If principal of flight is that air travels faster over curved top of wing, how do stunt planes go upside down?
460474
HI MAWBY --\n\nI ANSWERED THIS YESTERDAY IN SOME DETAIL.\n\nPLEASE GO TO THE SITE AND QUESTION BELOW.\n\nITS IN THE AILERONS, TABS, AND ELEVATORS.
1086704
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.
552666
For a simple answer look up how a plane propeller works.
556604
In very simple terms, think of a windmill / wind turbine as the oposite of a fan... instead of the fan blades turning and blowing air, the air is blown on the blades which makes them turn instead.\n\nThe aerodynamics involved in this process is quite complicated, but it is the same principle as an aeroplane wing... \n\n1. The wind passes over both surfaces of the blade \n2. It passes more rapidly over the longer (upper) side of the airfoil, creating a lower- pressure area above the airfoil. \n3. The pressure differential between top and bottom surfaces results in a force, called aerodynamic lift and turns the blade.
1137769
plane starts gliding...trading potential energy of its height to kinetic energy forward to hopefully find a landing site.  this is why airplanes gain altitude as quickly as possible after take-off, so if there is an engine problem they have time to find a landing place.\n\nIf thrust is lost, gravity and lift become unbalanced with gravity winning because altitude must be lost to maintain airspeed.  drag wins over thrust since there isn't any thrust so altitude must be lost to compensate for drag-thrust imbalance.\n\nsource: i'm a pilot
1005852
Spinning flights were really designed to prevent flight deflection on tightly grouped darts. Instead of bouncing off the other dart the flight will rotate to allow another dart next to it.
257035
It's called an aileron. It's a flap on both wings. If the plane wants to turn left (technically, roll left), the left aileron goes up and the right aileron goes down.\n\nAlso, the rudder on the tail controls the yaw. It acts basically like a boat rudder.\n\nIn case you were wondering, roll is the rotation of the plane on an axis going through the cabin. Yaw is the actual turning of the plane. Both must be used to turn smoothly, otherwise you'll have spilt drinks everywhere.
516805
If you look at the shape of the wings you will notice that they are not 'flat'.  They have a unique shape to them.  The shape forces the air that flows below the wing to travel faster than the air above them, which pushes up on the underside of the wing, otherwise known as 'lift'.
588489
"Camber" is the curve of a top surface.  Roads have a camber so that water runs to the side.  Wings have a camber so that air travelling over the top surface has farther to go than air travelling across the bottom surface.  Since this makes the air above the airfoil at a lower pressure, it creates lift.
1077367
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.
333178
The prop simply pushes the air behind it depending on the size of the surface area, pitch of the blade and the speed of rotation.\n\nIt DOES NOT have anything to do with the Burnelli affect, which a misconception of how an airplane has lift. The speed of the air over the wing creates a downward force, this is not the reason an airplane can fly. If true an airplane would not be able to fly upside down.
66085
Earth is around, you know that. An aero plan has to fly around and it would be flying thousands of kilometers away from you.\n\n It would appear that the plane is flying so slowly. But if you see an aero plane that is flying on low altitude that would appear to be faster.\n\nSky is so wide, you can see larger area if you look further and further you can see more wide angle. \n\nIt is not same as if it is closer to you, the distance would be very small. If it is far distance is greater.
899952
If you throw a ball across the room, it will stop accelerating as it leaves your hand.\n\nThe whole ball (including anything inside it) will carry on travelling according to the force you applied, but its direction will be altered by gravity (which is still pulling it downwards).\n\nThe shape it's flight makes is called a 'parabola', and this same shape happens whenever gravity stops an object from travelling upwards (even a purely vertical thrust will lead to some sideways movement; this is called 'Coriolis effect'), and makes it travel downwards instead.\n\nBecause the outside of the object is always travelling in the same direction as the objects inside it, they don't press on each other (their relative 'G' is zero). Because 'weight' is actually just relative pressure, the objects will seem weightless.\n\nThe American and Soviet 'vomit comets' are large transport aeroplanes with strengthened wing roots and a padded interior.\n\nThe pilot will first initiate a steep dive, and pull up out of this as if he is going to 'loop the loop'. Pulling up from a dive like this will press the passengers against the floor, so they seem heavier than normal; typically 3-4 times their normal weight (3-4G).\n\nAs the plane comes up from the dive, this extra 'G' will decrease, until it reaches zero, and the passengers feel 'weightless'. \n\nAt that point, the aeroplane is travelling upwards under the momentum of its own weight, like a roller coaster. If the pilot kept the engines accelerating, they would drive the plane upwards and press against the passengers, but by cutting the engines, the plane is left to rise like a thrown ball. It travels in a parabolic curve, but the passengers don't (they tend to bounce around in zigzags, perform somersaults for the camera, lose their sense of direction and start puking)\n\nAbout 40 seconds of weightlessness can be simulated in this way, because that's how long it takes for the plane to stop rising, and return to its downward dive speed. If it was left to dive for too long, pulling out of the dive would rip the wings off.\n\n(if that happened, the passengers would experience weightlessness (or very nearly; air resistance would slow the plane, but not them) all the way to the ground, but they wouldn't be able to tell us about it afterwards)
972802
They fly because of Bernoulli's theroem, which states that a moving gas has a lower pressure than a stationary one.  The wing has a curve across the top, and a flat underside.  That means that air going over the top has to move faster than the air going under the wing, which creates a lower pressure area on top of the wing.  The higher air pressure under the wing pushes up on the wing.\n\nYou can experience something similar by putting your finger over the jet in a jacuzzi.  If you hold it close to the opening, the fast moving water flowing around your finger will have a lower pressure than the surrounding water, and you will feel a slight pull on your finger towards the jet.  Move your finger back a little, and you will feel the weight of the water hitting your finger and pushing it away.\n\nAs far as balancing the plane, the fuel is moved around just like transparentearth said, and the manufacturer of the plane has carefully calculated where the center of gravity of the plane is, and the pilots have detailed information about how the load the plane is carrying should be distributed.
227670
Lift is created as air passes over the upper and lower sides of the wings. The air splits at the front edge of the wing. The upper surface is curved, making it slightly longer than the lower surface of the wing. The air molecules separate at the leading edge (halftraveling over the top and half across the bottom of the wing) and meet again in approximatly the same position as they were before they separated. This spreads the molecules out slightly on the upper surface of the wing and forces them to travel faster, creating a vacuum between the molecules(low pressure). The air on the lower surfrace of the wing doesn't speed up or spread out since the surface is flat (on high lift wings). This creates a high pressure area across the lower side of the wing.\nSince there is low pressure on the upper surface and high pressure on the lower surface, the wing lifts.
614744
The curved surface on top of an airplane wing causes air to travel faster over the top of the wing then the bottom.  This causes a decrease in the air pressure above the wing and a net force upward (called lift) that is equal to the air pressure below the wing minus the air pressure above the wing times the area of the wing.
35959
Through Lift\n\n\nGeneral Concept: \nThe force of the air on the wings of a plane can be thought of as divided into two components: a component pushing the plane up and a component pushing the plane back. The upward force, the lift force, is what keeps the plane in the air. The sideways force that slows the plane down is called drag. So even though lift and drag are different words and are talked about differently, they both come from the same air hitting the plane... think about that! The pilot can change the lift force too: getting a lot of lift at takeoff (needed to accelerate the plane upward), and less lift during cruise (just need to overcome the weight of the plane).