By Frederic M. Hoblit
This e-book offers an authoritative and useful presentation of the choice of gust lots on airplanes, in particular non-stop turbulence gust rather a lot. The textual content emphasizes the elemental techniques enthusiastic about gust load selection and enriches the cloth with dialogue of significant relationships, definitions of terminology and nomenclature, historic standpoint, and motives of correct calculations. assurance starts with discrete-gust idealization of the gust constitution and strikes to continuous-turbulence gust a lot. additionally thought of are rather a lot blend and layout standards, gust-response equations of movement, spanwise version of vertical gust speed, nonlinear structures, and research of gust-response flight-test facts.
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Extra resources for Gust Loads on Aircraft: Concepts & Applications
3 Why the Stationary - Gaussian Idealization ? There are two basic reasons why this idealization is in such wide use. Firstly, it is vastly more realistic than the simple discrete-gust idealizations 21 22 GUST LOADS ON AIRCRAFT described in earlier sections. In particular, it provides inherently for: 1) The infinite variation in the shape of individual gusts; 2) the variation of gust magnitude with gradient distance; 3) the proper superposition of very-shortgradient gusts that excite the various elastic modes with the longer-gradient gusts that give the largest rigid-airplane loads; and 4) the reduced gust velocity properly associated (on an equal-probability basis) with a resonant series of gusts.
This method takes the Eq. 8) route, but utilizes an ingenious scheme that vastly reduces the amount of computation. This involves dividing the time history into a number of blocks, each containing L equally spaced points, where L must be an integer power of 2; for example, 32, 64, 128, etc. Determination of psd's from time histories is treated in much more detail in Chapter 11. 4 Changes in the Frequency Argument To this point, functions of frequency have been expressed as functions of co, the frequency in rad/s.
The gust velocity relative to the airplane is obtained by means of a vane or a differential pressure probe. The absolute gust velocity is then obtained by adjusting for the effect of the airplane motions, which are measured simultaneously (Sec. 4). 50 Hz, the airplane motions are relatively small and can be removed accurately. However, at the much lower frequencies which establish the value of L (if indeed it exists at all; see Sketch n), adjusting for the effect of airplane motions involves taking a small difference of large numbers; consequently, maintaining accuracy becomes very difficult.