How do airplanes fly? Components - Coandă effect or Bernoulli effect- Downwash - 3D animation
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- Опубліковано 28 лип 2024
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An airliner is typically defined as an aircraft intended for carrying multiple passengers or cargo in commercial service. When the Wright brothers made the world’s first sustained heavier-than-air flight, they laid the foundation for what would become a major transport industry.
Listing every single component of an airplane is almost impossible. The modern airliners in fact are composed of huge variety of mechanical, hydraulic and electronic components.
JAES, besides being a qualified partner for some of the most important aircraft manufacturers, is constantly engaged in the supply of all those spare parts necessary for the production, assembly, repair and maintenance of aircraft. Such as:
But have you ever wondered how such a large object, made up of all these components, can lift off the ground and fly hundreds of people at an altitude of thousands of feet?
In this video we will explain how an airplane flies and how the pilots are able to control it, in a simple but very specific way. First, let's take a closer look at the wing of the plane. We notice that it is not composed of a single solid piece. The wings, as well as the tails of airplanes, have many moving elements.
The most curious thing about the wing is its own specific shape, that follow the basic principles of fluid mechanics. In this section we are able to see the shape of the wing.
We notice that the wing has a teardrop shape and when the airplane starts moving in this direction, the airflow will hit the wing following these trajectories.
But how does the wing rise when it is hit by the air flow?
First of all, it is necessary to say that the wing is placed in a slightly inclined position to improve the air flow. In this way, the angle of attack, which is the angle formed between the chord line of the wing and the air flow direction, is increased.
We can notice now that the air flow entering at point A should have the same speed as the air flow at point B. In this situation we are led to believe that the upper air flow is faster because it has to travel more airfoil surface than the lower air flow. This difference in speed causes a difference in pressure between the two air flows. In the upper air flow in fact there will be lower pressure, while in the lower air flow there will be higher pressure.
This phenomenon is in accordance with Bernoulli principle. It is a common idea in fact to relate the Bernoulli’s equation to this situation. The Bernoulli principle states that an increase in the speed of a fluid occurs simultaneously with a decrease in pressure or a decrease in the fluid's potential energy.
This principle is absolutely right, the problem is not this specific physical law, but it’s the application of this law to this phenomenon. To say that the speed difference between the two air flows is caused by the fact that the upper air flow has to travel more airfoil surface to be reunited with the lower air flow at the end of the wing is just wrong. So the fact that the upper air flow is faster than the lower one is true, but based on a completely wrong conclusion. The upper air flow is not interested in rejoining the lower air flow at the exit of the airfoil. So, the difference in pressure phenomenon is explained by a completely false fact... - Наука та технологія
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Dear JAES,
I thank you for correctly clarifying the equal transit theory fallacy, good work. This is by far the biggest misunderstanding people have on flight theory.
However, a few notes, It is not nessecary to place the wing at an angle. The airfoil is cambered and can therefore produce lift at zero angle of attack or even negative angles. Also, If the speed is the same before the wing and after the wing then there would be no drag, this is obviously incorrect. The drag is manifested by the flow separating In the wings wake ( pressure drag ) and also the skin friction changing the air speed A to B in your diagram.
Also saying that the pilot raises one aileron and lowers the other may be confusing to young ones. The pilot just takes his control inceptor and pushes it left, this causes one aileron to Lower and the other to raise.
Otherwise this was a well produced video and a good improvement on the old version. Please consider making one about aircraft stability, and one on lift induced drag and the control coupling of roll and yaw. This is another section many people even pilots do not understand fully. Thanks.
Dear Mert thank a lot for your comment. please when you have time can you give us some advise about this our video aboutHow do HELICOPTERS work? Newton’s Laws - Airfoil Technology - Angle of Attack ua-cam.com/video/zTEcMEd4E1k/v-deo.html
We need more people like you in the internet. Well done.
@@mendo4207 thanks for your comment we advise to watch too ua-cam.com/video/zTEcMEd4E1k/v-deo.html
This video is a better explanation to discount the Bernoulli principle. I also like the use of the molecule density instead of rarefied molecules. Overall, this is a better video.
Hello! thank you for your comment. We tried to show all the relevant explanations behind the lift of an aircraft. There's still a little bit of confusion about it, so we tried to take into consideration more theories. By the way, if you're interested you can also watch our video about Helicopters and tell us what do you think: ua-cam.com/video/zTEcMEd4E1k/v-deo.html
Could you please explain why this difference in density occurs? I didn't get it
You could mention the controls in the pilot’s cabin to complete!
3:00 but WHY are the air molecules above the surface of the wing less dense?
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Great video!
changed from a380 to b747, is this flyes better
If I activate the ground spoilers in flight, does the plane lower without lowering its nose? Because I do this in all flight simulators and landing is always good
Yes it does
Why are the slats going inside when the narrator is saying it's moving outward?
Useful 👌🏻
If you were to lock tail wing? Can it landing?
Ok so I have a few questions :
1.Do both the effects act simultaneously on the airplane?
2.Is there any debate going on as to which force "actually" works on airplane?
thanks for the video I was Cabin Crew and I didn t know so many things I saw on this video. Please if other cabin crew watch this video let me know if they studied those things
I really appreciated the quality of the video! Everything is clearly explained. Congrats to Jaes team!
Thank for your support
We 're sure flap e slap open before Landing?
why the speed at point A should be the same as at point B...I agree that the mass flow through section A should be the same as through section B
Dear Juan thanks for your comment I d like to invite you to visit our website www.jaescompany.com and please let us know about our video about train ua-cam.com/video/uLvUutEtZjM/v-deo.html
Great video! Better than the last one. Somebody said that Coanda effect have nothing to do with the lift of the aircrafts. I personally believe that this effect plays a fundamental role in these dynamics.
I can understand both points of view. There are aircraft that rely heavily on Coanda's effect, at least in certain conditions. However, that is much less common for airliners and I would have simply omitted its presentation in this video.
@@lborroni8090 thanks we will consider your advise
@@lborroni8090 would you instead use thin airfoil theory and continuum mechanics to do the whole momentum change thing because of the high Reynolds number? Because I think it could be argued that if coandas effect didnt exist then the kutta condition ( that air smoothly leaves a sharp trailing edge) would not apply and even airliners would be forced to have a different airfoil shape. Maybe you have a simpler way to explain it to people cuz I think we both personally know what you mean.
@@mertgarbonite9307 I think the point of this video is more to provide an introduction to how a plane generates lift than to give a rigorous model. I remember my first lesson of Fundamentals of Aerospace Engineering at university and I believe my professor put it quite simply by showing us the empirical Cp distribution over an airfoil and integrating that on the wing's surface. It seemed a sufficient explanation to us at the time.
Getting back to your observation, you could definitely apply some tools based on the momentum balance. Actually, I've always found that route quite intuitive even for newbies.
Another way to go could be to use either Blasius or Kutta-Joukowsky theorem. I find the latter particularly elegant, although more difficult to explain.
You are correct in saying that if Coanda's didn't exist, than the Kutta condition couldn't possibly be true. In that case, I think, the airfoil would be essentially stalled. I didn't mean to say that Coanda doesn't play a role in lift generation; I wanted to say that's not the primary reason for the generation of lift and therefore I would have omitted it from this presentation. In other words, it's not like the NOTAR of an MD helicopter in which Coanda effect is actually what keeps the helicopter from spinning out of control, I feel it's more of an underlying principle of how flows work.
I hope I was able to understand your comment correctly and I hope I explained myself sufficiently.
@@lborroni8090 first of all thank you for elaborating. It's nice to have a civil discussion.
I am also an aerospace engineer, and I absolutely agree with everything you have said but I still feel that coanda should stay when explaining flight to the layman and this is why.
The Cp distribution is great, especially the empirical one. It undountabdly shows what the air is doing and how that manifests into a net lift. The logical next step is, ok the air does this pressure drop thing, why?
I think the most accurate approach then is 2 fold. Thin airfoil theory, treat all the air like particles with mass, watch as they deflect off a flat plate at an angle to the free stream and calculate impulse momentum to get the famous lift curve slope 2pi/rad. Inertial lift explained.
This is the tricky part now, viscous lift. Maybe you have a better way to explain this but basically I fundamentally believe in the kutta joukousky method /theorem. I think it really captures the starting vortex and overall its really the most accurate. I like how you call it elegant. Anyway, now the issue is, great , vortex and circulation cause lift what causes this circulation ? Does gamma cause the pressure distribution or does the pressure distribution cause gamma?
And that's the real rabbit hole. Now you have to use joukowski transformations to conformal map a circle in the complex plane into and airfoil and distribute potential vortices along a chord line that both add up to the gamma and meet the kutta condition and we are no longer explaining lift at all were at a technical seminar or something.
At some point we gotta just be like that's what air does and the navier stokes equations dont have an analytical solution but here is the Cp graph and that proves were right. Or you could lump all that viscous stuff into a nice coanda simplification that isnt 100 percent true but is easy to grasp and then parlay that into the rotation circulation of a baseball and kutta joukowski and then bang viscous lift down. Explain the reynolds number and basic theory of flight is done.
I wrote all that not to prove you wrong but in the hopes that maybe there is an easier way to teach the theory you have or something I'm missing here.
Really beautiful congratulation which aircraft is on tue video?
I have one simple question about flying an aircraft . I know that the wing configuration is such that the air stream will lift the plane and it therefore will be able to stay in the air. But how does it stay in the air when the pilot flies the plane up side down like so many air force pilots do . Shouldn't the plane just drop out of the air? The wing configuration is in reverse now right?
A wing, in general, can produce both positive and negative lift. In essence, it depends on the angle that the airflow forms with respect to the wing. Varying this angle allows aerobatics and fighter pilots to fly their planes upside down.
I hope this short answer can help you.
It is possible to fly with flat surfaced wing with right angle of attack. The different wing shapes were chosen based on the application to improve stability, control, agility and maneuverability.
For a commercial aircraft its impossible to fly upside down since the angle of attack will be too high to fly without stalling.
Very interesting video! Does anyone know the maximum angle of tack?
There isn't a maximum. The angle of attack simply indicates the direction of the airflow with respect to the wing. As such, there is no intrinsic reason why the angle of attack should be limited. Of course, this does not mean that an aircraft is capable of flying at an arbitrary angle of attack. Normal flight is very commonly limited by a condition called stall, which is achieved for a large angle of attack (the exact angle depends on the particular aircraft considered).
@@lborroni8090 thanks
11:10 when airplane descent thrust is less than drag but component of weight gives force to compensate rest of drag,
Can you please indicate how long it talea make this video
in overall, it is better video but has some new errors that are very big
Great Video! but why mention Coanda or Bernoulli?
10:20 if you use only rudder airplane will start to slide on side, must be used aileron and a little of elevatot
So how does “laminar air flow” affect the Coanda effect?
Great topic for another video! Have you had a chance to watch our video about HELICOPTERS? ua-cam.com/video/zTEcMEd4E1k/v-deo.html We would like to know your opinion about it. If you want to learn more about our projects, you can subscribe to our channel ua-cam.com/channels/b7TkWFn3nyb6XhudxGu5tw.html and visit our website www.jaescompany.com/
You mentioned Bernoulli and coanda. Why not Venturi?
What does venturi have to do with it ? Except the engines the wing isn't a venturi or anything.
4:40 - what rule explains why the high pressure (below the wing) itself creates lift? I mean, does high pressure create lift itself in any way? or, is lift created because of the presence of two entities: less dense air above the wing (lower pressure) *AND* more dense air below the wing (higher pressure)? thank you!
Hi! Thanks for your comment! Usually, air flows move from higher pressure to lower pressure. So the high pressured air flow below the wing is moving toward the low pressure on the top. Hope I helped! If you're interested you can also watch our video about Helicopters and tell us what do you think: ua-cam.com/video/zTEcMEd4E1k/v-deo.html
Dear all thanks for the video animation very nice it was very useful for me. Can someone tell me more about Coanda and Bernoulli how they influence the fly ? I still have doubt
Neither influence fly , both Coanda and Bernoulli have nothing to do with creating a pressure differential for lift.
8:10 you could put drag on rear and thrust on front part of plane and lift on above and weight on belove of plane it is more logical and usuall way of marking in aeronautical schools
Henri Coandă from which country was from ?
I believe Romania
Dear All very nice video congratulations from Germany. I have a question some pilot can tell me please if Flaps and slats are set before the aircraft gets to the runway? or during take off?
Not a pilot but an aeronautical engineer, the flaps and slats are set before the airplane begins its takeoff run on the runway.
thanks Sir
thanks Mert
Dear Thomas some subscriber wrote this too I hope can help :the pilot does not "activate" the slats, flaps or anything during the takeoff roll. They are already in position before speeding up.
In the 5:42 you explained the coanda's effect. But, where is the lifting part in that explanation? Why does the coanda's effect contribute to lift the airplane? What is the formula to calculte the lift resulted by the coanda's effect?
at 4:4 lift is explained. Coanda effect is nothing to do with lift. you need to apply bernoulli principles.
@@sithukyaw9019 If you really think about it, Bernollis priniple, Coanda effect and Newton's 3rd law all come into play in generating lift. One may be more prominant than the others depending on speed and airfoil shape and AoA, saying only one or another is the only reason lift is generated is quite ignorant.
which kind of airplane is? GREAT GRAPHIC the best I saw
747
Please feel free to leave comment can someone understand which type of aircraft is used in this video?
Incorrect explanation about lift force on wing. How does an aircraft manufactureler make incorrect information?
Dear sir thanks for your message can you indicate what is wrong and your advise we can correct the explanation please let us know
Can a plane really fly on one engine?
Yes absolutely, it is a safety requirement for it to do this so that if one stops working the plane can get to a runway and land safely. 4 engine airplanes need 2 engines. 2 engine airplanes need 1 . Some airplanes have so much power they dont even need both engines to take off..though they always use both for safety.
@@mertgarbonite9307 thanks for answering
Air up top the wing doesn't meet air below it, there's no physical proof that support this theory and it's wrong to think about it this way. air up top the wing is faster than the air beneath it due to the difference in pressure gradient that is caused by the geometry of the wing.
Wow amazing video very useful video. Please Make many more videos✈. working principle jets aircraft and train animation videos
Dear Gani thanks for your comment please watch this video too ua-cam.com/video/uLvUutEtZjM/v-deo.html
Rendering is really nice how many people worked in this video?? How long it takes make this video
Dear Giusy thanks for asking 4 people worked on the video we took 20 working days thinking and create all the 3d animation I don't know if was too much if someone has experience in video please give his point of view
He sounds like he's angry and telling the class the whole lecture for the 3rd time because they didn't listen the first 2 times
How do you manage to make such a brilliant animation, and get the physics messed up?
You did a second video on this topic, correcting previous mistakes, and no one though that the Coanda spoon example was regarded?
The spoon is hydrophilic, ofc it's gonna change the direction of the flow. Regardless of the Coanda effect, which is negligible.
Good job, im gonna study to be a pilot. So this is getting me ready
Dear Blin thanks for the comment we wish you the best please if you can share the video in your social we advise to watch too ua-cam.com/video/zTEcMEd4E1k/v-deo.html this video let us know please
6:11 again ground speed, -it is unimportant, only airpeed, some people that plain accelerate on ground by torqe of wheels as car does, so some asked itself where is shaft to wheels
Listing every component is almost impossible... unless you have access to the maintenance and overhaul manuals, in which case you just turn to the IPC, a literal list of every component, nut, bolt, screw and cotter pin on the aircraft.
Dear Pollock thanks for your comment If you are interested give a look to our website :www.jaescompany.com and please let us know what do you think about our video about train ua-cam.com/video/uLvUutEtZjM/v-deo.html
Perfect explanation. Answered my questions
Dear Wayne Thank you
There is a misconception about shape of wings of an airplane. A plane with flat surface can also be able to produce lift with right aoa. The airfoil shape can only help in making the airflow smooth over the wings to add stability and efficiency.
6:53 it is not how it looks like in real world
Dear Tahi please indicate how is in real world and give your point of view
on 6:52-53 is shown airfoil , flaps and slats how it does not look like on that particular plane b747, if you wanted to show it in general you should not take b747(400) you should take just something that look like airplane because now it means that b747 is just like that, and it has splitted rudder-high and low speed surface, and aileron too, flaps are with more slots, and flaps are not extended just from lower side of wing......
Cringing at every 2nd sentence...If you really want to understand these things, have a look at this fabulous engineering playlist from the 50ies: ua-cam.com/play/PL0EC6527BE871ABA3.html
HI! Thank you for the advice. Those are very interesting videos! We've tried our best to make this video less cringe as possible..If you're interested you can also watch our video about HELICOPTERS: ua-cam.com/video/zTEcMEd4E1k/v-deo.html
9:35 wrong, wrong, in phase of climb lift is less than weight but thrust takes part of weight besause main lines of forces-lift/drag/weight/thrust are divided and have its components, because of angle of attitude
I'm not sure if that is nessecarily true. I can think of situations where it could be but surely you can think of situations where in climb lift is greater than weight and thrust is contributing. Because lift is also contributing to drag due to the angle of attack. Oh by the way what countries call it angle of attitude? Is that common outside the US?
you think too much , belive or so, and too ltlle know, i talk about facts, in steady climb this is it, i am aeronautical engeneer and i flew on airplane and helicopter, so do you think/believe that i was wrong learned, what are your references-, you are surly chef or so
@@makantahi3731 I am also an aeronautical engineer with a masters degree in aerospace engineer with a focus on aircraft design and flight theory. I am also a pilot who flies airplanes. I do not need references to prove you wrong, you need references to prove yourself right. The burdeon of proof is on the one making a claim. We can not just rely on the fact that were engineers here to say oh I know it's true cuz I said so. Perhaps during the climb phase of the 747 it particularly produces less lift than weight because of its angle but this is certainly not true for every airplane during every climb. For instance, an f15 could climb almost flat with flaps down. Then lift would be more than weight. Or it could climb at 90 degrees to ground. Then lift would be basically zero and thrust would be more than weight.
Also it shows your insecure in your beliefs calling me a chef, and you never answered my question, what countries call angle of attack as angle of attitude?
yeah, right, then you missed some basics of theory of flight,(i hope your bosses in nasa wouldn not read your comment) and you have a wild imaginationand ,,i am answering to you: i intentionally did not use angle of attack because it is not so important on whole plane in this situation, more important is angle between aircraft longitudinal axis and horizontal axis through cg, btw, you surely was in space too, what is new on isis, and you as director of universe you have time to loose on this semi produst of video, you all said, and if f15s fly verticaly90deg, there is still lift it has to have negative aoa to be zero(you stilll think that you are master of what, ) so if you have some helpfull tip for video that is full of errors
@@makantahi3731 ok so first of all, I'm not sure what personal issues your going through right now but I hope your ranting relieves your stress. I am not the master of the universe or work for NASA. I have a masters degree, the graduate degree that comes after B.S in america. This may be lost in translation to you. I design aircraft and do fluid flows so your hyperbole about me being to space is a little funny. Astronauts are cooler than both of us and we have to accept that.
Your the one who started this whole I'm an aeronautical engineer thing listen to me, my point isnt that I'm better than you its that you cant use the argument I have a degree I'm right against me because I also have that degree too.
Also we would have to know that the f15 airfoil is cambered for that to be true, let's assume it is. It would still probably produce very little lift because I specified the flight path as 90 deg to the ground, lift would disrupt this. You are right though that a chambered airfoil produces zero lift at a negative AOA. I would be careful with your attitude statements though, the f15 has a center of mass behind the center of lift and so much thrust that the angle to the ground is less important than the air.
Finally, I did make corrections to this video, you can read my comment If you want and challenge whatever I say if you feel I said anything wrong.
not totally accurate
There's so much wrong shit in here. bye