    Vc
    -1

    Vd Vdf

    Veas

    Manoeuvre envelope

    Design dive speed


    ,=1/2 2
    1/2 2= 1/2 02
    ,=0/ . ,

    Design dive speed


    Al<tude

    Safety margin

    True Airspeed

    Opera&onal limits

    Manoeuvre loads
    Aeroelas<c eects
    Gust loads
    Mach number limits
    Pressurized cabin

    Maximum Mach number


    LiK-drag polar:
    With:

    An airfoil

    Maximum Mach number


    Shock waves appear
    Can cause buet (vibra<ons)
    The aerodynamic center shiKs
    Can cause a severe pitch mo<on
    Aerodynamic control surfaces become less eec<ve

    Maximum Mach number (2)


    Al<tude

    Safety margin

    True Airspeed

    Opera&onal limits

    Manoeuvre loads
    Aeroelas<c eects
    Gust loads
    Mach number limits
    Pressurized cabin

    Aircra@ cabin

    Hawkeye UK CC-BY-SA

    Pressurized cabin

    decreases with al<tude

    Thus an al<tude limit

    Velocity al&tude diagram


    Al<tude

    True Airspeed

    Opera&onal limits

    Manoeuvre loads
    Aeroelas<c eects
    Gust loads
    Mach number limits
    Structural limit pressurized cabin

    Curves combined

    Thrust limit

    Al<tude

    Depends on weight
    as well

    Airspeed

    Flight envelope
    Al<tude

    Airspeed

    Opera&onal limits

    Brazilian Air Force CC-BY

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