eeTne er Ta a eg * wo wm oe oo PF Ft HF - ee : o wo me we eM Mea Mt te we te Te Melt be MLR Mahy were redrawn to favor the lower value, the resulting curve would neither follow the trend established by the otner two curves nor represent what wo ao % » : \ . BEXDING MOMENT (10°LN.-LB) MALIMUM POSITIVE INCREMENTAL WING wn ~, 0 200 mee, 7a KING 400 so 800 WING SEMI-SPAN (IN.) Fiz, 6.1L Peak Positive ‘iing Bending Moments Measure in Mike, King, and Snot 9 Flotted versus Wing Station (Expressed as Distance in Inches from Aircraft Center Line) would lozically te expected. In view of tne above, the data from the stition 390 installation on the rignt wine is regarded as the correct measurement for Shot 9. Tne curve for Shot 9 rises somewhat more sharply at the inboard stations than wnat misht be expected from the shape of the Mike curve. It should be remembered, however, that in Shot 9 the aircraft was exposed to a bome of considerably lower yield at 4 position where the anrle of blast inciaence was closer to the normal. In addition, the weight confiruration was such that more weluht was consentrated in or near the fuselaye for Snot 9, This was accomplished vy loading 25,000 1b of bombs in the forward bomb bay and carrying the majority of the fuel in the inboard tanks. «a theoretical evaluation of the effect of the above difference should explain the apparent deviation. The peak vending moments measured were, in peneral, auite low with the highest somewhere in the neighborhood of 10 per cent of limit load. The low values did not materially effect the instrumentation accuracy. The over-all sensitivity was sufficient to provide adeauate galvanometer deflection, and the resultant duta are icliuved Lo possess the accuracy pererally attrisuted to the meaturement of atreraft otructural loads in flight. -