text: where 
  
  An=change in load factor due to gust 
  m=lift curve slope, unit of C, per degree 
  
  of 01 
  
  o=altitude density ratio 
  
  W/S= wing loading, psf 
  
  V. = equivalent airspeed, knots 
  KU=equivalent sharp edged gust velocity 
  
  As illustrated, at high gross weights above the 
  basic configuration weight, the limit and ulti- 
  mate load factors may be seriously reduced. 
  For the airplane shown, a 5-g maneuver im- 
  mediately after a high gross weight 
  takeoff 
  could be very near the “disaster regime,” 
  the 
  especially 
  maneuver. 
  In the same sense, this airplane 
  at very low operating weights below that of 
  the basic configuration would experience great- 
  ly increased limit and ultimate load factors. 
  
  ft. per sec. 
  
  As an example, consider the case of an air- 
  plane with a lift curve slope m=O.OB and wing 
  loading, (W/S)=60 psf. 
  If this airplane were 
  flying at sea level at 350 knots and encountered 
  an effective gust of 30 ft. per sec., the gust 
  would produce a load factor increment of 1.61. 
  This increment would be added to the flight 
  load factor of the airplane prior to the gust, 
  
  if turbulence is associated with 
  
  332 