New answers tagged

-1

If you have an aircraft with 20 tons of cargo, and the total weight of the aircraft, including cargo, is 60 tons, then clearly the wings are capable of producing 60 tons of lift. If you fly the same plane without cargo, then that's not going to affect the amount of lift the wings can produce. So clearly there are situations where the wings can produce more ...


2

A kite is a simple aircraft, generating lift. The vertical component of the pull you feel on the string is any resultant lift greater than the weight of the aircraft, the horizontal component being the drag. In a non-tethered aircraft, excess lift causes the aircraft to "rise", or more precisely, causes the flight path to curve upwards.


-1

Lift is greater than thrust because for a plane able to fly it can be demonstrated experimentally (in a wind tunnel) that Lift_constant > Drag_constant. The formulas for lift and drag are: 1) Lift = Weight = Lift_constant x Density x Reference_surface x V^2 2) Drag = Thrust = Drag_constant x Density x Reference_surface x V^2 From 1 and 2 it follows that: ...


0

The lift a wing CAN generate is a design feature of the wing. The lift a wing does generate is a feature of the weight and the flight path of the aircraft.


4

It's the component of the aerodynamic force perpendicular to the direction of the air flow, the aerodynamic force being the reaction of the wing to the relative wind.


46

Yes, otherwise airplanes would be unable to go upwards into the sky.


18

Furthermore to @Zeiss' answer, whenever an aircraft is steady-state banked, the lift will be greater than its weight. However, its speed will be constant; instead, the acceleration is centripetal and results in a circular turn. Edit, clarification on pull up maneuver: When an aircraft is pitched up via pitch control, and after the short-period mode settles ...


42

Yes, a wing can (given sufficient forward speed and angle of attack) generate lift greater than the weight of the aircraft. As with any "unbalanced" force, this will result in an acceleration of the airplane in the direction of the lift, according to Newton's Second law. $$\mathbf F=m~\mathbf a$$ Please note, the entities in bold face are vector quantities....


1

I interpreted the values as follows: The angle of attack at which the specified propeller airfoil generates zero lift The change in lift coefficient per change in $\alpha$ in radians The same as 2, except that it is this value around the stall angle (it is mostly a safety factor for numerical calculations I think, small but non-zero) Maximum $C_l$, which is ...


3

The suction peak is the point of lowest pressure on an airfoil, in other words the highest point on a typical pressure or Cp graph of an airfoil. On an airfoil it's typically located just after the leading edge on the upper surface, take a look at this image for instance. In that image you can also see that as you increase the angle of attack of the ...


0

the lift is a force perpendicular on the cord of the wing, because is the result of pressure difference developed on the wing. since the wing is angled at a very shallow angle of attack, the lift is not vertical but slightly inclined backwards. the two components of the lift vector are: the vertical and the horizontal. The horizontal component is called ...


0

The lift is a force perpendicular on the cord of the wing. As a vector it points up and backwards, towards 11 o’clock. The horizontal component points towards 9 o‘clock and is called drag. The drag is cancelled by the thrust, a force pointing towards 3 o’clock. The vertical component of lift points towards 12 o’clock and cancels the weight (pointing at 6 o’...


3

This is quite a flabbergasting question... As you're standing on the floor of your home, Lift equals Weight. The lift is supplied by the floorboards to your feet. That's static lift. If you tilt up a floorboard and pull a toy car across it, it will be lifted upwards and even fly up after the floorboard ends. That's dynamic lift. Note that the required ...


4

In straight and level flight at an airspeed V, the weight W is balanced by the lift L, and the aerodynamic drag D is balanced by the thrust T. D is much smaller than L. In a passenger liner, D may be 1/12 ... 1/20 of the weight, or so...


1

The accompanying text clearly describes an application of the Bernoulli effect. However the resultant backwards airflow shown in the drawing is given no explanation, other than that implied by the fact that the device is drawn forwards. So there is no evidence of the Coanda effect, in which the airstream clings to the device skin, being understood. Would it ...


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