The principle by which an airplane gains lift?! What is the lift formula for an airplane?

The vast majority of the lift of the aircraft is generated by the wings, the tail usually produces negative lift, and the lift generated by other parts of the aircraft is very small and generally not considered. As we can see from the diagram above, the air flows to the leading edge of the wing, divides into two streams, the upper and lower airflows, which flow along the upper and lower surfaces of the wing, respectively, and rejoin at the trailing edge of the wing and flow backwards.

The upper surface of the wing is relatively convex and the flow tube is thinner, indicating that the flow rate is increased and the pressure is reduced. On the lower surface of the wing, the air flow is blocked, the flow tube becomes thicker, the flow velocity slows down, and the pressure increases.

Here we refer to the above two theorems. As a result, there is a pressure difference between the upper and lower surfaces of the wing, and the sum of the pressure difference perpendicular to the direction of the relative airflow is the lift of the wing. In this way, the heavier-than-air aircraft overcomes its own gravitational pull due to the earth's gravity with the help of the lift gained from the wings.

formed by gravity, thus soaring over the blue sky.

The lift of an aircraft comes from the elevation angle, and the arc of the wing produces downward pressure and forward drag, which is Newton's third law in dynamics, commonly known as the interaction force.

In a real wing that generates lift, the airflow always converges at the trailing edge, otherwise there would be a point at which the airflow velocity is infinity at the trailing edge of the wing. This condition is known as the Kuta condition, and only when this condition is met can the wing generate lift.

In an ideal gas or at the beginning of the wing's movement, this condition is not satisfied, and a viscous boundary layer is not formed. Usually the airfoil (wing cross-section) is longer than the lower distance, at the beginning of the absence of circulation, the upper and lower surface airflow velocity is the same, resulting in the lower airflow to the trailing edge when the upper airflow has not reached the trailing edge, the rear station is located at a point above the airfoil, the lower airflow must bypass the sharp trailing edge and meet the upper airflow.

Due to the viscosity of the fluid (i.e., the Conda effect), a low-pressure vortex is formed as the lower airflow wraps around the trailing edge, resulting in a large backpressure gradient at the trailing edge. Immediately, this vortex will be washed away by the incoming current, and this vortex is called the starting vortex. According to Heimholtz's law of conservation of vortices, for an ideal incompressible fluid, there will also be an eddy around the airfoil in the opposite direction to the strength of the starting vortex under the action of force, which is called circulation, or circumferential circumference.

The circulation flows from the leading edge of the upper surface of the airfoil to the leading edge of the lower surface, so the addition of the circulation and incoming flow causes the rear station to eventually move back to the trailing edge of the wing, thus satisfying the Kuta condition.

For an actual wing with a limited length, the circumference is turned 90 degrees backwards at the wingtip to form a tail vortex. The wake vortex can be observed directly behind the outside of the wing of all types of aircraft, which is the most direct practical observation of the amount of ring around the wing.

To put it simply, the "Bernoulli effect" is used

According to the Bernoulli equation of physics, the same fluid flowing through a certain surface has less pressure on the surface at a faster speed. Therefore, it is concluded that the atmospheric pressure on the upper surface of the wing is smaller than that on the lower surface, so that the lift force is generated, and the lift force reaches a certain level, and the aircraft can lift off the ground.

The shape of the wing causes the air velocity to flow on the upper and lower surfaces to be different, and the upper surface is much larger than the lower surface, so the aircraft will gain air buoyancy, which is lift.

The shape of the wing is convex and flat, when the air flows through the surface of the wing, the flow speed of the upper surface of the wing is faster than the lower surface, according to Bernoulli's theorem, we know that the faster the flow velocity, the smaller the static pressure, however, the pressure difference between the upper and lower surfaces of the wing is what we call lift.

The formula for calculating the lift of an aircraft is pure: l (lift) = v (gas density, flow velocity, ring value).

Flight pressure 1 2 Air density Equal-squared time theory of flight speed: when the air flow passes through the upper and lower surfaces of the wing, because the upper surface is longer than the lower surface, the air flow must pass through the upper and lower surfaces in the same time, according to S=VT, the flow velocity of the upper surface is greater than that of the lower surface, and then according to Bernoulli's theorem: when the non-compressible, ideal fluid flows steadily along the flow tube, the static pressure of the fluid will decrease as the velocity increases before the flow is done; Conversely, as the flow velocity decreases, the static pressure of the fluid increases.

But the sum of the static and dynamic pressures of the fluid, known as the total pressure, remains the same all the time. This creates a pressure difference that creates lift.

The process of generating the principle of aircraft lift.

The formula for calculating the lift of the machine is: l (lift) = v (gas density, flow velocity, ring value).

Flight pressure 1 2 Air density Equal-squared time theory of flight speed: when the air flow passes through the upper and lower surfaces of the wing, because the upper surface is longer than the lower surface, the air flow must pass through the upper and lower surfaces in the same time, according to S=VT, the flow velocity of the upper surface is greater than that of the lower surface, and then according to Bernoulli's theorem: when the non-compressible, ideal fluid flows steadily along the flow tube, the static pressure of the fluid decreases as the flow velocity increases; Conversely, as the flow velocity decreases, the static pressure of the fluid increases.

But the sum of the static and dynamic pressures of the fluid, known as the total pressure, remains the same all the time. This creates a pressure difference that creates lift.

The difference in air pressure caused by the difference in the velocity of the airflow between the lift of the aircraft** and the air flow on the upper and lower surfaces of the wings. Specifically, because the upper surface of the wing is curved, the air flow on the upper surface is fast. The lower surface is flat and the airflow speed is slow.

According to Bernoulli's inference, when the same is paired with a high flow gear, the flow velocity is large, and the pressure is small. Therefore, the gas pressure under the core of the aircraft is strong and the gas pressure above the wing is small, resulting in a pressure difference, which in turn produces lift.

The lift formula l=1 2cy v2s (cy is the lift coefficient, is the air density, v is the airflow velocity, s is the wing area).

The amount of lift is related to the density of the air, the speed of the airflow, that is, the speed of flight, and the area of the wing.

The greater the flight speed, the greater the lift. Experiments have shown that the speed is increased to twice the original, and the lift and drag are increased to four times; The speed has increased by three times, and the lift and drag have increased by nine times. That is, the lift is proportional to the square of the speed of flight; The denser the air, the greater the lift.

Experiments have shown that the density of the air has doubled, and the lift and drag have also doubled. That is, the lift and drag are directly proportional to the density of the air.