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who views the military the publicly presented knuckle dragging neanderthal We’re talking different things. What are the standards?
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Since that is certainly not the case, we must be talking about different things
T
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certification standards for .mil acft
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The certification standards for military aircraft is something i know nothing about. I thought we were talking about large jet transports in relation to the use of the rudder below Maneuvering speed.
particularity your phrase:
"The definition of maneuvering when used to certify for FAA use means that no structural failure will occur with full deflection back and forth on the rudder."
the certification standards for transport category's aircraft
per 14 CFR part 35 subpart C in reference to 25.351 say pretaining to " Yaw maneuver conditions."
The airplane must be designed for loads resulting from the yaw maneuver conditions specified in paragraphs (a) through (d) of this section at speeds from VMC to VD. Unbalanced aerodynamic moments about the center of gravity must be reacted in a rational or conservative manner considering the airplane inertia forces. In computing the tail loads the yawing velocity may be assumed to be zero.
(a) With the airplane in unaccelerated flight at zero yaw, it is assumed that the cockpit rudder control is suddenly displaced to achieve the resulting rudder deflection, as limited by:
(1) The control system on control surface stops; or
(2) A limit pilot force of 300 pounds from VMC to VA and 200 pounds from VC/MC to VD/MD, with a linear variation between VA and VC/MC.
(b) With the cockpit rudder control deflected so as always to maintain the maximum rudder deflection available within the limitations specified in paragraph (a) of this section, it is assumed that the airplane yaws to the overswing sideslip angle.
(c) With the airplane yawed to the static equilibrium sideslip angle, it is assumed that the cockpit rudder control is held so as to achieve the maximum rudder deflection available within the limitations specified in paragraph (a) of this section.
(d) With the airplane yawed to the static equilibrium sideslip angle of paragraph (c) of this section, it is assumed that the cockpit rudder control is suddenly returned to neutral.
[Amdt. 25–91, 62 FR 40704, July 29, 1997]
In other words.. what is required concerning yaw at Va is only full deflection in ONE way from "unaccelerated flight at zero yaw" and then stabilized in that condition. Also from a stabilized side slip with full deflection the control input is released.. no "back and forth" or "you can slam the controls around any way you like"
For more information the NTSB has a site dedicated to flight 587 with plenty of info.
as to how this Reg applys to ripping off the vertical stabilizer below Va? you can refer to page 2 of there reccomendations:
http://www.ntsb.gov/Recs/letters/2002/A02_01_02.pdf
I may not have any advanced degrees in various “hard” disciplines” but ill informed i am not.
-Nick