Well, I am really looking forward to be able to test this first implementation of the new datarefs for a prop aircraft. Kudos to Dan Klaue for having had the guts to start trying it :-)

 

 

The 172 in X plane has a stronger prop wash and once in the air it is better. 

 

 

 

iron, what do you mean? Did you manage to apply Dan's lua script to the default C172?

iron, what do you mean? Did you manage to apply Dan's lua script to the default C172?

 

Jcomm,

 

 I have no knowledge of this script. If you can provide me a link to this script.

 

What I meant is the prop wash during rolling on the runway. It will starting yawing too much to the left. But I always go full throttle rather than throttle it up slowly maybe that could also be causing that. But than she gets stable in the air.

iron,

 

in this message on this thread, above: http://forum.avsim.net/topic/424049-the-c172-probably-the-best-default-prop-in-x-plane-10/?p=3116367

 

I followed that link into the ORG forum, and already posted there a question for Dan, about the possibility of using that script with other prop aircraft.

Thanks jcomm i will have  a look;

@aviator1213

 

When does the stall warning go off in the A2A ?  I mean the how much positive pitch ? 10 deg 15 deg.

Stall warnings have nothing to do with pitch. It is a function of Angle of Attack. You can be diving straight down at the ground and stall if you pull on the yoke enough to exceed the critical AoA.

 

I am guessing that a 172 will typically start going off at around 14-15 degrees of AoA. Angle of Attack is the angle at which the oncoming air meets the chord line of the wing.

Stall warnings have nothing to do with pitch. It is a function of Angle of Attack. You can be diving straight down at the ground and stall if you pull on the yoke enough to exceed the critical AoA.

 

I am guessing that a 172 will typically start going off at around 14-15 degrees of AoA. Angle of Attack is the angle at which the oncoming air meets the chord line of the wing.

 

Oracle,

 

I actually meant AOA  As it has degrees . So If I pitch up 10-15 degrees that horn go ON. 

 

Looks like it is similar in the XPX 172. 

No the amount you pitch up has nothing to do with AOA. If you pitch up to say 10 degrees and hold it there and then pull back throttle to idle while holding pitch at 10 degrees you will eventually stall. Pitching up is one of many ways to increase AOA.

No the amount you pitch up has nothing to do with AOA. If you pitch up to say 10 degrees and hold it there and then pull back throttle to idle while holding pitch at 10 degrees you will eventually stall. Pitching up is one of many ways to increase AOA.

 

Wah, of course the amount of pitch should matter , reason the LIFT. wouldn't the airflow get disturbed resulting in a STALL. 

A question, for brainstorming....

 

Can pitch be positive and AoA negative?

 

And what about pitch be negative, while AoA is positive?

 

What do you think :-) ?  What a bi@ch, that pitch....

A question, for brainstorming....

 

Can pitch be positive and AoA negative?

 

And what about pitch be negative, while AoA is positive?

 

What do you think :-) ?  What a bi@ch, that pitch....

 

 

Shouldn't that be Nose up rather than pitch up ?  

http://www.av8n.com/how/htm/aoa.html#sec-leadville

 

They usually walk together, but, for instance, during a stall, you can have a pronounced negative pitch and a high AoA, like on an accelerated stall or a spin, and when flying, for instance at slow flight, with a pitched up attitude, a nearby storm front can throw you a terrible downburst, creating negative AoA...

 

The complete relation, also from "See How it Flies":

 

This figure  and the equation above it, explain it all, but situations like both I described above are also encompassed by it!

Thanks jcomm. good knowledge. 

Definitely want to understand that very clearly. It can save your life!

@aviator1213

 

When does the stall warning go off in the A2A ?  I mean the how much positive pitch ? 10 deg 15 deg.

 

Stall warning starts just above 40 knots (indicated airspeed) in a landing configuration (30 degrees of flaps).  Typically around 45 knots, depending on how the stall horn was installed.  In one of the C172s I fly it starts at 50 knots.  We use airspeed because pitch cannot measure the critical angle of attack.

 

The critical angle of attack is 14 degrees.  That means 14 degrees from the direction of airflow, which is NOT the same as 14 degrees from horizon.  Note also the wings are designed to stall at different times; tip of the wing stalls later because when base of the wing is at 14 degrees angle of attack, the tip is still at around 11 degrees.