Forget the trailing bomb instl; trust me, you do NOT want to get involved with those. Get a "kiel" pitot - it is a small device with a ringed shroud around the pitot probe inlet face. It provides 100% recovery over lage flow angles, but is not ice protected, but that is something you can handle...
From my understanding there can be no "reduction" in the "approved" operational flight envelope for "revenue service" operations. The "approved" operational envelope is defined in the Aproved AFM, its apendices appropriate for that S/N'd airplane and the operators approved MEL.
For a...
Military transports often have very different, more severe fatique spectrums due to more frequent maneuvering (yanking and banking) than civil transports; often have design requirements for more maneuvering capability with system failures; and often have "survivablity" requirements (ie...
You need to create a "force balance" - the old F=ma - analysis. Almost all aero performance and S&C text books start with this. There are probably several sources on the net where you can get some reasonable drag force and lift force values for your aerofoils and (importantly) the drag force of...
To clarify a few things: the quoted maximum Takeoff Weight ("MTOW") and Maximum Landing Weight ("MLW") are structural design values - ie; the airplane meets all the type certification ("TC") (eg;FAR/JAR) structural design criteria/requirements. On any given takeoff or landing the MTOW and/or MLW...
Airborne sensors have improved dramatically in that last two decades. There are several, small, highly accurate 3-axis accelerometer modules available. I'd think that measuring "G's" at several places would be a good methodology to "infer" stresses. G's would also be a good measurment to use to...
If you are looking for "the" FAA Tech Center method I can't help - but there are good texts/papers available thru the internet (many by NASA) which describe the physics/geometry in great detail.
Why not set up the airplane ducts in a lab in the physical layout they exist in the airplane with your measuring sensors; attach some "long straight" tubes with sensors to provide "truth" data and just obtain a calibration of the "as installed" ducting/sensor config. Since this is likely a...
This vehicle was certified to US FAR Part 29. The FAA website can get you to the Type Certificate Data Sheet and to the Part 29 (ie; Amendment level) in effect at the time of certification. The individual P29 requirments can be thought of as defining a "minimum level of capability", but which...
The answer is complicated. It varies with the "type certification basis" which the manufacturers work to. The operators have to honor the requirements in (the US) FAR part 121. Older airplanes had to demonstrate a "landing distance", on a dry smooth runway, with brakes only (no reverse), as part...
Wrongbrother;
Experience says sooner or later in the vehicle's operational life there will be changes/additions that will shift the CG. So plan on a "CG range" within which you can meet basic stability criteria.
Just a clarification on Cessna1's comments. The "VGs" seen on commercial jets are intended to impart higher energy air over the upper wing surface at the higher angles of attack (AOA) near/at stall. This is to either attain a slightly slower stall sped, or create acceptable handling qualities at...
