VAF Forums - wing engineering stuff

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- - wing engineering stuff (https://vansairforce.net/community/showthread.php?t=240)

Quote:

It's my understanding that the certification standards, which Van's uses as a guide, specify several "worst case" loading scenarios that are to be used for the structural calculations. There are low speed / high angle of attack cases and high speed / low angle of attack cases. Some or all cases specify control surface deflections. For example, if you have flaps up but a downward aileron deflection, that would shift the lift distribution toward the tip. Van's writeup on the RV-8 wing investigation describes some of the load testing they did.

I've seen similar curves to what you mention (on van's site for one), yet haven't come across anything similar in rummaging through my textbooks. Guess I'll keep looking!

To flyerfly, how did you run the numbers to get 12.25g? I am curious. I've also been really tempted to just draw all the wing in something like Pro-e, then learn how to use Pro-mechanica(?) to put loads on it... I was told somewhere along the way this could be done.

Still researching... and it looks like we all made front page on DR's site~!

Jonathan

I was interested in the web site showing weight and balance data for RVs. Why is the max gross weight higher than 1800 for some RV7s? I saw some listed at 1950???

Roger

Quote:

Originally Posted by RSmith

I was interested in the web site showing weight and balance data for RVs. Why is the max gross weight higher than 1800 for some RV7s? I saw some listed at 1950???

Roger

http://www.vansairforce.com/communit...ighlight=gross

In short, you set your own gross weight as the manufacturer.

The appropriate acronym here is CYA...

)_( Dan
RV-7 N714D (1950 lb gross weight)
http://www.rvproject.com