FLIGHT ENVELOPE (flight envelope or service envelope or performance envelope)

In aerodynamics, the flight envelope defines operational limits for an aerial platform with
respect to maximum speed and load factor given a particular atmospheric density. The flight
envelope is the region within which an aircraft can operate safely.
If an aircraft flies 'outside the envelope' it may suffer damage; the limits should therefore never
be exceeded. The term has also been adopted in other fields of engineering when referring to
the behaviour of a system which is operating beyond its normal design specification, i.e.
'outside the flight envelope' (even if the system is not even actually flying).
There are several types of aircraft flight envelope diagram, normally depicting the relation
between one flight parameter and another. The most common diagram includes airspeed
(normally expressed in Mach) and flight altitude variation (V-h) or airspeed and load
variation (V-n).
This second diagram is the most important and common plot used as it shows structural load
limits as a function of airspeed. This flight envelope is normally defined during the design
phase. A chart of speed versus load factor (or V-n diagram) is a way of showing the limits of
an aircraft's performance. It shows how much load factor can be safely achieved at different
airspeeds.
The definition and analysis of the V-n diagram is critical during the design of an aircraft as it
affects the operation of the aircraft. A manoeuvre or gust of wind may temporarily force an
aircraft outside its safe flight envelope and thereby cause structural damage endangering
flight safety.
V-n FLIGHT ENVELOPE
The following is a basic V-n diagram (sometimes referred to as a V-g diagram) including the
most important features of such diagrams. The diagram does not belong to a specific airplane.
In this example the V-n diagram represents airspeed (horizontal axis) against load factor
(vertical axis). In more complex aircraft the diagram may vary.
 Load Factor. An aircraft structure is designed to be able to withstand the forces exerted upon
it during flight; together, these forces are calculated as the load factor and may vary depending
on the phase of flight; the load factor is defined as the relationship between lift and the weight
of the aircraft:

Where,
n = Load factor
L = Lift
W = Weight
The load factor is equal to 1 when the aircraft is static on the ground, with only gravity acting
upon it. The load factor can therefore be defined as a multiple of gravitational acceleration g.
There are various important features of the V-n diagram:

 The normal stall speed (point A) is defined by the aerodynamic characteristics of the platform.
In the example above the aircraft is capable of developing n=1 (1g) at 62 mph, which is the
wing level stall speed of the aircraft.
 The intersection of the positive limit of the load factor and the line of maximum lift (point B)
defines the maximum airspeed that allows full manoeuverability. This point is called the
manoeuver speed or corner speed. At lower speeds, the structure cannot be overstressed as it
will stall before reaching the limit load factor. At the manoeuver airspeed the aircraft's limit
load factor will be reached at the lowest possible airspeed. At higher speeds, possible structural
damage may be caused. In the diagram above, the manoeuvering speed is reached in n=4.4g
and IAS=137 mph.
 The intersection of the negative limit load factor and line of maximum negative lift capability
(point C) defines the maximum airspeed that allows full manoeuverability in a negative lift
situation. As the graph shows, airspeeds greater than point C provide sufficient negative lift to
damage the structure.
 The airspeed necessary to produce a given negative load factor is higher than that to produce
the same positive load factor.
 To ensure structural safety, a maximum structural cruise speed should be defined. It is normally
defined as a reference point for every aircraft; in the example above it is 180mph. Additionally,
the diagram defines the never exceed speed or diving speed. This is the maximum speed
(normally 1.25 Cruise speed) before the aircraft enters the region where structural failure is
possible.

When an aircraft is operated in the regions called Structural Damage or Structural Failure,
unacceptable permanent deformation of the primary structure and a high rate of fatigue may
take place. Operation above the limit load factor must therefore be avoided in normal
operation.
The key curves on a V-n diagram include:

1. Design maneuvering envelope: This curve represents the maximum load factor (n)
that the aircraft can sustain at different airspeeds during normal maneuvers. The
curve defines the limit load factor that the aircraft can safely withstand without
structural failure.

2. Gust envelope: This curve represents the maximum gust-induced load factor that the
aircraft can experience at different airspeeds. It accounts for the additional loads
imposed on the aircraft structure by turbulent air or gusts.
3. Structural limits: These curves represent the ultimate load factors that the aircraft
structure can withstand without experiencing permanent deformation or failure.
These limits are typically higher than the design maneuvering limits and provide a
margin of safety for the aircraft structure.