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Don
First - I agree entirely that you are contemplating which of two evils you should perpetrate having got yourself into an untenable situation. But having got there you need to at least have considered what you should do in the event. I doubt there would be much time for deliberation. I suggest that the correct action depends on the aircraft to some degree, but that flutter is much more damaging to the structure than moderate overstress in most cases since it introduces large cyclical and localised loads on the structure in addition to whatever G load the aircraft is exposed to. First generation glass, before the finite element analysis programs allowed the designers to design to the limit is probably much safer to over stress than overspeed. Similarly the latest carbon designs seem to have G limits imposed by the JAR22 deflection limits rather than ultimate strength. Presumably these aircraft have huge strength reserves. For interest look at the wing test on the DG1000. When I asked Schempp-hirth about the possibility of flutter damage in an incident where a Std Cirrus had made a loud chattering noise on a high speed pass, they replied that it would be unlikely to have been flutter. This because they did not think it likely that the aircraft would remain controllable due to control system damage in the event of flutter. In inspection we found that the noise came from an airbrake cap that had lost some tension in the retention springs. It was sucking slightly open and banging against the sides of the slot as the pilot pulled up. Over one G, close to Vne and soft springs combined to allow a millimeter or so of play. The noise was disconcertingly loud from the ground, we thought there might be a glass-fibre confetti shower. I'd take a gamble on the Cirrus's wings handling more Gs than the manual said if my life depended on it. Conversely I take great pains not to get even near that point in a 32 year old glider. |
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