The data logging is quite basic. Each airspeed reference will give me a value. The value will be arbitrary unless I can associate it with a value. If we assume the outer sensor is in clean air, then we can assume it is representative of actual air speed.
I may run a sensor even further out to confirm speed is outside of disturbed air.
As far as calibration, one of the data markers is GPS. The GPS speed will correspond to the outer most value giving a point of reference.
What I expect is a guess. What I expect is the thought of a boundary layer is convoluted and not an accurate representation. A wing for instance, has a boundary layer where the air never separates under normal conditions.
I have little doubt the air is corrupt at the A-pillar which prevent a text book boundary layer. What we have is a bit misunderstood unless we put it in a wind tunnel. I believe the air is turbulent which could still be a turbulent low pressure at the inlet behind the door where the air inlet is.
That does not explicitly mean there is more or less air in the inlet, only un determined.
Having said that, I don't believe a piece of string can give you relevant information. I don't think a pressure reading can be overall meaningful.
What I think is meaningful is forward airspeed which is * * * Pressure with direction * * *.
What I hope is 2 fold. One is a baseline for what the airspeed is
1. out of disturbed air,
2. at the duct.
Having a large discrepancy, I have ideas on how to bring the air back in. Without having a way of measuring it, make any changes impossible to quantify.
Beyond that, I don't have a crystal ball.
quote:Originally posted by JFB #05177:
besides the 5 dP sensors, will you include another type of speed reference our just use the outermost as your referance?
will the 5 dp sensors values be scaled before storage.
do have any pre ideal what the boundary thickness should be? The equations assuming a flat plate starting at the A post are not that hard (but I no longer comprehend to solve)