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Constant amplitude testing can also be applied by simpler oscillating machines. The fatigue life of a coupon is the number of cycles it takes to break the coupon. This data can be used for creating stress-life or strain-life curves. The rate of crack growth in a coupon can also be measured, either during the test or afterward using fractography.
Near Aarsele: rear pressure bulkhead failure caused loss of tailplane: 1972-06-12 American Airlines Flight 96: Detroit, Michigan, United States MD DC-10: Design flaw 0 Cargo door locking mechanism failed causing door to separate from the aircraft and causing further damage; landed safely 1973-05-18 Aeroflot Flight 109: Chita, Soviet Union ...
As the Comet represented a new category of passenger aircraft, more rigorous testing was a development priority. [17] From 1947 to 1948, de Havilland conducted an extensive research and development phase, including the use of several stress test rigs at Hatfield Aerodrome for small components and large
It consists of a bar pivoted at or near the centre, with force applied from one direction to the pivot and from the other direction to the tips. Several whippletrees may be used in series to distribute the force further, such as to simulate pressure over an area as when applying loading to test airplane wings.
Wings which generate vortex lift have been used on delta-winged research aircraft such as the Convair XF-92A and Fairey Delta 2. Early delta wing fighters such as the F-102 , the F-106 , and contemporaries such as Dassault's deltas had cambered leading edges that were blunt and did not generate significant vortexes.
U.S. Navy Air Warfare Test Center, based at Naval Air Station Patuxent River, Maryland, United States (founded 1918, as the Navy's Flight Test Group based at Naval Air Station Anacostia) Swedish Armed Forces Flight Test and Evaluation Center (FMV:PROV is a part of FMV), based at Linköping, Sweden (founded 1933) [3]
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The load factor, and in particular its sign, depends not only on the forces acting on the aircraft, but also on the orientation of its vertical axis. During straight and level flight, the load factor is +1 if the aircraft is flown "the right way up", [2]: 90 whereas it becomes −1 if the aircraft is flown "upside-down" (inverted). In both ...