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File 000. 11 /5 McCOOK FIELD H.EPORT SERIAL No . 882-REVISED

AIR SERVICE INFOR

I Vol. I No. 10

I
I
PRESENT PROCEDURE IN STATIC TESTING OF
AIRPLANE ENGINEERING DIVISION
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U. S. AIR SERVICE
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Prepared by Engineering Division, Air Service
McCook Field, February 4, 1920

Ralph Brown Draughon

LIBRARY

MAR 25 2013
Non•Depoitory
Auburn Un~
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WASHINGTON
GOVERNMENT PRINTING OFFICE
1920
.....
 PRESENT PROCEDURE IN STATIC TESTI EN-
GINEERING DIVISION, U. S.
In the following outline of the procedure in static testing
in use at present, no attempt is made to present the theory
V
upon which the practice is based . It is inevitable that
material changes will be necessary in the light of future

I. WING STRUCTURE.
A. Direct Load. (b) Triplane.
(1) COMPUTATION OF LOAD. The load is distributed between the three wings as
The total sand load , Wn to be imposed to represent any follows:
factor of safety, n, is determined from the formnla If the gap/chord ratio is equal to or greater than 0.9 the
load per square foot on the middle wing shall be 60 per
cent of that on the top wing, while the unit load on the
bottom wing shall be 90 per cent of that on the top wing.
in which Wg is the gross weight of the airplane fully loaded
If the gap/chord ratio is less than 0.9 the load per square
and Ww is the weight of the wing cellule.
foot on the middle wing shall be 55 per cent of that on the
(2) DISTRIBUTION OF LOAD BETWEEN WINGS . upper, while the unit load on the lower wing shall be 82
(a) Biplane. per cent of that on the upper.
The load is divided between upper and lower wings in (3) DISTRIBUTION OF LOAD ALONG THE SPAN.
accordance with the following empirical rule: The load per square foot is assumed to be uniform over
If the gap/chord ratio is equal to or greater than 0.9 the the entire wing. To allow for wing tip loss, the load is not
same load per square foot is assumed on both upper and carried to the extreme tip. A distance of one-sixth to one-
lower wings. tenth the chord is left without load , as shown in Figure 3.

3
C

i--- - -- - - - - C
C
6
C
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---- C
6

FIGURE 1. DISTRIBUTION . OF Lo.rn A LONG CHORD OF THE WINGS FOR POSITIVE LOADING .

foot on t_he lower wing shall be 87 per cent of that on the

I
If the gap/chord ratio is I~ than 0.9 the load per square (4) DISTRIBUTION OF . LOAD ALONG CHORD.
The chord is divided into four parts, as shown in Figure
upper Wlng. l. The front section, which is one-third of the chord, car-
169974- 20 (3)
 4
ries one-half the load on the wing; the next section, one- the proper component to represent the thrust of the engine
sixth of the chord, carries one-fourth the load; the third or engines at this point.
section, which is one-third the chord, carries the remaining Small screw jacks, with supporting pedestals, are placed
fourth; while th e rear section, one-sixth the chord, is notunder the spars at strut points to support the wing struc-
loaded . This distribution gives a center of pressure loca- ture while the loads are being applied.
tion at 35 per cent of the chord.
The wings are then marked off into sections, as shown
(5) INCLINATION OF CHORD . in Figure 3, each wing being divided into 10 equal parts
The wing truss is supported in such a manner that the The sand or shot bags are arranged on the floor in accord-
mean chord is inclined to the horizontal with the leading ance with the loading schedule.
edge high. This inclination is 14° for fast, maneuverable
airplanes and less for heavy bombers, the exact angle to be Reference lines for measuring deflection are provided
specified for each type. by means of the arrangement shown in Figure 4a.

FIGURE 2. ARRANGEMENT FOR 'l'E ST OF WING CELL- DIRECT Lo,m.

":----_ .../(6)- RRAN GEMENT FOJL'.!:.Es:r_,__....... (7) PROCEDURE IN 'l'ESTING.

/
The wings are assembled and lined up as carefully as
for flight. The airplane is then inverted and mounted, as
shown in Figure 2, on supports which are placed under the
engine bed and upper and lower longerons. A scaffold is
then built as shown to facilitate loading operations and to
prevent the wings from falling more than a few inches when
failure occurs.
In setting up twin-engined airplanes, with a central
fuselage and two nacelles or a central nacelle and two
fuselages, the center support is made rigid. The two outer
supports are provided by cables carried over pulleys to
platforms on which are placed loads to represent the
reaction of the engines, tanks, etc.
In order to eliminate excessive effect of drag, the line
of action of the nacelle reaction is arranged so as to give
Deflection measmements are made along the center
lines of spars at strut points and centers of bays. The
tension in various wires, particularly those in which the
stress can not be calculated, is measured with a Larson
tensiometer. The retreat of the wings is determined by
measuring the distances from fixed reference points to
the points of plumb bobs suspended from the wing tips.
Initial readings arc made before any load is applied,
the jacks are raised so as to support the wings and the first
load- generally for a factor of safety of 3.0- is placed on
the wings. The jacks are then lowered so that the load is
carried by the wing strncture, and after allowing five min-
utes for adjustme]lt.of strains, deflection, retreat, and ten-
sion readings are determined. The jacks are then raised, the
n ext increment in load applied and the process repeated.
 5
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Upper W in 9 Low er W in q
F M R F , M R on W /n 9s
3 0 153 77 77 107 53 53 5eoo
4 .0 i:'07 /04 103 145 71 71 7010
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70 369 Jc}~ /81 es9 1es lc'5 lc',44 0
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9.0 477 1:39 e33 335 /6/ /6 / 16,060
/0. 0 531 f.'66 es9 373 179 179 I 7,870
 TYP/C;:JL L06 5HEET
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Factor Def'lecfions 1n inches measured at the poinf5 .:shown above Retreat of' Winq Tips
ol Upper Lower
..5olefy ll l3 C 1) £ F (3 H J K L /'1 N 0 p Q R ..5 R,ohf Lef'f ,e-,ahf Lef'f
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50 1.0 0.7 0.6 04 oe 0.6 09 I I /. 6 /. 3 09 08 0.6 oe 0 .t} ;_ I 1.4 I .7 0.3 oe 0.5 0.5

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10.0 Internal win9 oncho,09e tie,rod ferm1nol f'otled 1n tension.

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As the test proceeds, the condition of wires, struts,
fittings, etc., is noted , and any irregularities or eccen-
tricities of behavior photographed. Local weaknesses
which. develop during the test are reinforced in order to
determine the strength of the main structural members.
7
increments are smaller. The distribution of the load is
identical. The chord is inclined 14 ° with the horizontal,
with the leading . edge up. The amount of inclination
will be the same as for direct load.
The distribution of the load over the chord differs from

!1eas(lr/ns, rule

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FIGURE 4a.

B. Reverse Load.
The procedure in this case is practically the same as
for the direct load, except that the airplane is right side up.
As the ultimate factor of safety under the reverse load is
usually one-half of that required for the direct load, the
that of the direct load test, as shown in Figure 5. On the
front third is placed two-thirds the total load; on t he
next sixth, one-sixth the load; on the next third, the
remaining one-sixth of the load ; while the rear one-sixth
of the chord is not loaded. This arrangement gives a
center of pressure location at 26! per cent of the chord.

II. CONTROL SURFACES AND CONT RO L OPERATING SYSTEMS .

. A. Elevato r and Stabilizer.
(1) LOADI NG .
The distribution of load over the elevator and stabilizer
surfaces is shown in Figure 6. The average load per square
foot on the elevator is two-thirds the average unit load on
the stabilizer. The stabilizer load is uniform, while that
on the elevator varies from a maximum at the hinge to
. zero at the trailing edge, which results in a center of
pressure location-for unbalanced surfaces- at 1 the chord.
In testing balanced elevators, the load on the area forward
of the hinge is made uniform. The load per square foot on
this portion is double the average load on the rest of the
surface.
(2) ARRANGEMENT FOR TEST .
The surfaces and control system are assembled complete level reading on the scales mentioned in the preceding
and installed in the airplane as for flight. The fuselage paragraph. The force which must be exerted on the
is supported at the center of its length and directly under
the tail post, so that the longitudinal axis is horizontal.
A spring balance connected with a block and tackle rig
is attached to the control stick at the point where the
pilot would naturally grasp it. Scales graduated into
inches and tenths are suspended from the edges of the
surfaces at various points, as shown in Figure 7. Jacks
are placed under the tip of the stabilizer rear spar on
either side to furnish support during the placing of the
loads. The elevator is supported by means of planks placed
under the trailing edge and resting on jacks.
(3) PROCEDURE IN TESTING .
Loads are applied in increments of 4 pounds per square
foot on elevators and 6 pounds per square foot on stabil-
izers. Deflections are measw-ed by means of a small wye
 8
control stick in order to move the elevator is measured
for each load with the spring balance referred to above .
In case of failure of the control system, the cables are
attached to some rigid part of the airplane, such as the
engine bed, and the test is continued until the final
failure of the surfaces occurs.
In order that the measurements shall represent the
deflection due to the b ending of ribs and spars and the
torsion in the elevator tube only, and shall not include
the results of play in the control system, a reference scale
is attached at some p oint on the elevator where it is
C. Aileron.
(1) LOADING .
The distribution of the load is the same as in the case
of the movable tail surfaces; that is, varying from a maxi-
mum at the hinge to zero at the trailing edge, with the
same provision for loading the balanced portion.
(2) ARRANGEMENT FOR TEST.
The aileron is attached to the wing and the controls con-
nected as for flight. The load may be applied to the lowe1
or upper surface of the aileron; that is, with the airplane
inverted or right side up. The choice between the twc-

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CENTER
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PR05VRE
i - - -- - - -- ----- C - - - - - -- - - - ------1
FIGURE 5.-DISTRIBUTION OF LOAD ALONG CHORD OF WINGS FOR NEGATIVE LOADING.

affected by the play only, and the stick is adjusted so positions depends principally upon the design of the con
that the reading remains constant. trol system. If one member of the system is in tension
The procedure of applying the load by raising and with the load on the top surface, but acts as a long strut
lowe1ing jacks is the same as in the wing test. The results
subject to column action with the load on the under sur-
of a typical test are shown in Figure 8. face, the latter condition should exist in the test.
During the test the wing proper should be adequately
B. Rudder and Fin. supported, so that there is no possibility of its being
strained.
(1) LOADING.
The arrangement for determining deflections and the
The distribution of load on rudder and fin is the same force on the control stick is the same as that already de-
as that on elevator and stabilizer, respectively. scribed for the tail surfaces. ,
(2) ARRANGEMENT FOR TEST . (3) PROCEDURE IN TESTING.

The arrangement is the same as for the test of horizontal
tail surfaces, except that the fuselage is placed on its side,
and since the loads on the rudder and fin are not sym~etri-
cally disposed in relation to the fuselage , it must be suita-
bly supported to prevent rolling or twisting.
The spring balance in this case is attached to the rud-
der bar at the point'where the foot would be applied.
(3) P ROCEDURE IN TE STING.
The procedure is identical with that followed in the
elevator and stabilizer test.
Starting with 5 pounds per square fo~t, the load is ap-
plied in increments of 2.5 pounds per square foot. The
loading is not carried t o failure, however, on account of
the risk of damaging the wing structure, but is stopped at
a unit loading corresponding to the required unit loading
on horizontal tail surfaces for the given type. If it is ap-
parent at any time that the next increment will cause the
failure of the structure, the test is stopped and the weak-
ness eliminated before continuing.
The deflections and the necessary pull on the stick are
measured as in the tail surface tests.
 9

UNfJfllflNCE[) CONTROL 5URFIICE.5

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 10

] 'IGU RE 7. ARRANGEMENT :FOR TEST Olf ELEVATOR AND STABI LIZER.

 11

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 13
III. FUSELAGE.
(1) LOADING .
The fuselage test loads are so distributed as to simulate
conditions which occur in flattening out of a dive. Loads
are applied to represent the weight of each item or group
of items which contribute to the total weight of the fuse-
lage and contents,. and in addition there are loads at the
tail to represent the air pressure on horizontal tail sur-
faces. In general , a load is not applied for each distinct
item but rather one load for a group of items, such as the
motor group, cockpit group, etc. Figure 9 is an example
of a loading schedule devised for this type of test. Load
" A" represents the dynamic effect of the motor, radiator,
water, propeller, etc .; load " B" that of the gas and tSJ.nk,
guns and ammunition, and part of the chassis; load "C,"
pilot and clothing, equipment, instruments, controls, re-
mainder of chassis, etc.; load "D," the weight of the em-
pennage structure, tail sl.-id, etc., and a l oad of 5 pounds
per square foot on the elevator and stabilizer. These loads
FIGURE 10. ARRANGEMENT :FOR FUSE LAGE T EST .
represent a dynamic factor of unity and are increased in
proportion for higher factors ; that is, for a dynamic factor
of 7, the loads would be seven times the weight of each
item or group and, in addition, 35 pounds per square foot
on the horizontal tail surfaces.
In many cases, in order to balance the tail load, it is
necessary to make the load " A," on the engine bed , more
than the actual weight of the motor group. Otherwise, the
greater part of the load will be carried by the rear support,
which is apt to give way before the full strength of the
fuselage stru cture is developed. To eliminate this disad-
vantage, the l oad " A" is increased sufficiently to locate
the center of gravity of the test loads at a point midway
between supports.
(2) ARRANGEMENT FOR TEST .
The fuselage is suspended in the testing stand, as sh own
in figme 10. The points of support are the front and rear
lift wire anchorage fittings, and in case the nose drift wires
have considerable lift components, the fuselage is also sup-
ported at these p ::iints.
Unless the fuselage is provided with a floor, boards are
placed across the bottom, resting on the longerons, to
receive the load.
The tail load is carried on a platform suspended from
the fuselage, as shown. Jacks are provided at the various
points shown in the photograph, to support the structure
during loading operations and to prevent its complete
destruction in case of failure.
Scales similar to those used in measuring the deflections
of control surfaces are suspend ed from the fu selage along .
the centerline of the bottom.
(3) PROCEDURE IN TESTING .
Starting with a dynamic factor of 2, the load is applied
in increments representing a dynamic factor of one-half.
The same methods of applying loads, raising and lowering
jacks are employed in this test as for wings and control
surfaces. Deflections are determined, aa in the control
surface tests, by means of level readhigs on the scales,
described in the preceding paragraph.
 In all tests in which additional support is provided by components of the stress in the supporting wire shall be
auxiliary lift or drift .wires, the tension in these wires is the same as the vertical component of the stress in the
rendered adjustable by means of turnbuckles, and is con- corresponding . wire determined in the wing test for the
trolled by tensiometer measurements so that the vertical same factor. /

IV. CHASSIS.
(lJ INCLINATION OF CHASSIS. In case the tires blow out or the wheel is damaged before
The cha£Sis is attached to the testing jig with the axle any failure of the chassis occurs, the ends of the axle are
horizontal, and with the struts inclined at an angle such supported on blocks, as shown in figure 12, and the load-
that the center of gravity of the airplane would be directly ing continued.
over the center of the axle. The test will, therefore,
approximate the conditions which will be realized in a (3) PROCEDURE.
landing in which there is no side drilt, and in which the Starting with a total load of 1,500 to 2,500 pounds, the
reaction on the wheel passes through the. center of gravity load is applied in increments of 500 or 1,000 pounds,
of the airplane. depending on the weight of the airplane for which the

FIGURE 11. ARRANGEMENT FOR STATIC TEST OF CHASSIS.

(2) ARRANGEMENT FOR TEST.
The chassis is attached to the platform of the testing
jig, as shown in figure 11. Jacks are placed under the
four corners of the platform to sustain the latter while the
load is being placed.
Beneath each wheel is a steel I-beam, one encl of which
rests on a knife edge support, while the other is placed on
2,000-pound platform scales. The leverage is such that a
reading of 1 pound on the scales is equivalent to a reaction
of 10 pounds on the wheel.
chassis is designed. The load is applied by lowering the
jacks so that the platform and load are supported by the
chassis. The scale readings are recorded and deflections
of the axle at center and ends are measured. The exten-
sion of the shock absorber is determined by measuring
the movement of the axle with respect to the struts.
Figure 8 shows a typical log sheet.
The deflection at the center of the struts is frequently
determined with a straight edge, particularly in the case
of a chassis witl::Jong slender struts, as shown in figure 11.
 15

FIGURE 12. METHOD OF SUPPORTING CHASSIS AFTER FAILURE OF TIRE OR WH EEL.

V. DATA ·R EQUESTED FOR PREPARATION.

To facilitate the preparation for testing an airplane, the 2. As complet e and accurate a weight schedule as is
preparation of loading sch edules, jigs, etc., and to facili- available.
tate the rapid production of a complete report, manufac- 3. Wiring diagrams.
t urers submitting an airplane for test are requested to 4. Stress analysis.
furnish the following data: 5. General assembly drawings which will show the
1. Front and side elevations and plan view of the constru ction of the wings, fuselage, tail surfaces, and
I
airplane on a scale of one-half inch or three-fourths inch chassis.
to the foot.

0
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..._ .ls.
·--

Ralph Brown Draughon

LIBRARY

MAR 2 5 2013
Non-Oepoitorv
Auburn University