Which of the following statements is true about an airplane wing during flight?
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To answer this question there are two principles of physics involved and to really understand it is a little difficult.\nThe shape of the wing determine the lift on the wing. The birds know it very well they know how to fly.\nBy making the top of the wing a curves and the bottom a straight line,we obtain two different traveling distances for the air fluid to flow.The angle which the fluid flows is called the angle of attack and in order to fly the airpla must have the proper andgle of attack least it stalls.\n\nBernoulli's principle says that if the velocity of the moving fluid is increased the pressure is decreased.\n\nThe velocity of air over the top of the wing is greater than the air flowing under the wing.Because the air travels a longer distance for the same time as the air floweing below the wing.Hence the pressure is less on top of the wing.\n\nBy Newton third law the bottom of the wing gets the greater lifting power.\nTherefore the statement in the first line of you question is correct.\nSo the plane mimics the flight of a bird.
462882
an airplanes wings are shaped specially to create an upward force on them called "lift.'\n\nessentially, it forces air to flow over top of them, which creates negative pressure on the top side of the wings, causing the plane to "float" on top of the air, but only when going faster than certain speeds.\n\nA boat floats because it displaces more water than its own weight, causing it to be less dense then the water, and making it float on top.
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No. (i guess)\n\nconsider a line - defined something like : extends indefinitely in both directions.\n\nnow consider to take away a section from it. It gets converted to 2 rays.  \n\nso logically a plane is also destroyed even if...
400216
It depends on windspeed and direction, and the planes direction in relavence to that speed and direction. It depends on the speed of the plane. It depends on the density of the object, because of wind resistance. EX. feather would be close, lead ball would be further. Your question is like me saying, "I am in a car, how long will it take me to get to McDonalds?" Not enough info
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An aircraft flies due to aerodynamic reactions that happen when there is relative motion between air and a wing.\n\nIf a cross-section of a typical aircraft wing is viewed, the top of the wing can be seen to be curved downwards, while the bottom of the wing is less curved or straight, but angled to the airflow. This shape, called an airfoil or aerofoil, creates lift when it travels through the air. However, this optimisation is not applicable for aerobatic aircraft, which need to fly inverted, or for supersonic aircraft.\n\nLift is created as an airstream passes by something which deflects it. The force created by this deflection of the air creates an equal and opposite force on the wing according to Newton's third law of motion. The deflection of airflow downward during the creation of lift is known as downwash.\n\nNearly any shape will produce lift if curved or tilted with respect to the air flow direction. However, most shapes will be very inefficient and create too much drag. One of the primary goals of wing design is to devise a shape that produces the most lift while producing the least lift-induced drag.\n\nA false explanation for lift has been put forward in mainstream books, and even in scientific exhibitions. Known as the equal transit-time fallacy, it states that the parcels of air which are divided by an airfoil must rejoin again; because of the greater curvature (and hence longer path) of the upper surface of an aerofoil, the air going over the top must go faster in order to "catch up" with the air flowing around the bottom. Therefore, because of its higher speed the pressure of the air above the airfoil must be lower. Despite the fact that this "explanation" is probably the most common of all, it is false in that there is no requirement that divided parcels of air rejoin again, and in fact they do not do so.\n\nNevertherless, the deflection of the air does cause changes in the pressure above and below the wing; generally a higher pressure area forms below and a lower pressure forms above; these changes in pressure are necessary for the deflection to occur, and it is these pressure differences over the area of the wing that provides the force that holds the aircraft in the air.
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Technically, depending upon the type of airplane and speed of the head wind, a plane can "hover".  As long as air moves over the surface of the wing fast enough to create enough lift to make the airplane fly, it will fly--it just may not have very much forward speed.\nWhy does an airplane fly?  The Bernoulli principle.  Air flowing around the wing does so at two different speeds due to the shape of the airfoil.  It flows around and over the top more quickly than along the flat bottom of the wing.  This creates higher pressure on the bottom pushing up.  As long as there is enough push to overcome gravity (or weight), the plane will fly. You might ask, then without moving forward and in no wind, how does a helicopter fly?  Well, its airfoils are always moving through the air as long as it is running--the rotors are its wings.
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A combination of two factors. Very basic answer here:\n\n\nNewtons' third law: for every action thee is an equal and opposite reaction. (air hitting the bottom of a wing forces the wing upward)\n\nBernoulli’s Principal: As the velocity of air increases, its pressure decreases. Wings are shaped as that the air travels faster over the wing creating a low pressure area. This area of low pressure over the wing 'sucks' the wing upward.
830483
1) Billy Boy's answer is exactly not the right answer. It is a common misconception that lift is generated due to the rounded "airfoil" shape, forcing fluid to travel faster on top, and thus generating a pressure gradient through incompressible Bernoulli's equation. That is INCORRECT. A flat board can generate lift if you tilt it and swing it through the air.\n\n2) I don't think you really want a mathematical explanation. Because the mathematical explanation involves complex partial differential equations, or, if you prefer, integral equations. These are known as the Navier-Stokes equations, and they govern 3D fluid flow. A fully mathematical answer would be: the wings generate lift because the solution to the Navier-Stokes equations around the wings shows an upward momentum deficit in the flow, thus generating lift on the wings.\n\n3) But really, it's quite simple. When the plane is flying, the wing is pushing air down. Not straight down, but slightly down, and by Newton's 3rd law, the wing is pushed up. (Who's doing the work? The engines are pushing the plane forward, which forces the wings to push air down.)\n\nIn fact, if you actually follow the link Billy Boy gave, NASA would tell you the same - in different and probably more confusing terms.
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The shape of a roof approximates the shape of an airplane wing. Air flowing rapidly over the roof generates lift, lifting the roof off the building.
930040
Air travelling above the wing is at a higher velocity than that travelling below the wing. High v = low pressure (Bernoulli's eqn) therefore the higher pressure under the wing generates a resultant force towards the lower pressure and pushes the wing upward, creating lift.
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ok well what do you want to know?\n\ndesigners use physics when they design airplanes.\nphysics allows us to determine how much lift a wing will produce and thus how much weight a plane will be able to carry.\nIt determines which materials and how strong they have to be to hold the plane together. \n\nphysics can also describe how the control surfaces (flaps and rudder) affect the plane and how big they have to be to control the plane safely.\n\nand that is just a start. physics is used in all aspects of designing and flying a plane.
1121594
Unlike fixed-wing aircraft, the helicopter's main airfoil is the rotating blade assembly (rotor) mounted atop its fuselage on a hinged shaft (mast) connected with the vehicle's engine and flight controls. In comparison to airplanes, the tail of a helicopter is somewhat elongated and the rudder smaller; the tail is fitted with a small antitorque rotor (tail rotor). The landing gear sometimes consists of a pair of skids rather than wheel assemblies.\nhe fact that the helicopter obtains its lifting power by means of a rotating airfoil (the rotor) greatly complicates the factors affecting its flight, for not only does the rotor turn but it also moves up and down in a flapping motion and is affected by the horizontal or vertical movement of the helicopter itself. Unlike the usual aircraft airfoils, helicopter rotor airfoils are usually symmetrical. The chord line of a rotor, like the chord line of a wing, is an imaginary line drawn from the leading edge to the trailing edge of the airfoil.\n\nThe relative wind is the direction of the wind in relation to the airfoil. In an airplane, the flight path of the wing is fixed in relation to its forward flight; in a helicopter, the flight path of the rotor advances forward (to the helicopter's nose) and then rearward (to the helicopter's tail) in the process of its circular movement. Relative wind is always considered to be in parallel and opposite direction to the flight path. In considering helicopter flight, the relative wind can be affected by the rotation of the blades, the horizontal movement of the helicopter, the flapping of the rotor blades, and wind speed and direction. In flight, the relative wind is a combination of the rotation of the rotor blade and the movement of the helicopter.\n\nLike a propeller, the rotor has a pitch angle, which is the angle between the horizontal plane of rotation of the rotor disc and the chord line of the airfoil. The pilot uses the collective and cyclic pitch control (see below) to vary this pitch angle. In a fixed-wing aircraft, the angle of attack (the angle of the wing in relation to the relative wind) is important in determining lift. The same is true in a helicopter, where the angle of attack is the angle at which the relative wind meets the chord line of the rotor blade.\n\nAngle of attack and pitch angle are two distinct conditions. Varying the pitch angle of a rotor blade changes its angle of attack and hence its lift. A higher pitch angle (up to the point of stall) will increase lift; a lower pitch angle will decrease it. Individual blades of a rotor have their pitch angles adjusted individually.\n\nRotor speed also controls lift—the higher the revolutions per minute (rpm), the higher the lift. However, the pilot will generally attempt to maintain a constant rotor rpm and will change the lift force by varying the angle of attack.\n\nAs with fixed-wing aircraft, air density (the result of air temperature, humidity, and pressure) affects helicopter performance. The higher the density, the more lift will be generated; the lower the density, the less lift will be generated. Just as in fixed-wing aircraft, a change in lift also results in a change in drag. When lift is increased by enlarging the angle of pitch and thus the angle of attack, drag will increase and slow down the rotor rpm. Additional power will then be required to sustain a desired rpm. Thus, while a helicopter is affected like a conventional aircraft by the forces of lift, thrust, weight, and drag, its mode of flight induces additional effects.\n\nIn a helicopter, the total lift and thrust forces generated by the rotor are exerted perpendicular to its plane of rotation. When a helicopter hovers in a windless condition, the plane of rotation of the rotor (the tip-path plane) is parallel to the ground, and the sum of the weight and drag forces are exactly balanced by the sum of the thrust and lift forces. In vertical flight, the components of weight and drag are co
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The curve on the top of the wing increases the distance that the air has to travel to reach the back of the wing.  Since the air molecules on top and the ones on the bottom reach the end of the wing at the same time, the equation of V=d/t shows that velocity increases.
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If you are referring to the Airplane's computer system, it controls most aspects of flight in commercial airlines, including navigation.\n\nIf you are referring to people using laptops and notebooks on an airplane, many people need to keep conducting their business while in-flight, some want to watch their own movies, some play video games to pass the time.  Which were you looking for?
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A plane is defined as having at least 3 points. \n4 points mean there is an extra location to rest on causing possibility of inbalance.
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The different control surfaces on the wings and tail can control both the angle of the plane and the amount of lift that the wings provide, while varying the engine power can control speed. For example, before landing, a plane is going much slower than crusing speed, but the flaps on the wings are extended, creating a little more drag, but increasing the lift.
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Forces Acting on An Airplane\nThere are four forces acting on the airplane all the time during airplane is flying.The four forces are\n(1) Lift, (2) Gravity force or Weight, (3) Thrust, and (4) Drag.\nLift and Drag are considered aerodynamics forces because they exist due to the movement of the Airplane through the Air.\nWeight: The weight acts vertically downward from the center of gravity (CG) of the airplane.\nThrust: is defined as the forward direction pushing or pulling force developed by aircraft engine . This includes reciprocating engines , turbojet engines, turboprop engines.