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Some of the forces acting on a wing spar are: [2] Upward bending loads resulting from the wing lift force that supports the fuselage in flight. These forces are often offset by carrying fuel in the wings or employing wing-tip-mounted fuel tanks; the Cessna 310 is an example of this design feature.
The retirement life of the wing spar of a transport category aeroplane type-certificated to the safe-life principle is based on a safety factor applied to data obtained from flight tests and information about properties of the spar material. The life of 11,400 flights for the Viscount inner lower boom was based on safety factors of 3.5 for the ...
A reinforced wing spar was certified for 12,000 hours of flight time, [6] and the AT-802U was displayed in 2009 at the Paris Air Show. [7] The AT-802 has also been used in counter-drug operations in the USSOUTHCOM AOR by the U.S. Department of State as a delivery vehicle for herbicides and defoliants over narcotics production facilities.
One problem with the forward-swept design is that when a swept wing yaws sideways (moves about its vertical axis), one wing retreats while the other advances. On a forward-swept design, this reduces the sweep of the rearward wing, increasing its drag and pushing it further back, increasing the amount of yaw and leading to directional instability.
They are primarily responsible for transferring the aerodynamic loads acting on the skin onto the frames and formers. In the wings or horizontal stabilizer, longerons run spanwise (from wing root to wing tip) and attach between the ribs. The primary function here also is to transfer the bending loads acting on the wings onto the ribs and spar.
The wings and tail surfaces are also fiberglass with the exception of the main wing spar, which is made of carbon fiber. There is a 6.5 L (1.7 US gal; 1.4 imp gal) water ballast tank in the fin for trimming purposes when the main wing mounted ballast tanks are in use (184 L combined) for a maximum wing-loading of 50 kg/m 2 (10 lb/sq ft)
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