Question:
If the shape of an aircrafts wings provides the aircraft with an upward lifting force against the force of gravity, how come most aircraft can fly inverted? Surely the shape of the wings on an inverted aircraft will now provide downward force, the same direction as gravity.
Answers:
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Ability to fly inverted is only possessed by military fighter planes, and sport stunt planes.What the heck is this flying machine...?
Because there is ELEVATOR on the tail unit that is used to adjust the altitude of the aircraft. it is designed like a little wing and can deflect both upwards or downwards. when it is positioned to produce lift, tail is lifting, so the nose is diving, and the other way around.
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Some military planes also have thrust directionals. They can change the angle that jet is heading which automatically points the tail in the opposite direction. The effect is the same as with the elevator. if the tail goes up, the nose goes down.
example:
If you are flying a jet fighter on a straight line, the elevator will be on neutral position, if you intend to increase altitude, you will pull the handle and the elevator will deflect pointing downwards. Air hitting the elevator is going ti force it down (and back because of the drag, but newer mind) that will result in the tail going down, therefore, the nose will point upwards and thrust will point downwards, so the plane goes up.
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Invert:
you are flying in the level flight, when you pull the handle sideways the plane will start rotating. when you are upside down, push the handle away and the elevator will act as if you pulled the back handle in normal flight.
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When you get the plane in the wanted flight, the wings themselves will almost be able to sustain the heading, little angle of elevator is required.
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Aircraft that do fly inverted and it is not that many, use forward thrust and elevator control mainly...can i land on mt. everest in a helicopter??
The flaps can provide enough lift to keep it in the air for a little while. The shape of the wing allows for better economy in the air, and helps at takeoff.The 'angle of incidence' or 'angle of attack' affects the aerodynamic properties of an aerofoil. By altering the angle in relation to the airflow will either create more lift, or, at severe angles, destroy all lift completely.
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You'll notice the aircraft is not in the same horizontal plane but "nose-up". That's sufficient with the wing at the right angle of attack to provide lift.Why can't real helicopters sustain inverted flight, like model ones?
Not recommended in a Dart Herald, the crew might enjoy it but the passengers tend to complain!
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Many cannot, depends on the airfoil. Laminar flow wings which feature almost symetrical top and bottom chord lines are best at flying inverted.These wings rely more on "angle of attack" or the angle which the wing strikes the air in order to generate lift, so produce the correct angle of attack whilst inverted and you will get lift, at the expense of high drag. Pity that most small aircraft engines will cut out immediatelly when inverted unless modified to run upside down.
Of course, most aircraft wings are not correctly stressed for inverted flight either, so any turbulance encountered, uncoordinated or sharp control inputs will make the wings fold up and the aircraft will suddenly prove sir Isaac Newton quite correct in his findings.
Airfoils have a cl (coefficient of lift) vs. AOA (angle of attack) associated with them. Lift is defined by the equation L = 1/2 *rho *v^2 *S *cL, where rho is the density of air, v is the velocity of the airflow relative to the wing, S is the projected downward surface area of the wing, and cL is the coefficient of lift for the wing based upon gemotry and cl. Normally, aircraft use flat bottom wings, like the NACA 4412. This airfoil shape produces positive cl at a 0 AOA. Thereby allowing the aircraft to not have to fly at a positive AOA to produce lift. One concept that you should also know about is drag. The ammount of drag the wing produces is directly related to the cl and the AOA the aircraft is flying at. cd (coefficient of drag) is defined as cd = cdo + cl^2/(pi*A*e). Where cdo is the natural drag which occures no matter what AOA you're at, A is the aspect ratio of the wing, and e is the Oswald's efficiency of the wing's design. The more inefficient your wing is, the more drag you produce. The most efficient design being a elliptical design, like the Spitfire used. Anyways, back to cl. When the aircraft is experiencing a AOA where the cl goes negative, then the lift is focused downward, relative to the aircraft. If you were to invert the aircraft, then the negative lift would be acting opposite of gravity. Depending on how much negative lift the aircraft can produce, determines whether or not the aircraft can maintain flight inverted. Most acrobatic aircraft use a symetric airfoil, which has an equal amount of negative cl as it does positive cl, but zero lift at an AOA of 0.
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