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This micromechanically based approach has also been used to analyze crack growth in plane strain cracked specimens under dynamic loading. Then the speed of crack growth is directly determined by the micromechanisms of ductile failure incorporated in the material model. For an idealized distribution of larger inclusions, a nearly constant crack speed is predicted, corresponding to a given material and impact velocity, and crack propagation occurs with an essentially constant crack tip opening angle. In analyses for a full edge-cracked specimen, various distributions of the larger inclusions in front of the initial crack tip have been accounted for, and it has been found that the crack tends to grow close to the initial crack plane, with a preference for a crack path following the shortest distance between neighboring inclusion centers. This leads to crack growth along a zigzag path or a curved path, as is often observed experimentally. Full three-dimensional analyses for the same type of specimen, still based on the failure criterion incorporated in the ductile porous material model, have shown the importance of 3-D effects such as crack tunneling and shear lip formation during crack growth.

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Berggreen et al. [25,26,27] studied the damage mechanisms of debonded sandwich panels subjected to non-uniform compressive and lateral pressure loading. They proposed a new numerical method for obtaining the mode-mixity at the crack tip. The mode mixity is very significant in the sandwich interface problems. Keeping this aspect in consideration, Berggreen developed a 3D residual strength model that has a full account of mode mixity. Bull and Hallstrom studied the behavior of curved sandwich beams that had a face/core debond subjected to a bending moment. A fundamental expression was developed by authors to have an easy assessment of an interface crack’s severity in a curved sandwich beam. The buckling response of a locally debonded facesheet layer from the core was investigated by Niu and Talreja considering a Euler beam on the Winkler foundation with debonds subjected to in-plane compressive loading. They presented the analytical expressions of the buckling load and mode shape. The authors also reported the influence of length and situation of debonds on the ultimate load-carrying ability. Lindstrom et al. carried out experimental research to observe the post damage behavior of sandwich panels that had symmetrically located edge debonds loaded with in-plane compression loads.

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Set {dataref} {value} Set dataref to value. Dataref must be subscribed first.

All things XP11 gets 100% right and has done for years. Therefore, not something for Laminar to think about for the future.

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When writing code which uses new features currently not implemented, always makesure to first try to use Qt cross-platform classes and libraries. When usingplatform dependent code, make sure to #ifdef the sections of code which willonly work on a specific platform. You can use standard Qt defines, or additionaldefines such as TERMIOS_AVAIALABLE to help with this.

X-Plane differentiates itself from other simulators by implementing an aerodynamic model called blade element theory. Traditionally, flight simulators emulate the real-world performance of an aircraft by using empirical data in predefined lookup tables to determine aerodynamic forces such as lift or drag, which vary with differing flight conditions. These simulators sufficiently simulate the flight characteristics of the aircraft, specifically those with known aerodynamic data, but are not useful in design work, and do not predict the performance of aircraft when the actual figures are not available.

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While there is still a demand for X-Plane v9 downloads, we are focusing more on the latest v11 and v10 (which can be found here). Many users still run X-Plane 9 and downloads will be added here as they come in. While designers of aircraft and scenery for v9 still exist, their focus is more on v10.

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Bottom line, Pete: You're lying. Don't go making threads publicly with false statements. You come in here saying you're "not bashing X-Aviation", but then your false claims are doing just that.

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When this dataref is first accessed, ExtPlane will create a spatial database of all registerednav aids by using the XPLM NavAid APIs (~400ms). This then allows for a performant (<2ms)dataref which can list nav aids on the fly.

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  • FlightGear's atmospherics are similarly nice, which indeed looks much better than X-Plane's sky colors
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I hope you can also see this from my customer side. One company, installers aren't working, another all but one worked and the issue was sorted out quickly with a new serial code. Bingo I'm up flying with their new versions.

Download of the ToLiSS319 is 488mb and it is installed in your Airliner Folder as a 1/30Gb folder. On start up you will have an activation screen presented to enter your Serial Number (Key), and then press the "Activate" bar to authorise the aircraft. I recommend to restart the aircraft from your desktop to realign all your plugins and load the aircraft cleanly.

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Thank you very much for the post. I've been looking long time for a working FF A350. But all over again I meet the same problem. Whenever I set up the MCDU with a flightplan, I cannot choose any departures, arrival or approaches. I've tried updating the AIRAC Cycle to 1910, which works with other A/Cs, I also get all waypints in the A350 but still no approaches (nor ILS/RNAV/VOR).

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You can use the two sets of switches together to get the instrument layout you require. The TERR ON ND select pop-out has also been refined to the X-Plane11 panel design and the detail made more sharper, and it looks great and you get far better terrain detail in the smaller and larger form.

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When you have an implementation of a DataSource, add it to ExtPlaneTransformerclass implementation. Then it should be available in the GUI.

What I found out in trying to upgrade the F1 GTN database is that Garmin requires you own a real GTN unit before you can even download an updated database. Both the unit serial number and N-number of the aircraft it's installed in are required information. In other words, even if you're ready and willing to spend the money on RW navdata, there's no way to obtain it without first owning a real GTN unit.

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Avgaskoolaid thanks, as I installed xp from scratch I do not have any add on as airports etc. Only the REP for the Cessna 172SP, the REP for the Baron B58 and the SAAB 340A.

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The ToLiss319 certainly falls into the secondary category. When released earlier back in January this year, it was stated that the aircraft was completed to a standard, but wasn't finished to full completed standard.

A fat plugin will be in extplane-plugin/extplane. It will containplatform specific plugins you have built.

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Array datarefs can be set the same way. You can give less values than the datarefholds or skip some values.

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With accuracy you can decide how much the dataref's value canchange before a update is sent. Set it to as large value as possibleto maximize frame rate and minimize network traffic. For data datarefs,the accuracy represents the update interval in milliseconds.

EXTPLANE-VERSION {version} Sent when connected. Feature version integer, which is incremented with each new bug fix or feature.

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Its interesting that you'ld knock msfs for VFR navigation. If anything THAT is what it excels at.

You should be able to log into the site where you purchased it and find your order. The serial number should be there.

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Choice of CFM and IAE engine, and wingtip fences or sharklets. Choices affect aircraft performance and FMGS predictions.

You say you're here not to bash, but you're opening line is just that. I feel I need to at least partially defend some things here.

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When you launch X-Plane (the digital version) with a digital download product key, it may prompt you on startup for your digital download product key if a DVD is not inserted. The digital download product key field may be pre-filled if you have entered your digital download product key before. Simply click “authorize” and X-Plane will proceed.

Airbus logic notes that you work from top to bottom in fixing or addressing the faults, so to access the lower alerts you then clear (CLR) the list top down via the CLR button on the lower ECAM control panel (arrowed above right). The system depth now is now matching the A320 Ultimate, or study grade in operation.

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When you buy a digital copy of X-Plane from Laminar Research or another company, you receive a 24-digit code (your digital download product key). The code consists of numbers and capital letters; the letters i and o and the numbers 0 and 1 are never used, to avoid confusion.

The only version of X-Plane that is available digitally is the latest non-beta version of X-Plane. If you do not want to update to the latest version, you need to make your own backup of X-Plane; re-installing the product will get the latest version.

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I contact x-Aviation and explain and have to flight with the them over a few weeks and about 10 emails every time before they will reset the activation. Basically treats you like a thief!

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Several concrete hydraulic structures, such as spillway piers, must be considered three-dimensional (3D) components subjected to 3D loads. A very convenient approach to perform stability analysis of concrete dams is the so-called gravity method, leading to the solution of a PMM problem (axial force P and biaxial bending moments Mx, My) assuming linear normal stress distribution. If cracking takes place, water penetrates into the cracks, inducing the development of full uplift pressures (UPs). Sliding safety factors (SSFs) are computed using shear force resultants Vx, Vy, and a Mohr-Coulomb failure criterion while ignoring torsion T (VVT). This paper presents a 3D extension of the gravity method for cracked planar concrete sections of arbitrary geometry subjected to arbitrary loads (PMM-VVT). To compute the shear stress distribution, a VVT sectional analysis algorithm has been developed based on the theory of elasticity (TE), including Saint-Venant and warping torsional components combined with triangular 2D finite elements (FEs). Afterward, the SSF on the failure plane is computed from the integration of normal stresses on the remaining uncracked area where the Mohr-Coulomb criterion (considering the shear stresses from the VVT solution) has not been locally exceeded. Two validation examples and a case study of an actual pier are presented to illustrate the accuracy and efficiency of the proposed approach compared with full 3D FE analyses.

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