write:However in this case the damage is more likely in the structure that is carry-ing the extra weight. These concepts are illustrated in Figures 35-16 and 35-17. During the above dis

it is possible to over G the aircraft at speeds below the “pub-lished” maneuver speed. If the aircraft is over G’d
damage is more likely in structure supporting fixed weights. When an aircraft is flown at weights above its design gross weight
it can be over G’d at G loads below its published LLF. However
in this case the damage is more likely in the structure that is carry-ing the extra weight. These concepts are illustrated in Figures 35-16 and 35-17.During the above discussions we centered on maneuver speed
limit load factors and less than catastrophic damage to the aircraft. But
if speeds above VA are necessary to bend the aircraft
how much speed is necessary to rip the aircraft apart? The answer is the minimum speed at which you can pull enough G’s to exceed the aircraft’s ultimate load factor. This speed shows up on the V-G diagram as the intersection of the stall speed curve and the line represent-ing the ultimate load factor.G. GuSt LoADS. When an aircraft runs into a gust of wind the airflow over the wing will change
changing both the aerodynamic force and pitching moment created by the wing. As a result of the encounter with the gust the aircraft will be accelerated up or down
experiencing a change in G loading. This change in G loading will be referred to as ∆G. The total G load on the aircraft during the excursion would be represented by the equation G = 1 + ∆G. ∆G can be a positive or a negative value. The magnitude of the change in G loading imposed by the gust (∆G) can be estimated by using Equation 4. (4)Although Equation 4 may look a bit terrifying
it’s really quite logical:m = the slope of the wing’s lift curve. Re-member what that means? Yeah
how many units of CL do you get for each degree increase in AOA. The-oretical airfoils
the kind that are straight
infinitely long
and have no wing-tips have a CL versus AOA slope of about 0.1 before air-flow separation begins to occur. If you hit a •Figure 35-16. Weight Versus Stall Speed Versus Maneuver Speed.Figure 35-17. Minimum Speed Necessary to Cause a Catastrophic Pilot-Induced Over G.