John Farley,
Thanks for responding to my request.
You're welcome
You clearly are familiar with a lot of aspects of aircraft design and performance but I feel have got some of the basic building blocks a bit jumbled up in your head.
Understood
I will PM you with some of the basics of lift and drag which I think might help you straighten out some of your concepts.
Yup, I got your message.
The stall speed which will be 1.414 times what it was before (this will up your takeoff and landing speeds and distances)
I assume that has to do with exponent in the the L = (CL)½(ρ)(S)(V^2) formula (1.414 and on is the square root of 2)?
The aircraft will have much more inertia (this will make the aircraft appear ‘sluggish’ in response to you trying to change its flight path
Yeah, more mass always equals more inertia
The manoeuvre boundary is a measure of how much g you can momentarily pull at a particular speed (this will reduce as wing loading goes up)
The maximum instantaneous g-load you could pull without getting an accelerated stall?
The thrust boundary is a measure of how much g you can sustain without loss of airspeed and is primarily affected by the thrust available. It will suffer as you put up the wing loading but likely less than the manoeuvre boundary.
Makes sense: There are planes that have good instantaneous agility and poor sustained agility.
cwatters,
Reynolds number. Big fast wings are more efficient than small slow ones.
I never knew low Reynolds numbers had any drawbacks -- I just thought they hurt you when you scaled a wing up without sharpening the leading-edge.
Willit Run,
No wonder I can't fly an ILS; too much metriculation manoeuvreing conversion calculations !
I've usually found the metric conversions fairly easy. You just have to memorize all the conversion tables. Maybe that's easier said than done, but I have most of that memorized since 7th grade.