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The use of g units refers to the fact that an observer on board an aircraft will experience an apparent acceleration of gravity (i.e. relative to their frame of reference) equal to load factor times the acceleration of gravity. For example, an observer on board an aircraft performing a turn with a load factor of 2 (i.e. a 2 g turn) will see ...
These load factors are, roughly, a ratio of the theoretical design strength to the maximum load expected in service. They are developed to help achieve the desired level of reliability of a structure [ 6 ] based on probabilistic studies that take into account the load's originating cause, recurrence, distribution, and static or dynamic nature.
As stalling is due to wing loading and maximum lift coefficient at a given altitude and speed, this limits the turning radius due to maximum load factor. At Mach 0.85 and 0.7 lift coefficient, a wing loading of 50 lb/sq ft (240 kg/m 2 ) can reach a structural limit of 7.33 g up to 15,000 feet (4,600 m) and then decreases to 2.3 g at 40,000 feet ...
Peak ground acceleration can be expressed in fractions of g (the standard acceleration due to Earth's gravity, equivalent to g-force) as either a decimal or percentage; in m/s 2 (1 g = 9.81 m/s 2); [7] or in multiples of Gal, where 1 Gal is equal to 0.01 m/s 2 (1 g = 981 Gal).
The first of the cooling load factors used in this method is the CLTD, or the Cooling Load Temperature Difference. This factor is used to represent the temperature difference between indoor and outdoor air with the inclusion of the heating effects of solar radiation. [1] [5] The second factor is the CLF, or the cooling load factor.
In engineering, a factor of safety (FoS) or safety factor (SF) expresses how much stronger a system is than it needs to be for an intended load.Safety factors are often calculated using detailed analysis because comprehensive testing is impractical on many projects, such as bridges and buildings, but the structure's ability to carry a load must be determined to a reasonable accuracy.
A dynamic load can have a significantly larger effect than a static load of the same magnitude due to the structure's inability to respond quickly to the loading (by deflecting). The increase in the effect of a dynamic load is given by the dynamic amplification factor (DAF) or dynamic load factor (DLF):
A crane's rated load is its Safe Working Load (SWL) and the design load (DL) is, (p 90) [1] = The dynamic lift factor for offshore cranes in the range 10 kN < SWL ≤ 2500 kN is not less than =.(p 84) [1] Thus for a crane with a SWL of 2000 kN (~200 tonne) its design load is not less than, = = The minimum breaking load (MBL) for the combined capacity of reeves of a steel wire hoisting rope ...