What is the power of an airplane when it is taxiing on the ground?

The main thing is the operation of the engine, the engine drives the tires of the aircraft, and the injection device is the injection to propel.

It is provided by the engines on the aircraft, and when the engine starts, there is a small thrust that is enough to allow the aircraft to taxi on the taxiway. The engine of the aircraft on the runway is still consuming power and fuel, but at this time, the engine speed is very slow, and the consumption is naturally small.

If you are taxiing on the ground, it must be the inertia of the aircraft. and engine assistance.

Generally, it is through this inertia to glide forward, after all, after flying forward, there will be this inertial impact.

If you look closely at the runway markings, you will see that the runways are all one-way extensions, and there are no setback markings available. This is because there is no way for the aircraft to back down on the runway and taxiway. When the engine is started on the ground, the aircraft can maintain a very small thrust, which is enough to propel the aircraft through the taxiway and into the runway.

Auxiliary power unit (auxiliary power unit, abbreviated as APU), in fact, is a small engine, the main role is to supply air and power to the aircraft parked on the ground, because when the aircraft is parked on the ground, the main engine on the wing can not be started without permission, so in the absence of ground power, you can use this small auxiliary engine to provide electricity and compressed air for the aircraft, to put it bluntly, it is a backup "energy device", Providing part of the energy to the aircraft when the main engine is not working, under normal circumstances, this auxiliary power unit will not bring additional thrust to the aircraft!

A very special case of the ground power feature of the aircraft is the American F-35, the F-35C carrier-based version relies on APU power supply, and there are stepper motors in the front wheels, which can rely on the front wheels to change the direction of the aircraft and drag the aircraft forward.

In the process of running with very little thrust, the aircraft engine only runs at low revolutions and consumes very little fuel, but basically there is no problem in pushing the aircraft to move at a speed of more than ten kilometers on flat ground. When it is time to enter the take-off position, the aircraft will open the brakes, and at this time, it will gradually increase the throttle and wait for the take-off signal to be issued.

The working environment of the landing gear is very harsh, because the landing gear compartment is not a sealed cabin, it is basically exposed to the wind and sun. Moreover, the temperature difference from take-off to landing can reach nearly two, and it is accompanied by a strong impact at the moment of landing. Therefore, it is basically impossible to install a power system on the landing gear, even if it is electric.

There is also a part of the aircraft that moves around the airport by means of aircraft towing vehicles. At this time, the control of the aircraft will be taken over by the towing vehicle.

When the aircraft is taxiing at low speed on the ground, it is also powered by its own engine, but at this time the engine is only maintained at a very small power, and the thrust generated is just enough to make the aircraft slide on the taxiing runway, and when the engine of the aircraft has been started, it will generally not be turned off again, even if the aircraft does not slide at this time, the engine will maintain a very low power operation, because once the engine is stopped and started again, the fuel consumption required will be greater.

In addition to the power of its own engine, the aircraft on the ground can also rely on the power of the tractor to move, as for the landing gear of the aircraft, there is no power device, but there is a braking device on it, which can control the speed and direction of the aircraft in taxiing, as for the speed of the aircraft taxiing, unless it is a rapid detachment, its maximum taxiing speed can not exceed 46 kilometers hour of 25 knots, and the speed needs to be controlled at no more than 15 knots and 28 kilometers hour when turning a big bend, The speed at a 90-degree angle should not exceed 10 knots per hour.

When the aircraft is taxiing, it relies on the engine to provide power, and the engine is not turned off when taxiing, but only a small key to stuff the power output, and the power is converted into thrust, and the thrust overcomes the ground friction to move forward.

There is no dynamic force device on the landing gear, only braking and buffering devices, taxiing is to rely on the engine to provide thrust, the power required when taxiing is small, the pilot adjusts the power through the throttle valve, and the speed of the draft bend should not exceed 25 knots when taxiing, and the large bend angle does not exceed 15 knots.

When the aircraft is taxiing on the ground under its own power, the forward speed is mainly determined by the engine power, and the taxiing speed is not fast, but if it stops and then restarts, the fuel consumption is very high. Therefore, when experienced pilots need to stop and wait, they can control the throttle just right, move at a very small speed, avoid a complete stop, and thus get one step closer to the goal of fuel-saving awards. The direction is mainly controlled by stepping on the brakes, the ground running speed is small, and the influence of the rudder surface is too limited.

Airbus's civil aircraft are on the ground, and they can be controlled by either a small handwheel rotation or a pedal brake with both feet. Fighters are similar, mainly by stepping on the rudder to control the direction.

When the aircraft is taxiing, the power is also the first to the engine, its engine is not turned off when taxiing, but a small power output, at this time the power of the engine is like a car engine, his power is converted into thrust, thrust overcomes ground friction and moves forward.

There is no power unit on the landing gear, only braking and cushioning. The coasting is also powered by the engine (note that it is not a reverse thrust, which is false).

The power required when taxiing is small, the pilot adjusts the power through the throttle valve, and the speed should not exceed 25 knots (straight line) when taxiing, and the large bend angle should not exceed 15 knots, and the bend angle above 90 ° should not exceed 10 knots.

The n1 (blade speed of the aircraft engine will not exceed 45% of the rated speed when taxiing, and it will decrease after starting and accelerating to a suitable speed, maintaining thrust = drag.

Of course, tractors are a different story.

The ground coasting still depends on the thrust of the engine, and the power of the engine at this time is not large, so it is a little more than that of a slow car. Wait until the plane slides into place before turning off.

The normal take-off and landing distance from the tarmac to the runway is powered by the aircraft engines themselves.

Because the engine needs to be warmed up before takeoff, it is a double benefit to provide this power for ground taxiing while warming up, and it can also save time and improve the operational efficiency of the airport.

The ground movement of the aircraft when it is not taking off is powered by a tractor, which can extend the life of the engine and save fuel. And this traction is provided by the engine in the same way that a car can run on the ground.

The plane takes off, that is, after moving on the ground at a certain speed to reach a certain value, and then it can take off slowly by relying on the wings.

The main thing is that the aircraft has a pair of wings with a special profile shape. Wing profiles are also known as airfoils. A typical airfoil is convex at the top and flat at the bottom, and is often referred to as streamlined.

According to the continuity of the fluid and Bernoulli's theorem, the air flow through the upper surface is squeezed compared to the air far ahead, and the flow velocity accelerates and the pressure decreases, and even suction (negative pressure) is formed, and the flow velocity of the air flowing through the lower surface slows down. As a result, a pressure difference is formed between the upper and lower wing surfaces. This pressure difference is aerodynamic.

According to the law of force decomposition, it is broken down along the direction of flight into upward lift and backward resistance. The drag is overcome by the thrust provided by the engine. The lift is just enough to overcome its own gravity and lift the aircraft into the air.

That's why airplanes fly.

After takeoff, the plane is like a floating object, for example, a thousand-ton freighter you lift it up is very difficult, but if on the water you push it forward is very labor-saving, so, now the flying plane is equivalent to a floating freighter, you only need to provide a small amount of force to move forward, and at this time the force is provided by the propeller, you probably have to ask, the speed of the plane floating? That velocity is the force of inertia in the previous moment, which forms a large cycle.

I am learning to fly, I hope to be able to answer your questions, say some too professional data you may not understand, for a practical example, in the initial training of civil aviation pilots of the primary trainer aircraft using Cessna 172 this aircraft is a lot, this aircraft is a single-engine propeller aircraft, he only has four cylinders, 120 horsepower, compared with the car, the displacement is the Jetta, the aircraft in the take-off and running process is dependent on the thrust generated by the propeller to run, Because the take-off run mainly increases the lift through the accumulation of speed, and the Cessna 172 aircraft has a stall speed of only 33 knots under the full flaps, which is about 50 kilometers per hour, so such a low speed can maintain the flight of the aircraft. The speed of many cars is faster than that of airplanes, the maximum structure of Cessna 172 aircraft can withstand a speed of less than 300 kilometers per hour at 163 knots, and the aircraft will break down if it maintains this speed, so this aircraft is not as fast as high-end sports cars, and the reason why the car can't come is because it has no wings and can't generate enough lift to make the car fly, and the car is also good to grab the ground when designing. I hope to answer your questions, if you don't understand, you can ask me, just add friends.

To answer your last question, for a well-designed propeller, one watt can produce more than ten grams of pulling force. As you can imagine, a small aircraft with a 1,000-kilowatt engine can easily have several tons of larry, equivalent to the gravity of nearly ten cars, and pulling the plane forward is a breeze.

Look what the plane is.

Whether it is a turboprop, a turbine, or a turbofan engine, each engine has its power, and this power is the power it can generate. If the object he wants to push is less than the power he actually generates, he can propel it forward. The aircraft can fly not only by the thrust generated by the engine, but also by the cooperation of the entire fuselage, such as tail, flaps, rudder, fuselage design and manufacturing and many other conditions.

It's the same if you install the engine in the car, just like the American car that has a speed of several hundred kilometers per hour, and the aero engine is used.

The plane is powered by a jet engine as it taxied on the ground.

In fact, whether it is a jet or a propeller aircraft, their only power is their own engines, which not only provide power for the aircraft to taxi on the ground and fly in the air, but also connect to the generator on the aircraft, which drives the generator when the engine is running, and provides power for the interior lighting and various entertainment facilities of the aircraft.

1. The average airliner, from small to large, ranging from one engine (Cessna) to six engines (AN-225).

2. The working principle of the engine on the ground is the same as that in the air, but the power is different.

Generally, the take-off N1 reaches 90%, while the ground taxiing N1 only needs about 37% is enough. And some airlines, in order to save fuel, require pilots to taxi with only one engine on the ground.

3. It is much more difficult to start an airplane engine than a car. To put it simply, there are three elements needed to start the engine, electricity, gas, and oil, first of all, there must be electricity, and the electricity comes from the ground power supply or APU;

With electricity, you can turn on the bleed air, which is equivalent to a large motor, which drives the engine and makes it have the most basic speed;

Turn on the oil pump, direct the oil to the engine, turn the engine start switch on the top of the head to ON, when the N1 reaches more than 14%, turn on the throttle, start the left engine first and then the right engine.

4. The wheels of the aircraft are not powered, and the engine does not drive the wheels to rotate. The engine pushes the plane on the ground just like propelling the plane in the air, so it is dangerous to stand behind the plane even if it is taxiing.

Of course, the engine is jet-driven, and the engine on the plane is jet-only, so sometimes the plane has to be towed by a trailer.

Taxiing, of course, is powered by an engine before the aircraft engine starts, by a ground trailer.

They are: gravity, lift, drag, thrust. An airplane is a giant machine that flies in the sky and weighs between a few tons and hundreds of tons, from which gravity is generated.

In order to overcome its weight, it is necessary to provide a force that is collinear opposite to gravity to bring the aircraft to relative equilibrium in the vertical direction, which is the lift force.

There will be various resistances in the air, which can be divided into friction resistance, differential pressure resistance, induced resistance and interference resistance according to the causes of resistance.

The coarse force of the force exerted by the air flow on the inner and outer surfaces of the engine is the driving force generated by the engine. The gas gives the engine a reaction force in the direction of flight, which is thrust.

Drag is the component of the aerodynamic net force of an aircraft in a plane of longitudinal symmetry, parallel to the direction of flight. To maintain continuous flight, the aircraft's power plant must generate sufficient thrust to overcome drag.