(1) Loads on each part of the structure must be determined by dynamic analysis. The analysis must take into account unsteady aerodynamic characteristics and all significant structural degrees of freedom including rigid body motions.

(2) The shape of the gust must be:

$$for 0 ≤ s ≤ 2H

where—

s=distance penetrated into the gust (feet);

U_{ds}=the design gust velocity in equivalent airspeed specified in paragraph (a)(4) of this section; and

H=the gust gradient which is the distance (feet) parallel to the airplane's flight path for the gust to reach its peak velocity.

(3) A sufficient number of gust gradient distances in the range 30 feet to 350 feet must be investigated to find the critical response for each load quantity.

(4) The design gust velocity must be:

$$where—

U_{ref}=the reference gust velocity in equivalent airspeed defined in paragraph (a)(5) of this section.

F_{g}=the flight profile alleviation factor defined in paragraph (a)(6) of this section.

(5) The following reference gust velocities apply:

(i) At the airplane design speed V_{C}: Positive and negative gusts with reference gust velocities of 56.0 ft/sec EAS must be considered at sea level. The reference gust velocity may be reduced linearly from 56.0 ft/sec EAS at sea level to 44.0 ft/sec EAS at 15000 feet. The reference gust velocity may be further reduced linearly from 44.0 ft/sec EAS at 15000 feet to 26.0 ft/sec EAS at 50000 feet.

(ii) At the airplane design speed V_{D}: The reference gust velocity must be 0.5 times the value obtained under §25.341(a)(5)(i).

(6) The flight profile alleviation factor, F_{g}, must be increased linearly from the sea level value to a value of 1.0 at the maximum operating altitude defined in §25.1527. At sea level, the flight profile alleviation factor is determined by the following equation:

Z_{mo}=Maximum operating altitude defined in §25.1527.

(7) When a stability augmentation system is included in the analysis, the effect of any significant system nonlinearities should be accounted for when deriving limit loads from limit gust conditions.

(b) *Continuous Gust Design Criteria. *The dynamic response of the airplane to vertical and lateral continuous turbulence must be taken into account. The continuous gust design criteria of appendix G of this part must be used to establish the dynamic response unless more rational criteria are shown.

[Doc. No. 27902, 61 FR 5221, Feb. 9, 1996; 61 FR 9533, Mar. 8, 1996]

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