Why they are there

Why they should be observed

Why an undestanding of thern will yield greater mission effectiveness

The history of aircraft limitations shows a very definite trend. Looking back to when the Wright Brothers fulfilled their first contract with the U. S. Government, we find that they produced an aircraft that wouid:

(1) Fly at least 40 miles an hour.

(2) Stay aloft at least 1 hour.

(3) Carry two passengers.

When we compare the extremely simple and ilimited flight profile of this aircraft to our modern military craft, it is obvious that the trend is for more limitations and restrictions as greater performance is achieved. We have now reached the point where we are confronted with a complete section of the handbook that is stuffed with tables of limitations and overflowing with restriction numbers. Since it is impossible to memorize these hundreds of limitations, we are forced to study the reasons behind the limitations so that we can intelligently fly the bird to its maximum and still play the game of fly safe.

Again going back to the Wright Brothers, and following the entire history of aviation development, we note that there has been established only two basic limitations to any aircraft. They are:

(1) Airframe and Engine strength.

(2) The ability to retain control of the airpiane.

However, from these two basic criteria comes the tables and numbers in section V of our Handbook ( o "T.O.-1 The flight manual"). In this section we are faced with :

(1) Prohibited Maneuvers.

(2) Maneuver Limitations.

(3) Control Restrictions.

(4) Velocity Limitations.

(5) Acceleration Limitations.

(6) Configuration Restrictions.

(7) Take-off and Landing Limitations.

(8) Loading Limitations.

(9) Bomb Release Limitations.

(10) Jettison Limitations.

And on and on. The manner in which these factors are found follows a tried and proven method. First, computer studies and wind tunnel tests are carried out in conjunction with static loading tests to help point the way for a flight test program to obtain data that will determine the dynamic limitations. In the computer static loading and wind tunnel phase, the effects of the aircraft design are studied, or more precisely the effect of size, shape, weight and C. G. ( Center of Gravity) versus computed air loads.

Here we are looking for the relationship of :

(1) Size: Maneuverability and Performance.

(2)Shape: Aerodynamic parameters - Lift, Drag, Stability, Inertia.

(3)Weight: Strength parameters.

(4) C. G.: Stability and Control.

During the programmed flight test phase, the analysis of the data determines the operating boundaries, aircraft restrictions and optimum operating procedures.