text: e.g., if in level flight before encountering the 
  gust, a final 
  would result. As a general requirement all 
  airplanes must be capable of withstanding an 
  approximate effective f30 
  ft. per sec. gust 
  when at maximum level flight speed for normal 
  rated power. Such a gust intensity has rela- 
  tively low frequency of occurrence in ordinary 
  flying operations. 
  
  load factor of 1.0+1.61=2.61 
  
  The properties of the airplane exert a power- 
  ful influence on the gust increment. The lift 
  curve slope, m, relates the sensitivity of the 
  airplane to changes in angle of attack. An 
  aircraft with a straight, high aspect ratio 
  wing would have a high lift curve slope and 
  would be quite sensitive to gusts. On the 
  other hand, the low aspect ratio, swept wing 
  airplane has a low lift curve slope and is com- 
  paratively 
  less sensitive to turbulence. The 
  loading, W/S, is at 
  apparent effect of wing 
  times misleading and is best understood by 
  considering a particular airplane encountering 
  a fixed gust condition at various gross weights. 
  If the airplane encounters the gust at lower 
  the accelerations 
  than ordinary gross weight,  The equation for gust load increment pro- 
  vides a basis for appreciating many of the 
  variables of flight. The gust load increment 
  the equivalent sharp 
  varies directly with 
  edged gust velocity, KU, since this 
  factor 
  effects the change in angle of attack.’ The 
  highest reasonable gust velocity that may be 
  anticipated is an actual vertical velocity, U, 
  of 50 ft. per sec. This value is tempered by 
  the fact that the airplane does not effectively 
  encounter the full effect because of the response 