Leading Edge STOL Modification
Leading Edge STOL Modification
(OP)
Due to our geographical location (Western Canada)we are primarily involved in FAR23 type GA aircraft, Beavers/Otters/Caravans, mostly on floats.
We are beginning to get involved in leading edge STOL modifications for these aircraft.
I have read various basic design guidelines for these modifications ranging from increasing wing profile chords by 3% at the L/E and rotating the L/E down from various points, ie front spar/chord intersection and also T/E/chord intersections.
Does anyone have any 1st design principle advice on this subject, obviously I am not asking for info on an optimised design, just something to get the ball rolling.
We are beginning to get involved in leading edge STOL modifications for these aircraft.
I have read various basic design guidelines for these modifications ranging from increasing wing profile chords by 3% at the L/E and rotating the L/E down from various points, ie front spar/chord intersection and also T/E/chord intersections.
Does anyone have any 1st design principle advice on this subject, obviously I am not asking for info on an optimised design, just something to get the ball rolling.





RE: Leading Edge STOL Modification
Have you done some STC's in the past? Do you have an established relationship with Transport Canada? In your region AND in Ottawa? The technical details are quite simple when stood beside the challenge of certifying it. You will essentially have to write, and demonstrate with extensive flight tests, a brand-new Flight Manual for the aircraft. You will need your own qualified pilot who can work with the TCCA pilots.
Are you thinking deployable LE-slats? Or something fixed - as simple as an extra sheet riveted onto existing rivet lines? A thorough analytical approach (read: CFD) to the design will smooth the path in some regards, and might reduce the flight testing time, too.
All sorts of things come to mind. We've been involved in a few serious design-change projects in the past, and there are some tricks that streamline the process. Developing a Limited STC for a specific aircraft reduces the paperwork in some regards, and gets the plane flying sooner so that you can go collect flight data. Then go for the STC.
Step 1 is always: does the benefit outweigh the cost?
Do like Bob and Doug Mackenzie when you work out the cost (double it and add thirty
STF
RE: Leading Edge STOL Modification
we are already a DAO and have extensive knowledge of certification procedures. The change product rule is always a problem with these sorts of programs, but if you can prove that applying the latest regs will NOT improve safety on the aircraft you can usually get away with not applying the CPR.
RE: Leading Edge STOL Modification