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NATIONAL ADVISORY COMMITTEE

FOR AERONAUTICS

A REVISED FORMULA F O R Tm CALCULATION O F GUST LOADS

By K e r m i t G. Pratt

Langley Aeronautical Laboratory

Langley Field, Va.

Washington
June 1953
 NATIONAL ADVISORY COMMITTEE FOR AEBONAUTICS

TECHNICAL NOTE 2964

A FWIISED FOIIMULA. FOR THE C-TION OF GUST LOADS

By Kermit G. P r a t t

SUMMARY

A r e v i s e d gust-load formula with a new gust f a c t o r i s derived t o

replace t h e gust-load formula and a l l e v i a t i o n f a c t o r widely used i n g u s t
s t u d i e s . The r e v i s e d formula u t i l i z e s t h e sane p r i n c i p l e s and r e t a i n s
t h e same simple form of t h e o r i g i n a l formula, but provides a more appro-
p r i a t e and acceptable b a s i s f o r gust-load c a l c u l a t i o n s . The g u s t f a c t o r
i s c a l c u l a t e d on t h e b a s i s of a one-minus-cosine gust shape and i s pre-
sented as a function of a mass-ratio parameter i n c o n t r a s t t o t h e ramp
gust shape and wing-loading, respectively, used f o r t h e a l l e v i a t i o n fac-
t o r . The National Advisory Cornittee f o r Aeronautics w i l l make use of
the r e v i s e d formula i n t h e evaluation of r e l e v a n t gust d a t a .

INTRODUCTION

A gust-load formula, embodying a number of simplifying assumptions,

has long been used i n t h i s country f o r t h e c a l c u l a t i o n of design gust
loads on ordinary a i r p l a n e s by m i l i t a r y and c i v i l i a n regulating agencies
.
(see, f o r example, r e f . 1) This formula w a s developed and has been
u t i l i z e d by the NACA i n t h e evaluation and i n t e r p r e t a t i o n of g u s t and
gust-loads d a t a obtained from measurements of accelerations experienced
during routine and some s p e c i a l f l i g h t s through turbulent a i r ( s e e , f o r
example, r e f s . 2 t o 4). The formula may be w r i t t e n as

where t h e q u a n t i t i e s and customarily used u n i t s a r e a s follows:

a i r p l a n e maximum nondimensional normal-acceleration increment

m wing l i f t - c u r v e slope per radian

Po air d e n s i t y a t sea l e v e l , slugs/cu f t

 NACA TN 2964

S wing area, sq f t

Ve equivalent airspeed, f t / s e c

ue " e f f e c t i v e " gust velocity, f t / s e c

W a i r p l a n e weight , l b

K dimensionless " a l l e v i a t i o n f a c t o r "

The formula serves t o r e l a t e t h e peak accelerations due t o g u s t s t o

be expected on a given a i r p l a n e t o t h e peak accelerations measured on
another a i r p l a n e f o r f l i g h t through the same rough a i r , The underlying
concept i s t h a t a measured a c c e l e r a t i o n increment may be used t o derive
an " e f f e c t i v e " gust v e l o c i t y which i n t u r n i s used t o c a l c u l a t e the
a c c e l e r a t i o n on another a i r p l a n e by reversing t h e process. The e f f e c t i v e
gust v e l o c i t y Ue i s not, therefore, a d i r e c t physical quantity but i s
r a t h e r a gust-load t r a n s f e r f a c t o r definable i n terms of t h e formula.

The nondimensional parameter K depends on such f a c t o r s a s gust

shape and r e s u l t i n g a i r p l a n e motions. I n order t o allow f o r some of
these f a c t o r s and f o r s i m p l i c i t y i n p r a c t i c a l application, K has been
calculated on t h e b a s i s t h a t t h e gust shape i s of a ramp type (gust
v e l o c i t y increasing l i n e a r l y with distance up t o a l i m i t of 10 chords) R

and by taking i n t o account e f f e c t s of gust penetration and of t h e

r e s u l t i n g v e r t i c a l motion of t h e a i r p l a n e . A small adjustment was then
made t o t h e K curve on t h e b a s i s of model t e s t s and analyses t o allow
f o r o v e r - a l l e f f e c t s of pitching motion on the normal-acceleration incre-
ment. The correction made implied t h a t on a l l a i r c r a f t t h e a c c e l e r a t i o n
i s a f f e c t e d t o about t h e same degree by t h e pitching motion, t h i s asswnp-
t i o n being reasonable only f o r conventional a i r c r a f t having s a t i s f a c t o r y
f l y i n g q u a l i t i e s , On t h i s b a s i s , K i s dependent only on a nondimensional
mass-ratio parameter which i s defined by t h e mass of t h e airplane divided
by t h a t of a cylinder of a i r about t h e wing. For design purposes, how-
ever, K was expressed i n terms of wing loading and was normalized by
dividing by i t s value f o r W/S = 16 lb/sq f t . This procedure had two
e f f e c t s which now can be considered undesirable. The use of wing loading
r a t h e r than mass r a t i o ignored c e r t a i n e f f e c t s of a l t i t u d e and a i r p l a n e
s i z e , and t h e normalization produced e f f e c t i v e gust v e l o c i t i e s t h a t a r e
not r e f e r r e d d i r e c t l y t o t h e maximum v e l o c i t y of the ramp p r o f i l e but
r a t h e r t o a constant times t h i s value.

Over t h e years, t h e a l l e v i a t i o n f a c t o r K has been modified by the

various r e g u l a t i n g agencies i n t h e i r design requirements. As a r e s u l t ,
t h e r e now e x i s t s e v e r a l d i f f e r e n t a l l e v i a t i o n f a c t o r s and correspondingly
d i f f e r e n t design gust v e l o c i t i e s . This s i t u a t i o n has r e s u l t e d i n some
confusion when the design gust v e l o c i t i e s used by the vwious agencies
a r e compared with each other o r with NACA gust data.
NACA TN 2964 3

I n order t o provide f o r uniformity of gust-load calculations, t h e

i n t e r e s t e d regulating agencies and t h e NACA, a t a meeting of t h e
ANC-1 Panel on F l i g h t Loading Conditions, agreed t o t h e d e s i r a b i l i t y
of adopting a new standard a l l e v i a t i o n f a c t o r . This new a l l e v i a t i o n
f a c t o r t o be r e f e r r e d t o a s "gust f a c t o r " was t o be based on t h e more
fundamental parameter, mass r a t i o , instead of wing loading and a l s o
on a new gust p r o f i l e represented by a one-minus-cosine curve.

The NACA agreed t o c a l c u l a t e t h e new gust f a c t o r and t o use it i n

a revised gust-load formula f o r t h e reduction of relevant gust d a t a .
A point of i n t e r e s t i s t h a t t h e new gust f a c t o r a s calculated i s not
normalized t o any given value and hence t h e gust v e l o c i t y can be con-
veniently r e f e r r e d d i r e c t l y t o t h e maximum of t h e gust p r o f i l e . It i s
the purpose of t h i s paper t o present the r e v i s e d gust-load formula with
t h e new gust f a c t o r .

SYMBOLS

t r a n s i e n t l i f t response t o penetration of sharp-edge gust

t r a n s i e n t l i f t response t o unit-jump change i n angle of a t t a c k

Wing a r e a
mean geometric wing chord,
Wing span , ft
a c c e l e r a t i o n due t o gravity, f t / s e c 2

gust-gradient distance ( h o r i z o n t a l distance from zero t o

maximum gust v e l o c i t y ) chords ,
a l l e v i a t i o n f a c t o r , defined i n reference 2

gust f a c t o r ( r e v i s e d a l l e v i a t i o n f a c t o r )

slope of l i f t curve per radian

airplane mass, slugs

nondimensional v e r t i c a l - o r normal-acceleration increment,

reference nondimensional v e r t i c a l - o r normal-acceleration

increment,
 NACA TIT 2964

wing area, sq f t

distance of penetration i n t o a gust, chords

dummy variable i n superposition i n t e g r a l , chords

time, sec

dummy variable i n superposition i n t e g r a l , sec

gust v e l o c i t y (maximum value), f p s

"derived" gust velocity, f p s

e f f e c t i v e gust v e l o c i t y defined i n reference 2, f p s

gust v e l o c i t y a t any penetration distance, fps

airspeed, f p s

equivalent airspeed, VG'/~, f p s (see r e f . 5)

a i r p l a n e weight, l b

a i r p l a n e v e r t i c a l displacement ( ~ o s i t i v eupward) ,ft

a i r p l a n e mass r a t i o (sometimes r e f e r r e d t o a s "mass
parameter'' i n t h e p a s t ) , 2w
-
mpcgs

a i r density, slugs/cu f t

Po a i r d e n s i t y a t sea l e v e l , siugs/cu f t

u air-density r a t i o , p/po

Subscript :

max maximum value

 REYISED GUST-ILIAD FORMULA

The revised gust-load formula t o be derived herein, l i k e t h e

o r i g i n a l formula, w a s obtained from solutions of an equation of air-
plane v e r t i c a l motion i n an i s o l a t e d g u s t . The use of t h e formula t o
t r a n s f e r accelerations from one airplane t o another f o r continuous
rough a i r implies, therefore, t h e assumption t h a t the r e l a t i v e loads
f o r s i n g l e i s o l a t e d gusts a r e a measure of t h e r e l a t i v e loads i n a
sequence of g u s t s . In regard t o t h i s assumption, it i s recognized t h a t
some of t h e more recent methods f o r analysis of airplane loads i n con-
tinuous rough a i r with proper allowance f o r various degrees of freedom
of a i r p l a n e motion may i n due course be adopted; however, f o r t h e pres-
e n t , it remains d e s i r a b l e t o r e t a i n the s i m p l i c i t y of the o r i g i n a l
method. As i n t h e case of t h e o r i g i n a l formula, the present method
w i l l not be s u i t a b l e f o r a l l a i r p l a n e configurations. Unusual a i r p l a n e s
w i l l require s p e c i a l a n a l y s i s . After the presentation of t h e revised
gust-load formula, a b r i e f comparison of features of the o r i g i n a l and
revised formulas i s given.

Basic Assumptions and Equation of Motion

The equation of motion is based on the following assumptions com-

monly used i n gust-load problems:

(1)The airplane i s a r i g i d body.

( 2 ) The airplane forward speed i s constant.

( 3 ) The airplane i s i n steady l e v e l f l i g h t p r i o r t o e n t r y i n t o

the gust .
(4) The airplane can r i s e b u t cannot p i t c h .
(5) The l i f t increments of the fuselage and h o r i z o n t a l t a i l q e
negligible i n comparison with t h e wing l i f t increment,

(6) The gust v e l o c i t y i s uniform across the wing span and i s

p a r a l l e l t o the v e r t i c a l a x i s of t h e airplane a t any i n s t a n t ,

Disregarding t h e forces associated with steady l e v e l f l i g h t , a

summation of v e r t i c a l o r normal forces on the airplane i n a gust y i e l d s
the following equation of motion:
 NACA TN 2964

I n equation ( l ) ,the f i r s t term on t h e left-hand s i d e i s the i n e r t i a

r e a c t i o n and the second term i s the damping force due t o airplane v e r t i c a l
v e l o c i t y . On t h e right-hand side, both terms a r e forces due t o the gust;
t h e f i r s t term i s the force due t o a gust having zero v e l o c i t y a t the
beginning of penetration by t h e airplane and the second term i s the force
due t o a gust having an i n i t i a l v e l o c i t y other than zero a t the beginning
of penetration.

By using t h e r e l a t i o n s h i p s fi = An g and t = s,equation (1)

dt2 V
can be w r i t t e n i n nondimensional form as

where
NACA TN 2964 7

a n d t h e functions C and CL,. a r e t h e t r a n s i e n t l i f t r e s p o n s e s o f a

Lg
wing t o a penetration of a sharp-edge gust and t o a unit-jump change
i n angle of attack, r e s p e c t i v e l y . I n equation ( 2 ) , & i s t h e v e r t i c a l -
a c c e l e r a t i o n increment t h a t r e s u l t s from t h e gust and Ans i s a con-
venient reference acceleration increment which m y be i n t e r p r e t e d a s t h e
acceleration increment t h a t would r e s u l t s o l e l y from a l i f t force equal
t o t h e steady-state l i f t associated with t h e maximum v e l o c i t y of t h e
g u s t . The second term i s associated with t h e damping due t o t h e a i r p l a n e
v e r t i c a l v e l o c i t y and t h e remaining terms a r e associated d i r e c t l y with
t h e g u s t . It can be remarked t h a t t h e mass r a t i o pg i s a basic param-
e t e r i n equation ( 2 ) .

Solution of the Equation of Motion

Equation ( 2 ) was solved f o r h i s t o r i e s of the acceleration r a t i o

m( s ) /An,on t h e b a s i s of the following t r a n s i e n t l i f t functions and
gust shape .
The t r a n s i e n t l i f t functions used were

These a r e t h e t r a n s i e n t l i f t functions f o r i n f i n i t e aspect r a t i o given

i n reference 6, normalized t o asymptotic values of unity. These expres-
sions, r a t h e r than f i n i t e - a s p e c t - r a t i o functions (such as those given i n
r e f . 6 ) , were used f o r s i m p l i c i t y i n order t o provide solutions of t h e
equation of motion independent of aspect r a t i o except of course a s aspect
r a t i o a f f e c t s the slope of the l i f t curve. Thus i n e f f e c t only t h e shapes
of t h e i n f i n i t e - a s p e c t - r a t i o functions a r e used, the appropriate f i n i t e -
aspect-ratio l i f t - c u r v e slope being used i n evaluating the mass r a t i o
pg.
-
The r e s u l t s obtained through the use of equations (5) and ( 6 ) , however,
a r e probably l e s s than 5 percent d i f f e r e n t from t h e r e s u l t s t h a t would
be obtained through t h e use of t h e f i n i t e - a s p e c t - r a t i o functions, a s ,
indicated by some l i m i t e d information i n reference 7. This reference
a l s o i n d i c a t e s t h a t t h e differences might be s l i g h t l y l a r g e r when t h e
t r a n s i e n t l i f t functions f o r a Mach number of 0.7 a r e used.
 The gust shape used was t h a t designated by t h e ANC-1 Panel, t h a t i s ,

where H was designated equal t o 12.5 chords. (~nasmuchas the i n i t i a l

portion of t h e revised gust p r o f i l e i s r e l a t i v e l y i n e f f e c t i v e , the gra-
d i e n t distance of 12.5 chords corresponds roughly t o t h e 10-chord gra-
d i e n t distance f o r the o r i g i n a l ramp p r o f i l e .)

With these l i f t functions and gust shape, equation ( 2 ) i s noted

t o depend on only one parameter, the mass r a t i o pg. Solutions of t h e
equation were obtained f o r a range of yg, by the numerical recurrence
method presented i n reference 8 f o r the case of a r i g i d a i r p l a n e .
Although solutions of the equation a l s o can be obtained i n closed form
when equations ( 5 ) and (6) a r e used, the numerical method was chosen
because it i s much more ra?id, i s easy t o apply, and gives good accuracy
( e r r o r i n An/&, l e s s than f0.005) Sample h i s t o r i e s of t h e calculated
acceleration r a t i o f o r three d i f f e r e n t values of y a r e presented i n
g
f i g u r e 1.

Revised Gust Factor and Gust-Load Formula

Since t h e maximum value of An/Ans with respect t o gust penetration

distance (see f i g . 1 ) defines t h e maximum acceleration experienced by the
airplane, it i s of p r i m a r ~concern i n design. This maximum value i s
herein designated a s t h e gust f a c t o r " and i s labeled Kg, t h a t i s ,

The v a r i a t i o n of t h i s "gust f a c t o r " with mass r a t i o i s shown i n f i g u r e 2.

No closed-form a n a l y t i c a l expression f o r the curve of Kg can be written,
NACA TN 2964

since it was obtained by a numerical procedure. A convenient expression

which closely approximates the curve was found, however, namely

This simple expression gives with an error l e s s than f0.01.

Kg
The revised gust-load formula follows d i r e c t l y from equation (8),
that i s ,

I n terms of equivalent speeds t h i s equation becomes

where the subscript e i s used t o denote t h a t both the airspeed and

gust velocity are equivalent speeds. The subscript d has been added
also t o the gust velocity t o denote t h a t , when the formula i s used t o
evaluate gust velocities from measured accelerations, the gust velocities
obtained, l i k e U, i n the o r i g i n a l formula, ase "derived" not measured
values. For application i n design, however, Ude may of course be a
stipulated value.

The revised gust-load formula, equation (11))may be noted t o be

of the same form as the original' formula, the gust factor Kg being
i n e f f e c t a revision of the alleviation factor K. A further comparison
of the original and new formulas i s given in the subsequent section.
 NACA TN 2964

COMPARISON OF ORIGINAL AND REVISED GUST-LOAD FORMULAS

The s a l i e n t f e a t u r e s of t h e r e v i s e d gust-load formula as compared

with those of t h e o r i g i n a l formula a r e i l l u s t r a t e d i n the following
t a b l e : c he d e s c r i p t i o n of t h e o r i g i n a l curve t o follow i s schematic
i n nature and i s not intended t o be s u f f i c i e n t l y d e t a i l e d t o permit
reproduction of t h e curve .)

tion ratio in

( d ) Maximum accelera-
tion ratio
p l o t t e d against ---- -
wing loading
(corrected f o r
pitch effects)

gust f a c t o r s
NACA TN 2964 11

As item ( a ) shows, the forms of the o r i g i n a l and t h e r e v i s e d formulas

a r e t h e same. The respective gust shapes a r e shown a s item ( b )
o r i g i n a l gust shape was of a ramp type but w a s e f f e c t i v e l y undefined
The .
beyond a gradient distance of 10 chords a s a consequence of an approxi-
mation made i n solving t h e equation of motion. This approximation made
use of the value of t h e a c c e l e r a t i o n increment a t a penetration distance
of 10 chords a s t h e maximum acceleration increment i f the a c t u a l maximum
did not occur within t h i s distance. The revised gust p r o f i l e , i n com-
parison, i s symmetrical i n shape, f i n i t e i n length, and has a gust gra-
d i e n t distance of 12 - 3 chords.

For item ( c ) , curves of maximum a c c e l e r a t i o n r a t i o (ratio

of the maximum a c c e l e r a t i o n increment i n t h e gust t o t h e reference accelera-

t i o n increment Ans) associated with t h e respective gust shapes a r e given
a s a function of mass r a t i o . As previously mentioned, the o r i g i n a l
a l l e v i a t i o n - f a c t o r curve described i n reference 2 was not used i n terms
of mass r a t i o but r a t h e r i n terms of the convenient design parameter, wing
loading. This use implies a separation of t h e left-hand curve of item ( c )
i n t o a family of curves involving t h e parameter rnpcg/2 a s indicated f o r
item ( d ) . The a l l e v i a t i o n f a c t o r was obtained from t h i s family a s a
single curve which was not, however, a p a r t i c u l a r curve of t h e family but
was obtained from the e n t i r e family on t h e b a s i s of various engineering
considerations. These considerations included

(1)An assumed v a r i a t i o n of wing chord with wing loading

(2) An allowance, based on experiment and analysis, f o r t h e e f f e c t s

of pitching motion, consisting of a constant percentage correction t o the
maximum a c c e l e r a t i o n r a t i o ( t h a t i s , m u l t i p l i c a t i o n of (An/hs),, in
item ( d ) by a constant f a c t o r )

( 3 ) Normalization of t h e curve t o u n i t y a t W/S = 16 lb/sq f t

The a l l e v i a t i o n - f a c t o r curve thus obtained i s shown a s item ( e ) .
Although t h e use of t h e s i n g l e a l l e v i a t i o n - f a c t o r curve K based
on wing loading does not f u l l y account f o r v a r i a t i o n s i n the param-
e t e r mpcg/2, a t t h e time of d e r i v a t i o n It was considered representative
of airplane design and operating p r a c t i c e . A t t h e present time, however, .
the v a r i a t i o n s of mpcg/2 have increased t o t h e point where a s i n g l e
curve based on wing loading cannot be considered r e p r e s e n t a t i v e . I n t h e
l i g h t of modern a i r p l a n e p r a c t i c e , it i s now d e s i r a b l e t o r e v e r t t o a
single curve f o r the gust f a c t o r which i s based on t h e l e s s r e s t r i c t i v e
and more fundamental parameter, mass r a t i o . The gust-factor curve Kg
i s shown on the right-hand side of item ( e ) ; it i s t h e same a s t h a t i n
item ( c ) .
 The o r i g i n a l formula, a s indicated i n reference 2, has been subject I

t o s c r u t i n y i n t h e form of continuing experiments i n regard t o useful-

ness f o r conventional a i r p l a n e s and i n regard t o the e f f e c t s of various
other f a c t o r s not e x p l i c i t l y taken i n t o account i n i t s d e r i v a t i o n . This
background of experience can be c a r r i e d over i n t h e use of t h e r e v i s e d
formula as well. I n t h e same vein, t h e allowance f o r e f f e c t s of pitching
motion made i n t h e d e r i v a t i o n of t h e a l l e v i a t i o n f a c t o r but not e x p l i c i t l y
taken i n t o account i n t h e d e r i v a t i o n of t h e gust f a c t o r nevertheless can
be included i n t h e use of t h e gust f a c t o r . The p i t c h correction was not
d i r e c t l y applied t o t h e gust f a c t o r because it would cancel out of calcu-
l a t i o n s r e l a t i n g t h e a c c e l e r a t i o n of one a i r p l a n e t o t h a t of another
airplane .
A s mentioned e a r l i e r , i n t h e use of t h e formulas t o evaluate measured
accelerations, t h e derived gust v e l o c i t y Ude and the e f f e c t i v e gust
v e l o c i t y Ue a r e both derived r a t h e r than measured q u a n t i t i e s . They
d i f f e r , however, a s indicated by item ( f ) , i n t h a t Ude corresponds t o
t h e maximum equivalent v e l o c i t y of t h e gust shape whereas Ue corre-
sponds t o only a f r a c t i o n of t h e maximum equivalent v e l o c i t y of t h e
o r i g i n a l gust shape. This f r a c t i o n stems from t h e value used t o nor-
malize t h e a l l e v i a t i o n - f a c t o r curve a t W/S = 16 l b / s q f t . There i s no
s i n g l e constant proportional r e l a t i o n s h i p between Ude and Ue f o r a l l
a i r p l a n e s because of t h e i r respective mass-ratio and wing-loading bases.
However, it might be noted t h a t t h e r a t i o of Ude t o Ue i s of t h e
order of 2:1, being, f o r example, 55:W f o r W/S = 16 lb/sq f t and pg = 8.

CONCLUDING RFSIARKS

A r e v i s e d gust-load formula with a new a l l e v i a t i o n f a c t o r termed

"gust f a c t o r " has been derived herein t o replace t h e gust-load formula
widely used f o r design and gust s t u d i e s . The r e v i s e d formula, which i s
similar i n form t o t h e o r i g i n a l formula, w i l l be used by t h e NACA i n
t h e evaluation of r e l e v a n t gust d a t a . A b r i e f comparison of t h e f e a -
t u r e s of t h e two formulas has a l s o been presented.

Langley Aeronautical Laboratory,

National Advisory Committee f o r Aeronautics,
Langley Field, Va., A p r i l 20, 1953.
1. Anon.: Airplane Airworthiness - Transport Categories. P t . 4l3 of
.
C i v i l A i r Regulations, C i v i l Aero Board, U. S Dept . . Commerce,
July 20, 1950 .
2. Donely, P h i l i p : Summary of Information Relating t o Gust Loads on
Airplanes. NACA Rep. 997, 1950. (supersedes NACA TN 1976. )

3. Walker, Walter G., and Steiner, Roy: Summary of Acceleration and

Airspeed Data From Commercial Transport Airplanes During t h e
Period From 1933 t o 1945. NACA TN 2625, 1952.

.
4 . Press, Harry, and McDougal, Robert L : The Gust and Gust - b a d
Experience of a Twin-Engine Low-Altitude Transport Airplane i n
Operation on a Northern Transcontinental Route. NACA TN 2663,
1952

5 . Aiken, William S . .
, Jr : Standard Nomenclature f o r Airspeed With
Tables and Charts f o r Use i n Calculation of Airspeed. NACA
Rep. 837, 1946. (supersedes NACA TN 1120.)

6. Jones, Robert T.: ' k e Unsteady L i f t of a Wing of F i n i t e Aspect

Ratio. NACA Rep. 681, 1940.

7. Kordes, Eldon E ., and Houbolt, John C . : Evaluatiori of Gust Response

C h a r a c t e r i s t i c s of Some Existing A i r c r a f t With Wing Bending Flexi-
b i l i t y Included. NACA TN 2897, 1953.

8. Houbolt, John C., and Kordes, Eldon E.: Gust-Response Analysis of

an Airplane Including Wing Bending F l e x i b i l i t y . NACA TN 2763,
1952 *
14 NACA TN 2964
 Revised gust-load formula, Anrnx '

where Pg
2
mpcgs

Figure 2.- Gust f a c t o r Kg as a function of mass r a t i o f o r standard gust

u
shape -
u 2