Yes, max load factor at Va is the limit for structural damage (engine mounts etc) but if the components are designed to withstand high loads (aerobatic planes) then wing loading becomes the limit. For the same wing loading you can pull more G:s with light plane than with a heavy plane. Therefore for example Extra300 has different G-load limits for different weights. (max wing loading can be used). Stall of course occurs at the same angle of attack (the Lift curve shown can basically be considered critical AOA curve). Flaps allow more AOA (for the main wing) so the flap-lift(AOA) curve is steeper.
Keep in mind that the Stall curve will always be more pronunciated for positives "n" than negative ones, because of the wing form. At most, it will be the same for a simetrical airfoil. Thus, the Vs for negative n is greater than the positive side of the graphic. You drew it the other way :/
Short video and straight to the point.. good job ! Excellent job !
Yes, max load factor at Va is the limit for structural damage (engine mounts etc) but if the components are designed to withstand high loads (aerobatic planes) then wing loading becomes the limit. For the same wing loading you can pull more G:s with light plane than with a heavy plane. Therefore for example Extra300 has different G-load limits for different weights. (max wing loading can be used). Stall of course occurs at the same angle of attack (the Lift curve shown can basically be considered critical AOA curve). Flaps allow more AOA (for the main wing) so the flap-lift(AOA) curve is steeper.
I'm currently in training to become an ATCO.. That topic seems so complex and i'm really struggeling with it
You explained it so well, i thank you so much :D
Keep in mind that the Stall curve will always be more pronunciated for positives "n" than negative ones, because of the wing form. At most, it will be the same for a simetrical airfoil. Thus, the Vs for negative n is greater than the positive side of the graphic. You drew it the other way :/