X-plane 9 manual pdf download

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Cessna POH A2a Cessna Manual - petsclever. Use thick, high-cambered airfoils in the foreplanes of canards, or other applications where you want a large amount of lift from a small wing area. These foils are known for providing a large amount of drag as the penalty for providing a large amount of lift.

The control to modify first is the coefficient of lift intercept control, found in the upper left, as highlighted in Figure 6. To increase this number, you can click right above the digits that you want to increase, and below the ones that you want to decrease. For example, if the lift intercept on the screen is 0.

Use either of these two ways to change all of the data for the entire design and simulation system. The coefficient of lift intercept is the coefficient of lift at an angle of attack of 0 degrees. For a symmetrical airfoil, this will always be zero, since, in such an airfoil, the air is doing exactly the same thing on the top and bottom of the wing at zero degrees angle of attack. Symmetrical airfoils are sometimes used for horizontal stabilizers, and are almost always used for vertical stabilizers.

Sleek, skinny wings with low camber might have a lift intercept of 0. Fat, highly cambered foils have a value around 0. A typical airfoil like the NACA commonly used in general aviation has a value of about 0.

This is the increase in coefficient of lift per degree increase in angle of attack. A thin airfoil has a value of about 0. A really fat airfoil has a value of about 0. Fatter airfoils have slightly lower lift slopes. You will find, however, that lift slopes are almost always very close to 0. The coefficient of lift slope is modified using the slope control, seen in Figure 6. As the angle of attack gets close to stall, the lift slope is no longer linear.

Instead, it gradually levels off as it approaches the maximum, or stalling, coefficient of lift. This value is modified by the first power control, seen in Figure 6. Just play with this control until you find a power curve that connects the linear and stalling regions smoothly.

Chances are a power of around 1. Just play with it until the lift comes up smoothly, then gradually levels off to the stall, since that is what happens with a real airfoil. This is the maximum coefficient of lift, or the coefficient of lift right before the stall. A very thin, symmetrical airfoil has a value of around 1. A thick, highly cambered airfoil has a value of around 1.

A typical general aviation foil might have a value of around 1. This value is modified using the maximum control, seen in Figure 6. This is the drop in lift that immediately follows the stall. For thin airfoils, which tend to stall sharply, this value might be 0.

For many airfoils, however, there is no immediate drop, but instead a more gradual one as the angle of attack is further increased. In most cases, this number will be zero or very close to zero. This is modified using the drop control, seen in Figure 6.

Different airfoils have different lift slopes after the stall. For skinny airfoils that stall sharply, the power should be fairly low, perhaps around 1. For fat airfoils which usually have more gentle stalling characteristics this number may be closer to 2. Just play with the second power control until the graph looks like the data you are trying to model from the airfoil chart in whatever book you are getting your airfoil data from.

This number, modified using the second drop control seen in Figure 6 , might be in the 0. The NACA has a value of about 0. The coefficient of lift goes from around 1. The coefficient of drag minimum, labeled cd-min in Figure 7 , is the minimum coefficient of drag of the airfoil. A thick or highly cambered airfoil has a value of about 0.

A typical older general-aviation airfoil such as the NACA has a value of about 0. Laminar flow airfoils can approach values of 0. Enter the coefficient of lift at which the minimum drag occurs in the min-d cl control, seen in Figure 7.

This value is probably very close to the coefficient of lift at zero degrees angle of attack, called the lift intercept—the very first number we entered. If anything, the minimum coefficient of drag occurs at a coefficient of lift a little lower than the lift intercept coefficient of lift.

This is because an airfoil usually has the least drag at an angle of attack of about zero degrees or just a hair lower. For a thin, symmetrical airfoil, this value might be around 0. The NACA comes in with a surprisingly good 0. A really highly cambered airfoil might be around 0. This value is set by the first power control in the drag section, seen in Figure 7. The power curve is simply the curvature of the drag curve as it changes with angle of attack.

You will have to fiddle with the curvature until the curve looks like the experimental data, but theoretically this number will be around 2.

The drag bucket location is usually thought of in terms of the coefficient of lift. In other words, the center of the drag bucket occurs at some coefficient of lift of the airfoil.

This might happen at a coefficient of lift of around 0. The laminar drag bucket location is set using the cl location control, seen in Figure 7. Laminar Research X-Plane 9 - Cover. Laminar Research X-Plane 9 - Disc 1. Laminar Research X-Plane 9 - Disc 2. Laminar Research X-Plane 9 - Disc 3. Laminar Research X-Plane 9 - Disc 4. Laminar Research X-Plane 9 - Disc 5.

Laminar Research X-Plane 9 - Disc 6. EMBED for wordpress.