The vast majority of those who have flown have had similar doubts. Sitting in a window seat, looking at the heavy wings beneath the fuselage, thinking that the whole plane is full of passengers, fuel, luggage, and that the total weight is tens of tons, and without wings, it can stay at a level of 10,000 metres, and it's hard to wonder: what kind of heavy metal is that
A lot of people have looked at it onlineCopeEither it's full of professional physics formulas, and ordinary people can see a fog; or just a simple phrase, "the wings produce."Raise“it is impossible to understand the whole logic of cooperation between stress, air flow and engines, and there are a lot of mistakes that have been going on for years to mislead the public。
This paper avoids complex physical terms and calculation formulas throughout, combining the real flight processes of civil aviation passenger aircraft, from ground acceleration, off-site take-off, high-altitude cruise and landing deceleration, to complete the real source of the lifting power, while correcting some of the most widely known cognitive faults on the internet, so that the bottom logic of the flight of heavy passenger aircraft can be thoroughly understood。
First, to correct the core error: the aircraft is not “stopping” by air, but by velocity
The longest-spreaded error on the internet is that the surface of the wing is radical, the air travels longer, the flow is faster and the pressure is lower, and the upper and lower pressure is a direct inhaling of the aircraft. The simplified interpretation is widely available, but there are obvious gaps that do not explain many of the realities。
The simplest example is that fighter jets can fly backwards, their wings upside down, and they can still maintain their lift; and the passenger wings of the feeder aircraft at short range do not have large radians and take off with tens of tons of weight. These conditions are not fully explained by the fact that pressure is created only on the ware of the wing。
The real core logic has only one sentence: the lift comes from the wing changing the direction of the current, pressing the air downwards, giving the air the reaction of the wing upwards, the faster the flow of the air can squeeze, the greater the lift。
We can use an easy-to-understand analogy in life: we're standing in place and we can hardly feel the power up, but running forward with the plank quickly, tilting the plank a little bit, and the hand can immediately feel a force up, which is the most basic boost. The planks are tilted in an angle, run speed, and directly determine the size of the upway, and the wings of the aircraft are fully consistent with the planks。
The wings of the aircraft themselves are tilted and placed on the aircraft, with natural accelerators. When the aircraft slides forward at a high speed and the air current comes in front of it hits the tilt wing, the air that would otherwise flow at the same level will be forced downward. Large amounts of air continue to flow down, and depending on the force and the reaction, the air gives the wing a continuous upward thrust, which combines upwards to lift dozens of tons of airframes。
The flat shape of the wings is only a subsidiary design to magnify the lifting, not a necessary condition for the generation of the lifting. Curved designs allow more air flows to flow down quickly, at the same speed as above the wing, and more air is pushed down, with a significant increase in lift power and a significant reduction in the range of taxis required for aircraft to take off, which is why the current arc wings are commonly used by airliners。
The engine does not “blow up” the plane directly and is responsible only for providing the forward speed
Many confuse the role of the engine with the assumption that the engine is lifting an aircraft to the jet, whereas the vortex engine of the airliner, which is driving at full level, is responsible only for pushing the aircraft forward and does not create any upward push in itself。
The only prerequisite for aircraft to be able to gain sufficient lift is to have sufficient speed to move forward, and the entire task of the engine is to continuously export the thrust, overcome the air resistance and keep the body on the runway。
The passenger take-off process clearly confirms this: when the aircraft docks at the corridor bridge, the engine functions normally, even at full speed, and the body remains steady on the ground and is not emptied; the aircraft will leave the ground naturally only if the brakes are unbridled and the speed continues to accelerate, reaching the departure threshold, the wings receive a sufficient flow of air and the lift exceeds the overall weight。
There are clear criteria for the criticality of take-off for different types of aircraft, with small feeder passenger aircraft having a full take-off speed of approximately 180 km per hour, mainstream narrow-body passenger aircraft having a full take-off rate of 220 to 250 km per hour, and wide-body large passenger aircraft carrying dozens of tons of fuel and passengers, with a full take-off rate of 280 km per hour. Without this speed, no matter how power the engine is, the wings are unable to produce the lift to offset the overall weight of the machine, and the forced head-up will only wipe the tails and flush out the runway。
During the high-altitude cruise phase, the engine continues to maintain a steady forward push, offset the flight resistance caused by the thin high-altitude air, and ensure that the airframe remains at the speed of the cruise and continues to stabilize and gain up. Once the engine loses thrust, the speed of movement of the aircraft will decline rapidly, the air flow will be inadequate and the lift will continue to decline, which is the central reason why the pilot must quickly search for the airport when it stops in the air。
Iii. Hiding structures in multiple parts of the wings, which are responsible for flexibility in adjusting the size of the lift to fit the full range of flights
The weight of the same aircraft will not be fixed at all times, with the largest fuel load of passengers at take-off, a continuous reduction in fuel consumption from high-altitude cruises, low-speed and low-altitude flights during the landing phase, inability to adapt to full process lift requirements on the fixed wing alone, and multiple active parts on the wing dedicated to dynamic adjustments of the lift。
1. Front-line sutures and back-links (take-off, landing phase active)
When the aircraft takes off, slips in low altitude and is ready to land, the pilot drops the sutures and fins around the wings. The expansion of this structure has resulted in an instant increase in the overall size of the wing, a synchronous increase in the tilt angle of the wing, and a significant downflow of air at low speeds, with a direct doubling of low-speed lift。
This is also the reason why the landing gear was dropped during the landing and the wing edge was clearly open. Low-speed slips on take-off, generating sufficient lifts through the expansion of wings; lower flight speed on landing and the maintenance of lifts on the slit wings to ensure that the low-speed position is stable and does not fall fast. Upon entering the high-altitude cruise, the speed of the aircraft increased significantly, with the full recovery of the wings and sutures and the restoration of the wings to the smooth flow line configuration, reducing air resistance and saving fuel consumption。
2. Sub-wings (control the tilt of the airframe)
The moving blocks on the outermost side of the wing are the wings, with the right and right wings moving backwards, with one side moving up and down, changing the wings lift margin on both sides, tilting the fuselage and accompanying the tail rudder to make a turn. The aircraft turned away from their head and left, leaned on the wing-lift differentials, slowly turning in the direction of the tilt and remained stable throughout the journey。
3. Up and down rudders (control head up, head down, control flight altitude)
The lift and landing rudder on the back wing of the aircraft at the horizontal level is used to adjust the plane's face. When heights are to be climbed, the lift/lifting rudder is to be lifted up, the tail is torn down by air, the head is to be raised naturally, the wing is torn up, more air is to be pushed down, the lift is to be increased and the aircraft continues to climb up; when heights are to be lowered, the lift/lift is to be lowered, the head of the aircraft is to be down, the wing is to be turned down, the lift is to be reduced, the lift is to be reduced and the body is to be reduced slowly。
The full-wing adjustment structure, which is operated by the pilot, corresponds dynamically to the current speed and body weight of the flight, ensuring that the lift is equal to the overall weight of the aircraft, that the body is hovering in the air and that it does not fall in a violent spiral or fall。
Why is the plane flying more steadily
There are many questions: are the air on the ground dense, the air at high altitudes scarce, and the thin air flow is even smaller, and the aircraft will not have enough lift? The actual air passenger cruise was generally maintained at altitudes ranging from 8,000 to 12,000 metres, precisely because thin air was more conducive to stable flight。
First, the stratospheric air flow is smooth, there is almost no disruption to currents, the airframe is less prone to irregular air flow shocks and less invertebrates; second, the air at high altitude is thin, the air resistance to aircraft flying is significantly reduced, the engine does not need to export too much thrust to maintain speed, fuel consumption can be reduced by more than 30 per cent, and long-distance flights are more economical。
Rare air does reduce the lifting power of a unit of air flow, but aircraft can bridge the gap by increasing the speed of cruises. The ground takes more than 200 kilometres per hour, with a general high altitude of 800 kilometres per hour, a faster advance, allowing more thin air to be cut down at the unit time of the wing, a flat overall volume of air to be pushed down and a low-speed condition on the ground, and a sufficient lift to lift the overall weight。
The changes in the body weight will also be synchronized, fuel consumption in transit continues, the overall weight of the aircraft is decreasing, the aircraft will gradually climb slightly, the speed of the cruise will be reduced slightly, the lifting and weight balance will be maintained, and the whole journey will remain stable and suspended。
V. The three most widely distributed errors in science, one-time clarification
Zone one: the plane crashes in the back
In accordance with the simplified theory of “top-tip flat to create stress differentials”, the reverse wing plane is down and the arc is up, creating direct downward pressure to press the aircraft to the ground, but in reality the fighter jet can fall for a long time。
The core reason is also that the rise comes from the wing of the wing, not the curve. Pilots manipulate the fuselage so that the reverse wing remains tilted forward, and the air current impact wing is tilted downwards, and can still produce upward reversibility to maintain the lift, except for the loss of a portion of the auxiliary lift, which requires a slight increase in flight speed to cover it and does not fall directly。
Wrong zone two: aircraft "suck" the body at low pressure above the wing. Let's go. Days
Low pressure is only a by-product of accelerated air flow and not a source of lift. In essence, the lifting is counterproductive to the lower air, even if the wings are completely flat, and sufficient lift can still be generated by maintaining a tilt towards moving forward at high speed. Low pressure can only assist in increasing air current deflection efficiency and cannot carry dozens of tons of aircraft alone。
Mistake three: engine lifts down jets
Only helicopters and vertical landings rely on lower jets for lift, conventional civilian passenger engines are installed at full level, jets are in the same direction and direction as they go, providing only forward thrusts. Even if the engine is fully operational and does not slide forward, the aircraft will never be removed from the ground and there will be no push-up。
Vi. Completely transfer transfer transfer between take-off and run
1. Accelerator phase of the runway: the engine is moving forward with full thrust, the wings are laid down to expand the wing area, the current is cut down at low speed and the wings are tilted downwards and the lift continues to rise with speed
2. Ex-terrestrial creeping: velocity achieved, lifts above the overall weight of the aircraft, pulls up the head, increases the wing towards the angle, further lifts the lift, and the aircraft continues to climb from the ground, reaching a safe height and takes back the landing gear
3. High-altitude cruise phase: climbs to the stratosphere, completely recovers the wings, reduces air resistance and increases the speed of the cruise. (b) high-altitude and thin air uplifting, with a high-altitude capacity equal to the real-time weight of the aircraft and a steady high altitude of 10,000 metres
4. Landing deceleration phase: lower flight speed, re-emergence of slashing wings and expansion of wings, maintenance of sufficient lift at low speed, gradual lowering of altitude, de-velocity of reverse thrust engines when landing, loss of lift at speed and complete landing of the fuselage。
No external force “staggered” aircraft was present throughout the entire flow cycle, depending on the continuous forward speed, tilting wings and moving down the air, offsetting dozens of tons of body weights with the reverse force of the air to achieve long-term suspension flights。
Concluding remarks
In conclusion, the heavy passenger aircraft is stable in the sky, and the core logic can be summed up in three steps: the engine pushes the aircraft forward at high speed. The tilt wings force the air flowing downwards down to squeeze down to give the wing an upward reaction, i. E. The lift. The arc-shaped arc of the wing, and the active wings, are auxiliary designs designed to magnify lift and fit different flight speeds and are not fundamental to flight。
Without complex physical formulas or specialized aviation knowledge, the bottom logic of “velocity + tilt down the air to gain upward power” can be fully understood in the case of tens of tons of metal aircraft suspended at high altitude。
When you get bumps, climbs and turns on a daily flight, you can understand the logic of this air current lift: inverted is short-lived fluctuations in lift caused by turbulence in the air flow, climbing is an increase in wing-to-light uplift, and turning is a tilt of the motive for the difference in wing-lifting. Understanding the rationale behind it also removes the concern that many people on board “will the plane fall”。
