By Denis Howe
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Extra info for Aircraft Loading and Structural Layout (Aerospace Series (PEP))
However, it must be pointed out that when the loading is a consequence of a dynamic disturbance of the aircraft the resulting motions, and hence loads, are dependent upon altitude in that the response of the aircraft is a function of the local air density. Atmospheric turbulence is also altitude dependent. The situation is more complex when the aircraft operates in the transonic and supersonic flight regimes where compressibility effects are significant and therefore Mach number considerations are likely to be dominant.
Approximately one in four of these accidents can be ascribed to airworthiness failings, the remainder being due to such things as human factors. air traffic control, the environment, and terrorism. This experience has led to the use of a notional airworthiness target of no more than one fatal accident in 10 million (lo7) hours due to airworthiness failures. As the number of aircraft operations increases it becomes desirable to consider the implication of maintaining the rate of fatal accidents at thc present level.
This includes such details as the type and extent of the high-lift devices and the sizes and locations of the aerodynamic surfaces used to confer the required stability and control. Indeed an important aspect of the conceptual design process is the determination of satisfactory stability and control characteristics whether the aircraft is designed to be naturally or artificially stable. To do this it is necessary to evaluate the aerodynamic derivatives for the defined configuration of the aircraft.