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Running head: Operational Flight Limitations

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Aircraft Flight Test: Operational Flight Limitations

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Operational Flight Limitations Aircraft Flight Test: Operational Flight Limitations An intern can be briefed on an aerial flight operation on matters concerning flight. A proper briefing can be a presentation with charts and diagrams to complement the oral explanations. An operational flight limitations are very specific and found in a flight envelope (Gratton, 2018). The flight envelope gives a detailed information on the operational limits of an aircraft with regards to its load limit factor and maximum speed because of the atmospheric conditions present at the given time. The term can also be used to define measurements, for example, maneuverability such as when the aircraft is driven at high speeds that exceeds the required limitations. Such actions can be dangerous and could result to loss of control and structural damage (Nabi et al., 2018). An aircraft’s flight operational strength is offered in a graph which has a vertical scale which represents the aircrafts load factor. The diagram is referred as the Vg diagram (velocity versus load factor or G load). Every aircraft has its individual Vg diagram which remains valid at a definite altitude and weight.

Figure 1: Typical Vg diagram Image source: http://learntoflyblog.com/2016/01/04/aerodynamics-vg-diagram/

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Operational Flight Limitations The flight strengths limitations of are presented in a V-g and V-n diagrams. The common Vg diagrams comprises of airspeed and the (V-n) the flight altitude variation and load variation. It specifies the required specifics for optimal performance of the aircraft at various altitudes in relation to the load factor and feed. It primarily gives the limits of an aircraft which has to be flown without danger and surpassing the limits (Muqeeth & Abdallah, 2020). The chart is also contained within the airplane flight handbook in the segment that details more on operating limitations. The V-n charts are used to present the most critical features and do not certainly characterize the specific attributes of the plane. Every aircraft has the V-n diagram which shows the n’s and V’s of the plane. The curved lines show the maximum lift capacity. In the chart, the aircraft described has the capability of developing only +1 G at speed of 62mph and the wing level stalls the speed of the aircraft. The maximum load is dependent on the square of airspeed, the maximum load lift capacity of the aircraft at 92 mph is 2G, 112mph is 3G, and at 137mph is 4.4G. Any load factor that surpasses the line is unavailable aerodynamically, therefore, the airplane will stall above the maximum load lift. A similar situation is likely to occur in a negative lift flight but it is exclusive of the required speed needed to generate the specific negative load factor which is greater than that required to generate a similar positive load factor (Nabi et al., 2018). The aircraft is likely to have structural damage at higher positive limit load factor that surpasses 4.4. The importance of the V-g plot is the intersection between the line of indicating the maximum positive lift and positive load factor limit. This intersection gives the minimum airspeed where the limit load may be aerodynamically developed. The airspeed that exceeds this generates the positive lift ability that is sufficient to cause damage of the airplane. It is also referred as the maneuvering speed (Muqeeth & Abdallah, 2020). The other is intersection is that

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Operational Flight Limitations

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of the line that indicates negative lift capacity and the negative load limit factor. The airspeed which exceeds this generates a negative lift capacity that is sufficient to cause damage to the aircraft. Whereas, the airspeed that is less than this, will not generate negative lift capacity that is conducive enough to damage the aircraft due to excess flight load (Gratton, 2018). The redline or otherwise limit airspeed is a reference point of the airplane. From the V-n diagram, the aircraft is restricted to speeds up to 225mph. If the aircraft exceeds the airspeed limit, the aircraft is likely to have structural damage.

Operational Flight Limitations

5 References

Gratton, G. (2018). The Flight Envelope. In Initial Airworthiness (pp. 83-111). Springer, Cham. Muqeeth, M. A., & Abdallah, A. M. (2020). Performance Evaluation at Asymmetric Attitude Flight for Two Aircraft Models. In AIAA Scitech 2020 Forum (p. 0285). Nabi, H. N., Lombaerts, T., Zhang, Y., Van Kampen, E., Chu, Q. P., & de Visser, C. C. (2018). Effects of structural failure on the safe flight envelope of aircraft. Journal of Guidance, Control, and Dynamics, 41(6), 1257-1275....