Wing Load Calculation

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WING LOAD CALCULATION

(Example document for LSA applicants – v1 of 08.03.16)
Date of issue: DD/MM/YYYY

Document reference: ABCD-FL-57-00
Approval data
Prepared by Verified by Approved by
Name, sign.
Function Design Engineer Design Manager
Record of Revision
Rev. # Issue date Description of change
0 Initial issue
Page 1 Date Revision Doc.-No. company

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0. Introduction
This document calculates the flight loads on the wings of the ABCD aircraft. The requirements are referenced in
the compliance checklist of the certification programme ABCD-CP-00.
Within this document the loads on the wings are determined throughout the whole flight envelope [1] and for the
design weights as determined in [2] under all loading conditions.
The simplified criteria of requirement X.1 [3] have not been used for these calculations.
The Loads are calculated using literature methods taken from the documents referenced in chapter 1..
The following assumptions are made:
 Applicable to LSA only;

 no compressibility effects;
 conventional configuration (e.g. no tandem aircraft, bi-plane or canard);
 no pitching moment of the horizontal tail (symmetrical profile);
 no winglets, no wing tip tanks;
 no sweep, straight leading edge, no twist, constant profile, no dihedral;
 effect of the wing deformation on the loads not considered;
 no spoilers or airbrakes;
 landing gear attached to fuselage;
 no wing struts (cantilever wing);
NOTICE
This document is to provide an example of a flight load calculation document for an aircraft type certificate application in accordance
with CS-LSA. The document can be used even if the applicant does not own a DOA. It does not substitute, in any of its parts, the
prescriptions of Part-21 and its amendments.
This document is intended to assist applicants in applying for an LSA RTC/TC and therefore demonstrating compliance of the design to
the requirements.
The document should not be read as a template and it should not be used as a form to fill. The content shall be checked for
appropriateness and changed accordingly by the applicant.
The required information can be presented entirely in this document, or in additional documents appropriately identified and referred
to.
Comments and notes to the user are provided throughout the document with “blue highlighted and italic text”.
IMPORTANT: All the statements and/or conclusions provided in this guideline can be considered realistic and
have a reasonable technical basis but the designer is solely responsible of each of the statements that he/she
will provide
company Doc.-No. Revision Date Page 2

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Contents
0. Introduction 2
1. References 4
2. List of Abbreviations 4
3. Requirements 6
4. Input data 8
5. Load Calculation 9
6. Load cases 9
6.1. Loads on the aeroplane 13
6.1.1. Reference axes and sign convention 13
6.1.2. Symmetrical flight conditions 13
6.1.3. Aerodynamic centre 15
6.1.4. Pitching moment of the wing 15
6.1.5. Influence of the fuselage 16
6.2. Forces and moments acting on the wings 16
6.3. Unsymmetrical flight conditions 18
6.4. Wing load distribution 19
6.4.1. Wing lift distribution 19
6.4.2. Wing drag distribution 21
6.4.3. Wing and fuel mass distribution 21
6.4.4. Wing torsion distribution 22
6.4.5. Distribution of internal loads 23
7. Compliance statements 31

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1. References
[1] “ABCD-FE-01-00 Flight Envelope,” EASA.

[2] “ABCD-WB-08-00 Weight and Balance Report,” EASA.
[3] “ASTM F2245-12d,” ASTM.
[4] “CS-LSA Certification Specificatoions and Acceptable Means of Compliance, Amnd.1 29.Jul.2013,” EASA,
2013.
[5] “Report 751 - The Mean Aerodynamic Chord and the Aerodynamic Center of a Tapered Wing,” NACA, 1942.
[6] “ABCD-GD-01-00 Aeroplane General Description,” EASA.
[7] “NACA Report No.824, Summary of Airfoil Data,” NACA, 1945.
[8] “USAF Stability and Control DATCOM,” MacDonell Douglas Corporation, April 1983.
[9] “Royal Aeronautical Society Data Sheet Aircraft 08.01.01,” Royal Aeronautical Society.
[10] Schrenk, “Technical Memorandum 948 - A SIMPLE APPROXIMATION METHOD FOR OBTAINING THE
SPANWISE LIFT DISTRIBUTION,” NACA, 1940.
[11] L. R. B. Etkin, Dynamics of Flight - Stability and Control third edition, J. Wiley & sons, 1996.
2. List of Abbreviations
CG centre of gravity
LE leading edge
ISA international standard atmosphere by International Organisation for Standardisation
KEAS knots equivalent airspeed
MAC mean aerodynamic chord
MTOW maximum take-off weight
SI international system of units
α angle of attack of the wing [deg]

αi local angle of attack of the station i [deg]
αc L=0
wing zero lift angle of attack [deg]
αc L=0 airfoil profile zero lift angle of attack [deg]
a lift curve slope
[1/deg]
2
b
AR wing aspect ratio calculated by AR= []
S
b wing span [m]
bi average wing span at station i (mid span position of station) [m]
b MAC wing span position of MAC [m]
b0 average fuselage width at wing section [m]
b fuse maximum fuselage width (equals b 0) [m]
βi local angle between resulting force and normal force at station [deg]
ci average chord at station i [m]
c MAC mean aerodynamic chord [m]
c root chord at wing root [m]
c tip chord at wing tip [m]
c shear shear axis relative position as a fraction of local wing chord []
cD drag coefficient []
cL lift coefficient []
cm fuse
fuselage pitching moment coefficient []
cm0 zero lift profile pitching moment coefficient []

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cm0 w
zero lift wing pitching moment coefficient []
D drag force on the wings [N]
d span wise drag line loading []
φ c/ 4 wing sweep of the quarter chord line [deg]
g gravity acceleration [m/s2]
Kf fuselage moment factor []
L total wing lift force (on both wings) [N]
Li local lift at station i [N]
li lift line loading on the wing [N/m]
L HT total horizontal tail lift force [N]
l fuse total fuselage length [m]
lN fuselage length in front of wing quarter mean aerodynamic chord point [m]
c root
λ taper ratio (equals ) []
c tip
M AC wing pitching moment with lift acting on its aerodynamic centre [N]
MY moments around y axis [Nm]
N normal force [N]
n load factor []
num total number of stations of a single wing; num = 10 []
kg
ρ density of ambient air at a specific altitude [ ]
m3
QD i
running horizontal shear force at station i (direction parallel to drag force) [N]
∆ QD i
incremental horizontal shear force at station i (direction parallel to drag force) [N]
QL i
running vertical shear force at station I (direction parallel to lift force) [N]
∆ QL i
incremental vertical shear force at station i (direction parallel to lift force) [N]
Ri local resulting force at station i [N]
S wing area (not including wing carry-through) [m2]
Ti local tangential force at station i [N]
TS total torsion around elastic axis of the wing (at wing root) [mN]
TS i
local torsion around elastic axis of the wing at station i [mN]
∆TS i
incremental torsion around elastic axis of the wing at station i [mN]
Ns
μ dynamic viscosity (for Reynolds number) [ 2 ]
m
v airspeed [m/s]
W total aircraft weight [kg]
mfuel i
local weight of the wing at station i (with no fuel or payload) [kg/m2]
m wing total weight of a single wing (with no fuel or payload) [kg]
mwing i
local weight of the wing at station i (with no fuel or payload) [kg/m2]
x longitudinal axis of the aircraft [m] x HT
distance to HT quarter chord line from wing LE (at mean aerodynamic chord) [m]
x CG distance to aircraft centre of gravity from wing LE (at mean aerodynamic chord) [m]
x CG f
distance to fuel centre of gravity from wing LE (at mean aerodynamic chord) [m]
x CG w
distance to wing centre of gravity from wing LE (at mean aerodynamic chord) [m]
x CG ¿
local distance to wing centre of gravity from wing LE at station i [m]
∆ x N fuse aerodynamic centre shift due to fuselage pitching moment [m]
x AC aerodynamic centre of the wing with respect to wing LE

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(at mean aerodynamic chord) [m]

x ACf +w aerodynamic centre of the wing-fuselage combination with respect to wing LE
x AC i
local aerodynamic centre of the wing with respect to wing LE at station i [m]
xP centre of pressure of the wing from wing LE (at mean aerodynamic chord) [m]
xPi
local centre of pressure of the wing from wing LE at station i [m]
x P +w
f
centre of pressure of the wing fuselage combination from wing LE

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xs shear axis of the wing from wing LE (at mean aerodynamic chord) [m]
y lateral axis of the aircraft (span wise direction) [m]
yi average wing span position at station i [m]
∆ yi spanwise width of station i [m]
z vertical axis of the aircraft [m]
Throughout this document SI-units are used with speeds expected as m/s and angles in degrees if not stated
otherwise.
3. Requirements
This document covers the following certification specifications requirements:
Requirement
CS-LSA. 15, 29th July Referenced
Subject of requirement
2013 amendment 1 [4] chapter
(ASTM F2245-12d) [3]
5.1.1.1 Strength requirements are specified in terms of limit loads (the 6.
maximum loads to be expected in service) and ultimate loads (limit
loads multiplied by prescribed factors of safety). Unless otherwise
provided, prescribed loads are limit loads.
5.1.1.2 Unless otherwise provided, the air, ground, and water loads must
be placed in equilibrium with inertia forces, considering each item 6.2.
of mass in the airplane. These loads must be distributed to
conservatively approximate or closely represent actual conditions.
5.1.1.4 The simplified structural design criteria given in Appendix X1 may Simplified
be used for airplanes with conventional configurations. If Appendix Criteria is not
X1 is used, the entire appendix must be substituted for the used
corresponding paragraphs of this subpart, that is, 5.2.1 to 5.7.3.
Appendix X2 contains acceptable methods of analysis that may be
used for compliance with the loading requirements for the wings
and fuselage.
5.2.1 General: –
5.2.1.1 Flight load factors, n, represent the ratio of the aerodynamic force 6.4.5.
component (acting normal to the assumed longitudinal axis of the
airplane) to the weight of the airplane. A positive flight load factor
is one in which the aerodynamic force acts upward, with respect to
the airplane.
5.2.1.2 Compliance with the flight load requirements of this section must 6.
be shown at each practicable combination of weight and
disposable load within the operating limitations specified in the
POH.
5.2.2 Symmetrical Flight Conditions: -
5.2.2.1 The appropriate balancing horizontal tail loads must be accounted 6.1.
for in a rational or conservative manner when determining the
wing loads and linear inertia loads corresponding to any of the
symmetrical flight conditions specified in 5.2.2 to 5.2.6.
5.2.2.2 The incremental horizontal tail loads due to maneuvering and Insignificant to
gusts must be reacted by the angular inertia of the airplane in a wing loads
rational or conservative manner.
5.2.2.3 In computing the loads arising in the conditions prescribed above, 6.1.

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Requirement
CS-LSA. 15, 29th July Referenced
Subject of requirement
2013 amendment 1 [4] chapter
(ASTM F2245-12d) [3]
the angle of attack is assumed to be changed suddenly without loss
of air speed until the prescribed load factor is attained. Angular
accelerations may be disregarded.
5.2.2.4 The aerodynamic data required for establishing the loading 6.1.
conditions must be verified by tests, calculations, or by 6.2.
conservative estimation. In the absence of better information, the
maximum negative lift coefficient for rigid lifting surfaces may be
assumed to be equal to −0.80. If the pitching moment coefficient,
Cmo, is less than ±0.025, a coefficient of at least ±0.025 must be
used.
5.2.3 Flight Envelope – Compliance shall be shown at any combination of 6.
airspeed and load factor on the boundaries of the flight envelope.
The flight envelope represents the envelope of the flight loading
conditions specified by the criteria of 5.2.4 and 5.2.5 (see Fig. 1).
5.2.3.1 General – Compliance with the strength requirements of this 6.
subpart must be shown at any combination of airspeed and load
factor on and within the boundaries of a flight envelope similar to
the one in Fig. 1 that represents the envelope of the flight loading
conditions specified by the maneuvering and gust criteria of 5.2.5
and 5.2.6 respectively.
5.2.7 Unsymmetrical Flight Conditions – The airplane is assumed to be Not calculated
subjected to the unsymmetrical flight conditions of 5.2.7.1 and for this revision.
5.2.7.2. Unbalanced aerodynamic moments about the centre of
gravity must be reacted in a rational or conservative manner
considering the principal masses furnishing the reacting inertia
forces.
5.2.7.1 Rolling Conditions – The airplane shall be designed for the loads Not calculated
resulting from the roll control deflections and speeds specified in for this revision.
5.7.1 in combination with a load factor of at least two thirds of the
positive maneuvering load factor prescribed in 5.2.5.1. The rolling
accelerations may be obtained by the methods given in X2.3. The
effect of the roll control displacement on the wing torsion may be
accounted for by the method of X2.3.2 and X2.3.3.
5.2.7.2 5.2.7.2 Yawing Conditions – The airplane must be designed for the Not calculated
yawing loads resulting from the vertical surface loads specified in for this revision.
5.5.
5.5.3 Outboard Fins or Winglets: Not applicable.
Table 1 – Requirements

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4. Input data
The values shown below are derived from design data or other compliance documents for this particular
aeroplane.
aircraft design data

abbreviation Units Value source Comment
mean aerodynamic chord length c_MAC m 1.4 design description
empty weight W_empty kg 380 design description
empty CG x_W_E m 0.4033 measured at c_MAC
max fwd CG x_W_fwd m 0.25 (FTP document) at c_MAC
max aft CG X_W_aft m 0.39 (FTP document) at c_MAC
weight unusable fuel w_Fuelunusable kg 6 measured
max fuel w_fuelMax kg 80 measured
fuel centre of gravity X_CG_f m 0.3 design data at c_MAC
max weight W kg 600 cert. basis
pax lever arm x_pax m 0 design data at c_MAC
max pax load kg 214 design data
fuel tank span b_wingfuel_2 m 2 design data across 2 stations
baggage compartment lever arm x_bag m 0.6 design data at c_MAC
max baggage compartment load W_bag_max kg 20 design description
shear centre of wing (elastic axis) x_s m 0.42 design data at c_MAC
CG of wing x_CGw m 0.63 design data at c_MAC
wing weight m_wing kg 50 design data
wing span b m 10.78 design description
horizontal tail MAC c_HT m 0.75 design data
horizontal tail area S_HT m^2 2.0 design data
horiz tail span b_HT m 2.65 design data
CHT/4 horizTail lever arm x_HT m 3 design data
wing thickness at spar y_.4/c 0.16 NACA report 824
main spar location x_spar m 0.35 design data
aerodynamic input data

aspect ratio AR 7.70 design data
wing area S m2 15.1 design data
wetted wing area SW m2 13.6 design data
zero lift angle of flap section α_CL=0,flaps deg -15 NACA report 824 Re = 3E6 (p.237)
zero lift angle α_CL=0,airfoil deg -2 NACA report 824 Re = 2.9E6 (p.236)
chord at wing root c_root m 1.54 design data
chord at wing tip c_tip m 1.26 design data
wing span in fuselage b_0 = b_fuse m 1 design data
wing c/4 to fuselage l_N/l_fuse 0.4 design data
fuselage total length l_fuse m 6.5 design data
zero lift pitch moment coeff c_m0 -0.055 NACA report 824 Re = 2.9E6 (p.236)

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aerodynamic input data

flap zero lift pitch moment coeff c_m0,flap -0.3 NACA report 824 (p.237)
66(215) data source=polar
profile NACA -216 NACA report 824 plot
Re = 2.9E6 (p.236),
max lift w/o flaps c_L_max 1.35 NACA report 824 using 18% reserve
(p.237), using 18%
reserve at 40
max lift full flaps (flapped area) c_L_flapsmax 2.15 NACA report 824 degrees deflection
other input data

pilot min weight kg 55 design data
default C_M0 c_m0_default -0.025 ASTM 5.2.2.4
kg/
air density MSL ρ_0 m3 1.225 ISA
quarter chord x_L m 0.35 at c_MAC
gravity accel g m/s2 9.81
5. Load Calculation
The following steps have been followed:
1. Load cases: First, the load cases have been identified in, in terms of weight, centre of gravity, speed, load
factor, flap/aileron position, Altitude.
2. External Loads on the wing: for all load cases, the loads on the wing are calculated;
3. Internal Loads in the wing: for the same load cases the internal loads in the wing (shear, bending
moment, torsion) are calculated considering also the effect of the inertia of the wing;
6. Load cases
Table 3 comprises all load cases corresponding to the points of the flight envelope [1] and design weights and
centres of gravity [2].
Important:
 Loads corresponding to flap deflected are considered not critical for the wing and will not be calculated in
this document (flap loads will be calculated instead for the flap verification).
 Loads corresponding to landing conditions are considered not critical for the wing (since the landing gear
is attached to the fuselage and no tip tanks or other large masses under the wing) and will not be
calculated in this document.
 For the gust load calculations the wing and horizontal tail are treated together according to X3.1 in ref.
[3]. The resulting gust load accelerations are therefore calculated using the slope of the lift curve of the
aeroplane (see also [1]) and treated as balanced flight conditions within this document.
Note: These assumptions have been considered realistic for this aeroplane but they are not of generic validity. It is
the responsibility of the applicant to define the set of assumptions which can be acceptable for the particular
aeroplane.

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 Altitude: The maximum permissible operational altitude is 13000ft. Despite the CS-LSA requirements do
not require to accounts for the effects of altitude, such effects have been considered up to 10000 ft. in
fact the gust load factor have been calculated at such altitude. This is considered acceptable since it
covers the operational range within which the aeroplane will fly most of the time.
(Note: the CS-LSA requirement does not require to account for the effects of altitude. Calculating the loads at sea
level would be acceptable. In this case, the choice to consider such effect up to 10000 ft is a decision of a designer,
which would be accepted by the team.)
3
lo ad fa ct o r []
2
clean
1
VG pos. gust
0 VA VC VD neg. gust
0 20 40 60 80 VF 100 120 140 160 180 flaps
-1
-2
-3
-4
Airspeed [KEAS]
Figure 1 – Reference flight envelope (W MTOW, FL 100)

aircraft weight
(CG= -1.00m)
Front ballast
(CG= 0.00m)
(CG= 0.30m)
(CG= 0.50m)
weight (CG=
Rear ballast
aircraft CG
condition
(at MAC)
Baggage
2.80m)
weight
Fuel
Pax
kg
kg
kg
kg
kg
kg
m

W MTOW , aft 122 full 80 max 20 0 18 600 0.390

Design W&B envelope
W MTOW , fwd 137 full 80 empty 0 23 0 600 0.250

W ZWF, fwd 230 empty 0 4 0 600 0.250
W ZWF, aft 189 max 20 0 25 600 0.390
W min , aft min 55 empty 0 0 7 428 0.390
W min , fwd min 55 empty 0 35 0 456 0.250
W minFF min 55 full 80 empty 0 0 0 495 0.345
Table 2 – Design weights (explained in ref. [2] )

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Case
V-n envelope W&B envelope Speed n Altitude
#
Positive
1 WMTOW,aft VA 4 MSL/FL100
Manoeuvring @ VA
Positive
2 WMTOW,fwd VA 4 MSL/FL100
Manoeuvring @ VA
Positive
3 WZWF,fwd VA 4 MSL/FL100
Manoeuvring @ VA
Positive
4 WZWF,aft VA 4 MSL/FL100
Manoeuvring @ VA
Positive
5 Wmin,fwd VA 4 MSL/FL100
Manoeuvring @ VA
Positive
6 Wmin,aft VA 4 MSL/FL100
Manoeuvring @ VA
7 Positive Gust @ VC WMTOW,aft VC 5.24 FL100
8 Positive Gust @ VC WMTOW,fwd VC 5.24 FL100
9 Positive Gust @ VC WZWF,fwd VC 5.24 FL100
10 Positive Gust @ VC WZWF,aft VC 5.24 FL100
11 Positive Gust @ VC Wmin,fwd VC 6.11 FL100
12 Positive Gust @ VC Wmin,aft VC 6.33 FL100
13 Positive Gust @ VC WminFF VC 5.84 FL100
14 Negative Gust @ VC WMTOW,aft VC -3.24 FL100
15 Negative Gust @ VC WMTOW,fwd VC -3.24 FL100
16 Negative Gust @ VC WZWF,fwd VC -3.24 FL100
17 Negative Gust @ VC WZWF,aft VC -3.24 FL100
18 Negative Gust @ VC Wmin,fwd VC -4.11 FL100
19 Negative Gust @ VC Wmin,aft VC -4.33 FL100
20 Negative Gust @ VC WminFF VC -3.84 FL100
Positive
21 WMTOW,aft VD 4 MSL/FL100
Manoeuvring @ VD
Positive
22 WMTOW,fwd VD 4
Manoeuvring @ VD MSL/FL100
Positive
23 WZWF,fwd VD 4
Positive
24 WZWF,aft VD 4
Positive
25 Wmin,fwd VD 4
Positive
26 Wmin,aft VD 4
27 Positive Gust @ VD WMTOW,aft VD 3.82 FL100
28 Positive Gust @ VD WMTOW,fwd VD 3.82 FL100
29 Positive Gust @ VD WZWF,fwd VD 3.82 FL100
30 Positive Gust @ VD WZWF,aft VD 3.82 FL100
31 Positive Gust @ VD Wmin,fwd VD 4.41 FL100
32 Positive Gust @ VD Wmin,aft VD 4.55 FL100
33 Positive Gust @ VD WminFF VD 4.23 FL100
34 Negative Gust @ VD WMTOW,aft VD -1.82 FL100

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Case
V-n envelope W&B envelope Speed n Altitude
#
35 Negative Gust @ VD WMTOW,fwd VD -1.82 FL100
36 Negative Gust @ VD WZWF,fwd VD -1.82 FL100
37 Negative Gust @ VD WZWF,aft VD -1.82 FL100
38 Negative Gust @ VD Wmin,fwd VD -2.41 FL100
39 Negative Gust @ VD Wmin,aft VD -2.55 FL100
40 Negative Gust @ VD WminFF VD -2.23 FL100
41 Negative Manoeuvring @ VD WMTOW,aft VD -2 MSL/FL100
42 Negative Manoeuvring @ VD WMTOW,fwd VD -2 MSL/FL100
43 Negative Manoeuvring @ VD WZWF,fwd VD -2 MSL/FL100
44 Negative Manoeuvring @ VD WZWF,aft VD -2 MSL/FL100
45 Negative Manoeuvring @ VD Wmin,fwd VD -2 MSL/FL100
46 Negative Manoeuvring @ VD Wmin,aft VD -2 MSL/FL100
47 Negative Manoeuvring @ VG WMTOW,aft VG -2 MSL/FL100
48 Negative Manoeuvring @ VG WMTOW,fwd VG -2 MSL/FL100
49 Negative Manoeuvring @ VG WZWF,fwd VG -2 MSL/FL100
50 Negative Manoeuvring @ VG WZWF,aft VG -2 MSL/FL100
51 Negative Manoeuvring @ VG Wmin,fwd VG -2 MSL/FL100
52 Negative Manoeuvring @ VG Wmin,aft VG -2 MSL/FL100
Table 3 – Load cases
Note: For this revision of this example document, asymmetric load cases have not been calculated.

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6.1. Loads on the aeroplane
6.1.1. Reference axes and sign convention

z
y +Fz
+Fy
y
+Fy
x
+Mx +Fx
z
+My
+Fz
x
+Fx
+Mz
Figure 2 – Aeroplane reference axes
The origin is located at the airplane axis of symmetry (x axis) with the y axis passing through the leading edge of
the mean aerodynamic chord section of the wing.
6.1.2. Symmetrical flight conditions

The loads on the wing structure arising from symmetrical flight manoeuvres according to requirements 5.2.2 and
5.2.3 [3] are determined within this chapter.
The following abbreviations are used within this chapter (all measurements with respect to wing leading edge at
wing mean aerodynamic chord, forces acting according to arrows are positive)
x longitudinal axis of the aircraft

z vertical axis of the aircraft
CG aircraft centre of gravity
HT horizontal tail
L lift force on the wings
L HT horizontal tail balancing force (HT lift force)
cm0 w
zero lift wing pitching moment coefficient (lift force assumed to act on x ACf +w )

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MY total pitching moment (must be zero for equilibrium)

nW aircraft total weight force (= m*n*g )
x HT distance to HT quarter chord line (of HT MAC as quarter chord line)
x CG distance to aircraft centre of gravity
xP f + w distance to wing fuselage combination centre of pressure
(lift force acting on not generating any pitching moment)
x ACf +w distance to wing fuselage combination aerodynamic centre
(lift force acting on generating constant pitching moment M m 0)
The external forces and moments acting on the aeroplane in a balanced flight condition have been determined.
The simplified scheme in is considered. The aeroplane is reduced to the wing and the Horizontal tail.
Figure 3 – Aeroplane simplified scheme
 The following forces are considered and placed in equilibrium:

o Lift on the wing;
o Horizontal tail balancing load according to requirement 5.2.2.1 [3];
o Weight of the aeroplane;
 For the calculation of the equilibrium, the z-axis of the aeroplane is assumed aligned with the direction of
the gravity. In a second stage (section ), once the forces are calculated, the corresponding angle of attack
will be considered for the calculation of the correct direction of the forces on the wing;
 Influence of thrust and drag (of the total airplane) are considered negligible at this stage of calculation of
the vertical forces. The effect of the drag will be considered in a second stage on the wing only;
 The wing lift is assumed to act on the aerodynamic centre of the wing as a starting point. The contribution
of the fuselage is accounted for as a shift of the point of aerodynamic centre. This is better explained in
section .
 The HT lift is applied at 25% of the chord;
 Effects of structural flexure are considered negligible;
 Angular accelerations are disregarded until the aeroplane has attained the prescribed load factor
(according to requirement 5.2.2.3 [3]);

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Note: The assumptions above provide a clear simplification to the calculations. The fact that they are used here
does not mean that they can always be used. It is the responsibility of the designer to make the appropriate
assumptions and to agree them with the Agency.
Based on the above assumptions the following equilibrium equations are set. The basis system of equations
include 4 equations with the following unknowns:
 L: wing Lift (including fuselage)

 CL: wing lift coefficient
 LHT: HT lift
 XAC f+w: aerodynamic centre w+f (wing + fuselage; see sec. 6.1.3. and )
1) Equilibrium of moments ∑ M y =0=− L x AC +w + M AC −LHT x HT +n W x CG

f
(f. 6.1.2.1)
2) Equilibrium of forces ∑ F z=0=L−n W + L HT (f. 6.1.2.2)
1
3) wing pitching moment M AC = ρ v 2 S c MAC cm 0 (f.6.1.2.3)
2 w
(for wing)
2L
4) wing lift coefficient c L= (f. 6.1.2.4)
ρ v2 S
6.1.3. Aerodynamic centre
The aerodynamic centre is a characteristic of the wing and it is defined as the point about which the pitch
moment does not change with changes of the angle of attack throughout the linear range of the lift curve.
According to [5] the aerodynamic centre can be estimated by adding a correction factor (shift) to the quarter
chord point of the mean aerodynamic chord. The correction factor is a function of the maximum thickness of the
profile which in this wing is 16% of the chord. For a tapered wing, the mean aerodynamic chord corresponds to
S
the mean chord and it is 2
=1.4 m (see [6]). For this wing the correction factor is 0.012 (from Fig.2 [5] at 16%
b
thickness), so the mean aerodynamic centre of the wing without fuselage is
x AC =(0.250−0.012)∗1.4=0.333 m (f. 6.1.3.1)
6.1.4. Pitching moment of the wing

The pitching moment of the profile from two dimensional wind tunnel test data [7] does not represent the
moment of a three dimensional with the profile. The pitching moment of the whole wing is calculated according
to DATCOM method 1 (formula 4.1.4.1.a [8]).
AR cos2 ( φ c/ 4 ) 2
7.70∗cos (−0.74 )
cm0 = cm 0= ∗(−0.055 )=−0.0437
w
AR+2 cos ( φ c/ 4 ) 7.70+ 2∗cos (−0.74 )
(formula 4.1.4.1.a [8]) (f. 6.1.4.1)
( )
c root −c tip 1
φ c/ 4=−tan −1 =−0.74 deg
With quarter chord sweep angle of the wing b 4 .
2

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6.1.5. Influence of the fuselage

The fuselage is assumed to provide negligible lift. On the other hand, its influence on the aeroplane equilibrium is
accounted for as a contribution to the pitching moment. In particular the following formula (taken from ref [9])
provides the shift of the aerodynamic centre of the wing due to fuselage pitching moment.
−K f bfuse 2 croot
∆ x N fuse = 1.05=0.078 m (f. 6.1.5.1)
S
c root lN
With =0.22 and =0.4 as input to the diagram in [9] yielding K f =0.65 and a correction factor of 1.05
l fuse l fuse
due to low-wing configuration.
The shift of aerodynamic centre, due to the fuselage, is calculated as:
x AC +w =x AC +∆ x N fuse =0 .333−0.078=0.255 m
f
(f. 6.1.5.2)
6.2. Forces and moments acting on the wings

In previous chapter the Lift and the lift coefficient have been determined. Having those as inputs, the drag and
angle of attack are calculated.
c L2
Total wing drag coefficient c D=0.01+ (FIG. X2.1 of [3])(f. 6.2.1)
π AR
1
Drag force on the wings D= c ρ v 2 S (FIG. X2.1 of [3]) (f. 6.2.2)
2 D
The angle of attack (using α C as reference instead of α =0 ) for each load case is calculated using the following
L=0
formula:
cL
α= + αC
( )
dc L (FIG. X2.1 of [3]) (f. 6.2.3)
L=0
da
Where:
d cL AR 7.7
lift curve slope =0.1 =0.1 =0.079 1/deg (FIG. X2.1 of [3]) (f. 6.2.4)
dα AR +2 7.7+2
and the zero-lift angle of the wing is taken as α c =−2deg . This value is the zero-lift angle of the corresponding
L=0
wing profile, taken from ref [7] (p.236).

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The results of this chapter for the load cases highlighted in subchapter 6. are presented within the table below.
Load Angle Horizontal

Wing lift Lift Drag Drag
Load Weight of tail lift
case force coefficient coefficient force
attack force
# L [N] α [deg] CL [] CD[] D [N] L_HT [N]
LC1 pos. manoeuvring W_MTOW,aft 22950 10,53 0,99 0,0508 1173 594
@V_A
LC2 pos. manoeuvring W_MTOW,fwd 24168 11,20 1,05 0,0552 1276 -624
@V_A
LC3 pos. manoeuvring W_ZWF,fwd 24177 11,20 1,05 0,0552 1277 -633
@V_A
LC4 pos. manoeuvring W_ZWF,aft 22960 10,54 0,99 0,0508 1174 584
@V_A
LC5 pos. manoeuvring W_min,fwd 18497 8,10 0,80 0,0365 843 -604
@V_A
LC6 pos. manoeuvring W_min,aft 16510 7,02 0,71 0,0311 719 285
@V_A
LC7 pos. gust @V_C W_MTOW,aft 30104 9,42 0,90 0,0438 1459 711
LC8 pos. gust @V_C W_MTOW,fwd 31699 10,02 0,95 0,0475 1581 -884
LC9 pos. gust @V_C W_ZWF,fwd 31710 10,02 0,95 0,0475 1582 -895
LC10 pos. gust @V_C W_ZWF,aft 30118 9,42 0,91 0,0439 1460 697
LC11 pos. gust @V_C W_min,fwd 28215 8,70 0,85 0,0397 1322 -878
LC12 pos. gust @V_C W_min,aft 26036 7,88 0,78 0,0353 1175 522
LC13 pos. gust @V_C W_minFF 28248 8,71 0,85 0,0398 1324 111
LC14 neg. gust @V_C W_MTOW,aft -17415 -8,57 -0,52 0,0213 710 -1628
LC15 neg. gust @V_C W_MTOW,fwd -18401 -8,95 -0,55 0,0226 753 -642
LC16 neg. gust @V_C W_ZWF,fwd -18408 -8,95 -0,55 0,0226 754 -635
LC17 neg. gust @V_C W_ZWF,aft -17424 -8,58 -0,52 0,0213 710 -1619
LC18 neg. gust @V_C W_min,fwd -17753 -8,70 -0,53 0,0218 724 -638
LC19 neg. gust @V_C W_min,aft -16567 -8,25 -0,50 0,0202 674 -1594
LC20 neg. gust @V_C W_minFF -17357 -8,55 -0,52 0,0212 707 -1291
LC21 pos. manoeuvring W_MTOW,aft 23746 3,08 0,40 0,0167 986 -202
@V_D
LC22 pos. manoeuvring W_MTOW,fwd 24964 3,34 0,42 0,0174 1027 -1420
@V_D
LC23 pos. manoeuvring W_ZWF,fwd 24973 3,34 0,42 0,0174 1027 -1429
@V_D
LC24 pos. manoeuvring W_ZWF,aft 23756 3,08 0,40 0,0167 986 -212
@V_D
LC25 pos. manoeuvring W_min,fwd 19293 2,13 0,33 0,0144 852 -1400
@V_D
LC26 pos. manoeuvring W_min,aft 17306 1,71 0,29 0,0135 801 -511
@V_D
LC27 pos. gust @V_D W_MTOW,aft 22756 2,87 0,38 0,0161 953 -250
LC28 pos. gust @V_D W_MTOW,fwd 23920 3,11 0,40 0,0168 991 -1415
LC29 pos. gust @V_D W_ZWF,fwd 23929 3,12 0,40 0,0168 992 -1423
LC30 pos. gust @V_D W_ZWF,aft 22766 2,87 0,38 0,0161 954 -260
LC31 pos. gust @V_D W_min,fwd 21125 2,52 0,36 0,0153 903 -1409
LC32 pos. gust @V_D W_min,aft 19507 2,17 0,33 0,0145 857 -402
LC33 pos. gust @V_D W_minFF 21219 2,54 0,36 0,0153 906 -694

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Load Angle Horizontal

Wing lift Lift Drag Drag
Load Weight of tail lift
case force coefficient coefficient force
attack force
# L [N] α [deg] CL [] CD[] D [N] L_HT [N]
LC34 neg. gust @V_D W_MTOW,aft -8924 -3,88 -0,15 0,0109 647 -1809
LC35 neg. gust @V_D W_MTOW,fwd -9480 -4,00 -0,16 0,0111 654 -1254
LC36 neg. gust @V_D W_ZWF,fwd -9483 -4,00 -0,16 0,0111 654 -1250
LC37 neg. gust @V_D W_ZWF,aft -8929 -3,88 -0,15 0,0109 647 -1805
LC38 neg. gust @V_D W_min,fwd -9520 -4,01 -0,16 0,0111 655 -1250
LC39 neg. gust @V_D W_min,aft -8895 -3,87 -0,15 0,0109 647 -1813
LC40 neg. gust @V_D W_minFF -9185 -3,94 -0,16 0,0110 651 -1628
LC41 neg. manoeuvring W_MTOW,aft -9914 -4,09 -0,17 0,0112 660 -1858
@V_D
LC42 neg. manoeuvring W_MTOW,fwd -10523 -4,22 -0,18 0,0113 669 -1249
@V_D
LC43 neg. manoeuvring W_ZWF,fwd -10527 -4,22 -0,18 0,0113 669 -1245
@V_D
LC44 neg. manoeuvring W_ZWF,aft -9919 -4,09 -0,17 0,0112 660 -1853
@V_D
LC45 neg. manoeuvring W_min,fwd -7688 -3,62 -0,13 0,0107 633 -1259
@V_D
LC46 neg. manoeuvring W_min,aft -6694 -3,40 -0,11 0,0105 623 -1703
@V_D
LC47 neg. manoeuvring W_MTOW,aft -10963 -13,83 -0,94 0,0466 543 -809
@V_G
LC48 neg. manoeuvring W_MTOW,fwd -11572 -14,49 -0,99 0,0508 592 -200
@V_G
LC49 neg. manoeuvring W_ZWF,fwd -11576 -14,50 -0,99 0,0508 592 -196
@V_G
LC50 neg. manoeuvring W_ZWF,aft -10968 -13,84 -0,94 0,0466 543 -804
@V_G
LC51 neg. manoeuvring W_min,fwd -8736 -11,43 -0,75 0,0332 387 -210
@V_G
LC52 neg. manoeuvring W_min,aft -7743 -10,35 -0,66 0,0283 329 -655
@V_G
Table 4 – Loads on the aeroplane
6.3. Unsymmetrical flight conditions

Note: These load cases will not be calculated within this revision of the example document.

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6.4. Wing load distribution

After having calculated the total load on the wing, the load distribution is calculated and shown in the following
sections.
Every load is assumed to act on the span wise centre of each station.
Figure 4 – Location of wing stations
6.4.1. Wing lift distribution

The wing lift distribution is calculated here. The lift contribution of the fuselage is assumed to be zero (this means
that the load which would act in correspondence of the fuselage, is shifted externally to the wing) leading to more
conservative results on the wing loads since they provide higher bending.
Note: Alternatively, the applicant would have to determine the reduction in wing lift distribution at the location of
the fuselage and demonstrate the validity of the approach.
Figure 5 – Effect of the fuselage, areas A (total lift calculated at the end of this chapter)
and B (total lift according to Schrenk) are of equal size

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This approach is based on the approximation described by Schrenk [10] and requires adjustments:
 moving the apex of the elliptical distribution from the fuselage centre towards the wing root
 increasing lift of wetted wing sections to compensate for zero lift of fuselage wing section
The formula for wing lift distribution is derived from Schrenk [10] and is altered to assume zero lift at the wing
section within the fuselage as shown below. The formula gives the value of the lift for span unit. “i” identifies the
individual station.
Figure 6 – l schrenk lift distribution with zero lift at fuselage wing section
( √ ( ))
2
b
y i− 0
1 2 d cL 1 4 2 ( [10]) (f. 6.4.1.1)
l schrenk = ρ v
i
2 dα
( α −α c L=0
)2 c i + c MAC
π
1−
b−b0
2
Now the lift of the wing section within the fuselage is redistributed across the wetted wing area to achieve
conservative results. The lift distribution calculated above is adjusted by multiplication of a correction factor
derived from comparison between total lift of the whole wing including the fuselage section and the wetted wing
only.
Figure 7 – Fuselage wing section lift redistributed across wetted wing stations
total wing lift including fuselage section

l 'schren k = l
i
total lift of wetted wing sections only schrenk i

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∑ ( lschrenk ∆ y ¿i )
i
'
or l schren k i = i=0
n
l schrenk i
(f. 6.4.1.2)
∑ ( lschrenk ∆ y ¿i )
i
i=1
The lift distribution corresponding to the formula above, gives a value of lift at wing tip which is higher than zero
and therefore does not fully reproduce the actual loading (the winglift is normally zero at the tip). Nevertheless
this assumption does not give significant changes and yields conservative results.
The local angle of attack for the station I, as a result of this corrected Schrenk distribution, is given by the
'
l schren k
α i= i
(( )
1 2 cL
following formula: ρ v ci +α C (from f.6.2.3 and f.6.1.2.4) (f. 6.4.1.3)
)
2 dc L L=0
da
Note: FAA AC 23-19A, paragraph 23.301, contains other acceptable methods.
3000
2500
lift line load l'_schrenk_i [N/m]
2000
1500
lift line
1000 load
500
0
0 1 2 3 4 5 6
wing span [m]
'
Figure 8 – Span wise lift distribution l schrenk
6.4.2. Wing drag distribution

Since the effect of the drag is negligible, when compared to the effect of the lift, the span wise drag distribution
has been assumed constant throughout wing span. This is a conservative assumption. The drag loading per metre
of span:
D
d= (f.
b−b 0
6.4.2.1)
6.4.3. Wing and fuel mass distribution

The local masses are calculated for each wing station to account for the mass of the structure of the wing
including the systems and control surfaces (control systems, and other equipment). It is assumed that the wing

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has a linear distribution proportional to the chord. At each station the point of application of the mass is 45% of
the chord.
45% of the chord

main spar
direction of flight
Figure 9 – Wing mass distribution
20 % of the chord main spar
fuel
direction of flight
Station 2 rib
Figure 10 – Fuel distribution
A constant fuel distribution (at a point of application of 20% of the chord) is assumed throughout the fuel tank
span.
Wing mass distribution with full fuel (40kg in each wing )

average span average chord mass of structure fuel mass
station width
at station at station at station at station
# Δy_i [m] y_i [m] c_i [m] m_w_i [kg] m_fl_i [kg]
0 0.50 0.25 1.56 fuselage
1 0.50 0.75 1.53 5.6 20.0
2 0.50 1.25 1.50 5.5 20.0
3 0.50 1.75 1.47 5.4 0.0
4 0.50 2.25 1.44 5.3 0.0
5 0.50 2.75 1.41 5.2 0.0
6 0.50 3.25 1.38 5.1 0.0
7 0.50 3.75 1.35 5.0 0.0
8 0.50 4.25 1.32 4.9 0.0
9 0.50 4.75 1.30 4.8 0.0
10 0.39 5.20 1.27 3.7 0.0
Table 5 – Mass distribution with full fuel
6.4.4. Wing torsion distribution

At each station, the wing lift is assumed to be acting at the local centre of pressure, which is calculated using the
formula:

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cm 0
x P =x AC −c i ¿
(from eq. 9.17.(d) [11]) (f.
i i
cLi
6.4.4.1)
Where, ci is the chord at each station, cm0_w_i is the pitching moment around the aerodynamic centre of the wing
section (it is -0.0436 across the wing from chapter 6.1.4.), CL_i is the local lift coefficient and comes from the
corrected Schrenk distribution (l ' schrenk ) in . Therefore centre of pressure location is dependent on the local angle
i
of attack.
Each station’s lift force acts on its centre of pressure and imposes torsion around the wing elastic axis which for
this aeroplane is located approximately at a constant chord percentage of 30% (see design data - the main spar is
approximately at 25% of the chord) throughout the entire wing span with local positions x s as local shear centres i
at the stations.
Note: the location of the elastic axis for this wing has been assumed at 30%. It is responsibility of the applicant to
determine and justify the location of the elastic axis.
Incremental torsion load on structure at each station with respect to local wing shear centre including
contribution of fuel and wing structure inertia forces:
∆ T S =∆ y i l ' schrenk ( x s −x p ) −n g mfuel ( x s −x fuel ) −n g mwing ( x s −xCG )

i i i i i i i i i ¿
(f.6.4.4.2)
Torsion at each station i (with respect to shear centre) is:

i
Ts= i
∑ ∆TS i
(f. 6.4.4.3)
i=num
6.4.5. Distribution of internal loads

The components of the internal loads on the wing structure are calculated in different steps for each station.
The flight load factor n is assumed to act in parallel to the direction of the lift force instead of the direction of the
normal force (As required by 5.2.1.1 of ref. [3]). The difference is assumed negligible.
The incremental shear load parallel to lift force vector at station i is taking into account also the inertia unloading
of the wing
∆ Q L =∆ y i l schren k −n g ( mfue l + mwin g )

'
i i i i
(f. 6.4.5.1)
Incremental shear load parallel to drag force vector at station i:
∆ Q D =d ∆ y i
i
(f. 6.4.5.2)
With ∆ y i representing the width of the station i.
The summation of incremental shear loads throughout the stations to obtain the absolute shear loads at station i
is presented below.
Shear load parallel to lift force vector

i
QL= i
∑ ∆ QL i
(f.6.4.5.3)
i=num
Shear load parallel to drag force vector

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i
QD = i
∑ ∆ QD i
(f. 6.4.5.4)
i=num
The components of the loads along the normal and tangential directions are derived by using the following
formulas and figure:
Figure 11 – Forces components on the wing
(The tangential force is oriented opposite to the x axis and is therefore positive when directed towards the front
of the aeroplane.)
Resulting force angle β i=tan

−1
( )
QL
QD
i
i
(f.6.4.5.5)
Shear loads along the directions of:
resulting force i √
Q R = (Q L + Q D i
2
i
2
) (f. 6.4.5.6)
tangential force QT =sin(α i−β i)Q R

i i
(f. 6.4.5.7)
normal force Q N =cos ( α i− βi ) Q R

i i
(f. 6.4.5.8)
With the local angle of attack for the station i as a result of the corrected Schrenk distribution given by the
l 'schren k
α i= i
(( )
1 2 cL
following formula: ρ v ci +α C
)
2 dc L L=0
da
(from f. 6.4.1.4)
Summation of shear loads to obtain the bending moments at each station and using the increased lever arm ( ∆ y n
∆ yn
instead of ) at the wing tip station results in slightly more conservative values.
2
Bending moment along normal direction
i
M z = ∑ ( QN ∆ y i )
i i
(f. 6.4.5.9)
i=num

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Bending moment along tangential direction

i
Mx =
i
∑ ( QT ∆ y i )
i
(f. 6.4.5.10)
i=num
The results are presented within the graphs and tables below.

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EA SA Examp le Do uc men ts
Figure 12 – Shear load distribution Q L in direction of lift force

i
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Figure 13 – Shear load distribution Q N in direction of normal force

i

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Figure 14 – Shear load distribution Q T in direction of tangential force bending moment distribution M N in direction of normal force
i i
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Figure 15 – Bending moment distribution M N in direction of normal force

i

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Figure 16 – Bending moment distribution M T in direction of tangential force

i
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Figure 17 – Torsion distribution T S with reference to wing elastic axis

i

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7. Compliance statements
Compliance statements are shown below:
Requirement
Subject
reference
CS-LSA 5.1.1.1 Strength requirements are specified in terms of limit loads (the maximum loads to be
F2245-12d expected in service) and ultimate loads (limit loads multiplied by prescribed factors of safety).
5.1.1.1 Unless otherwise provided, prescribed loads are limit loads.
Statement of Calculated loads are limit loads. See chapter 6..
compliance
Requirement
Subject
reference
CS-LSA 5.1.1.2 Unless otherwise provided, the air, ground, and water loads must be placed in
F2245-12d equilibrium with inertia forces, considering each item of mass in the airplane. These loads must
5.1.1.2 be distributed to conservatively approximate or closely represent actual conditions.
Statement of Calculations are based on equilibrium of air and inertia forces.
compliance Mass distribution is taken into consideration. See chapters 6.1., 6.2., .
Requirement
Subject
reference
CS-LSA 5.1.1.3 The simplified structural design criteria given in Appendix X1 may be used for airplanes
F2245-12d with conventional configurations. If Appendix X1 is used, the entire appendix must be
5.1.1.4 substituted for the corresponding paragraphs of this subpart, that is, 5.2.1 to 5.7.3. Appendix
X2 contains acceptable methods of analysis that may be used for compliance with the loading
requirements for the wings and fuselage.
Statement of The simplified design criteria is not used.
compliance
Requirement
Subject
reference
CS-LSA 5.2.1.1 Flight load factors, n, represent the ratio of the aerodynamic force component (acting
F2245-12d normal to the assumed longitudinal axis of the airplane) to the weight of the airplane.
5.2.1.1 A positive flight load factor is one in which the aerodynamic force acts upward, with respect
to the airplane.
Statement of The requirement has been met. This is shown in chapter 6.4.5..
compliance
Requirement
Subject
reference
CS-LSA 5.2.1.2 Compliance with the flight load requirements of this section must be shown at each
F2245-12d practicable combination of weight and disposable load within the operating limitations
5.2.1.2 specified in the POH.
Statement of Every combination of weight and centre of gravity was considered. See chapter 6..
compliance

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Requiremen
Subject
t reference
CS-LSA 5.2.2.1 The appropriate balancing horizontal tail loads must be accounted for in a rational or
F2245-12d conservative manner when determining the wing loads and linear inertia loads corresponding
5.2.2.1 to any of the symmetrical flight conditions specified in 5.2.2 to 5.2.6.
Statement Horizontal tail balancing, fuselage aerodynamic and inertia loads were considered in
of determining the wing loads. See chapter 6.1..
compliance
Requiremen
Subject
t reference
CS-LSA 5.2.2.2 The incremental horizontal tail loads due to maneuvering and gusts must be reacted by
F2245-12d the angular inertia of the airplane in a rational or conservative manner.
5.2.2.2
Statement In calculating the loads on the wing in gust and manoeuvre, the angular inertia of the
of aeroplane has been disregarded. This is considered acceptable for the wing loads. See
compliance chapter 6.1..
Requiremen
Subject
t reference
CS-LSA 5.2.2.3 In computing the loads arising in the conditions prescribed above, the angle of attack is
F2245-12d assumed to be changed suddenly without loss of air speed until the prescribed load factor is
5.2.2.3 attained. Angular accelerations may be disregarded.
Statement The loss of speed has been has been disregarded and also the angular accelerations during
of symmetrical flight. See chapter 6.1..
compliance
Requiremen
Subject
t reference
CS-LSA 5.2.2.4 The aerodynamic data required for establishing the loading conditions must be verified
F2245-12d by tests, calculations, or by conservative estimation. In the absence of better information, the
5.2.2.4 maximum negative lift coefficient for rigid lifting surfaces may be assumed to be equal to −0.80.
If the pitching moment coefficient, Cmo, is less than ±0.025, a coefficient of at least ±0.025 must
be used.
Statement Aerodynamic data is sourced from conservative estimates based on tests [7].
of Negative lift coefficient was sourced from aerodynamic tests [7].Moment coefficient Cmo is
compliance greater than ±0.025 (-0.055) [7]. See chapters 6.1., 6.2. and .
Requiremen
Subject
t reference
CS-LSA 5.2.3.1 General – Compliance with the strength requirements of this subpart must be shown at
F2245-12d any combination of airspeed and load factor on and within the boundaries of a flight envelope
5.2.3.1 similar to the one in Fig. 1 that represents the envelope of the flight loading conditions
specified by the maneuvering and gust criteria of 5.2.5 and 5.2.6 respectively.
Statement Every combination of airspeed and load factor on and within the boundaries of the flight
of envelope was considered. See chapter 6..
compliance

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Requirement
Subject
reference
CS-LSA 5.2.7 Unsymmetrical Flight Conditions – The airplane is assumed to be subjected to the
F2245-12d unsymmetrical flight conditions of 5.2.7.1 and 5.2.7.2. Unbalanced aerodynamic moments
5.2.7 about the centre of gravity must be reacted in a rational or conservative manner considering
the principal masses furnishing the reacting inertia forces.
Statement of Note: Unsymmetrical loads have not been calculated in this revision of the document
compliance
Requirement
Subject
reference
CS-LSA 5.2.7.1 Rolling Conditions – The airplane shall be designed for the loads resulting from the roll
F2245-12d control deflections and speeds specified in 5.7.1 in combination with a load factor of at least
5.2.7.1 two thirds of the positive maneuvering load factor prescribed in 5.2.5.1. The rolling
accelerations may be obtained by the methods given in X2.3. The effect of the roll control
displacement on the wing torsion may be accounted for by the method of X2.3.2 and X2.3.3.
compliance
Requirement
Subject
reference
CS-LSA 5.2.7.2 Yawing Conditions – The airplane must be designed for the yawing loads resulting from
F2245-12d the vertical surface loads specified in 5.5.
5.2.7.2
compliance

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Date of issue: DD/MM/YYYY

Function Design Engineer Design Manager

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The following assumptions are made:

 Applicable to LSA only;

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[1] “ABCD-FE-01-00 Flight Envelope,” EASA.

α angle of attack of the wing [deg]

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(at mean aerodynamic chord) [m]

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aircraft design data

aerodynamic input data

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aerodynamic input data

other input data

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Figure 1 – Reference flight envelope (W MTOW, FL 100)

W MTOW , aft 122 full 80 max 20 0 18 600 0.390

W MTOW , fwd 137 full 80 empty 0 23 0 600 0.250

Table 2 – Design weights (explained in ref. [2] )

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Table 3 – Load cases

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6.1. Loads on the aeroplane

6.1.1. Reference axes and sign convention

Figure 2 – Aeroplane reference axes

6.1.2. Symmetrical flight conditions

x longitudinal axis of the aircraft

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MY total pitching moment (must be zero for equilibrium)

Figure 3 – Aeroplane simplified scheme

 The following forces are considered and placed in equilibrium:

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 L: wing Lift (including fuselage)

1) Equilibrium of moments ∑ M y =0=− L x AC +w + M AC −LHT x HT +n W x CG

x AC =(0.250−0.012)∗1.4=0.333 m (f. 6.1.3.1)

6.1.4. Pitching moment of the wing

(formula 4.1.4.1.a [8]) (f. 6.1.4.1)

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6.1.5. Influence of the fuselage

The shift of aerodynamic centre, due to the fuselage, is calculated as:

6.2. Forces and moments acting on the wings

wing profile, taken from ref [7] (p.236).

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Load Angle Horizontal

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Load Angle Horizontal

Table 4 – Loads on the aeroplane

6.3. Unsymmetrical flight conditions

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6.4. Wing load distribution