lift coefficient

Together, these things make a lift coefficient of 3.0.

However, these same characteristics make a wing have a very low lift coefficient, and poor performance at slow speeds.

It remains around the quarter-chord point for all angles of attack and lift coefficients.

Note that in the graph here, there is still a small but positive lift coefficient with angles of attack less than zero.

Each profile represents an appropriate value of Cz (lift coefficient).

While climbing, the flaps were extended, producing a high lift coefficient of 2.2.

Kites with good lift coefficients have a broader envelope, and are often more difficult to control into a landing.

This means that the Cz or aerodynamic lift coefficient is equal to 0.9.

This allows one to produce common curves such as lift coefficient versus angle of attack (shown).

The lift coefficient would then range between 0.08 and 0.4, with the aircraft experiencing up to 30% weight reduction as the fuel is consumed.

Increasing the incidence or the maximum lift coefficient by good choice of the Reynolds number is very interesting but secondary.

Camber is usually designed into an aerofoil to increase the maximum lift coefficient.

The lift coefficient depends on Reynolds number as shown in the tables and polar diagrams.

A fixed leading edge slot can increase the maximum lift coefficient of an airfoil section by 40%.

Where ρ is the density of air and C is the lift coefficient.

Stall is a reduction in the lift coefficient generated by a wing as angle of attack increases.

It is also useful to show the relationship between section lift coefficient and drag coefficient.

It is also possible to get the dependency of the drag coefficient respect to the lift coefficient.

One digit describing the design lift coefficient in tenths.

For most airfoils, lift slope decreases at high lift coefficients.

If the angle of attack and velocity remain constant, an increase in the lift coefficient will result, which accounts for the "floating" effect.

The lift coefficient of a fixed-wing aircraft is directly related to the angle of attack.

Finally, constant is determined to give the desired lift coefficient; for camber-line 230 again, is used.

The lift coefficient is a dimensionless number.

The relationship between the lift coefficient and angle of attack is complex and can only be determined by experimentation or complicated analysis.