If the plane engine is 10092 diameter in surface, what is the radius and area?

hedbbdbdh

Explanation:

If in level flight, the engine power is reduced, the thrust is lessened, and ... air density (ρ), the airfoil velocity (V), the surface area of the wing (S) and ... the surface of the aircraft and airfoil. There are ... rotor disc diameters to avoid the effects of this down wash. In ... is, the harder the wing pushes the mass of air down.

Explanation: Weight—the combined load of the aircraft itself, the

crew, the fuel, and the cargo or baggage. Weight is

a force that pulls the aircraft downward because of

the force of gravity. It opposes lift and acts vertically

downward through the aircraft’s center of gravity (CG).

In steady flight, the sum of these opposing forces is always

zero. There can be no unbalanced forces in steady, straight

flight based upon Newton’s Third Law, which states that for

every action or force there is an equal, but opposite, reaction

or force. This is true whether flying level or when climbing

or descending.

It does not mean the four forces are equal. It means the

opposing forces are equal to, and thereby cancel, the effects of

each other. In Figure 5-1, the force vectors of thrust, drag, lift,

and weight appear to be equal in value. The usual explanation

states (without stipulating that thrust and drag do not equal

weight and lift) that thrust equals drag and lift equals weight.

Although true, this statement can be misleading. It should be

understood that in straight, level, unaccelerated flight, it is

true that the opposing lift/weight forces are equal. They are

also greater than the opposing forces of thrust/drag that are

equal only to each other. Therefore, in steady flight:

• The sum of all upward components of forces (not just

lift) equals the sum of all downward components of

forces (not just weight)

• The sum of all forward components of forces (not just

thrust) equals the sum of all backward components of

forces (not just drag)

This refinement of the old “thrust equals drag; lift equals

weight” formula explains that a portion of thrust is directed

upward in climbs and slow flight and acts as if it were lift

while a portion of weight is directed backward opposite to the

direction of flight and acts as if it were drag. In slow flight,

thrust has an upward component. But because the aircraft is in

level flight, weight does not contribute to drag. [Figure 5-2]

In glides, a portion of the weight vector is directed along

the forward flight path and, therefore, acts as thrust. In other

words, any time the flight path of the aircraft is not horizontal,

lift, weight, thrust, and drag vectors must each be broken down

into two components.

Another important concept to understand is angle of attack

(AOA). Since the early days of flight, AOA is fundamental to

understanding many aspects of airplane performance, stability,

and control. The AOA is defined as the acute angle between the

chord line of the airfoil and the direction of the relative wind.

Discussions of the preceding concepts are frequently omitted

in aeronautical texts/handbooks/manuals. The reason is

not that they are inconsequential, but because the main

ideas with respect to the aerodynamic forces acting upon

an aircraft in flight can be presented in their most essential

elements without being involved in the technicalities of the

aerodynamicist. In point of fact, considering only level flight,

and normal climbs and glides in a steady state, it is still true

that lift provided by the wing or rotor is the primary upward

force, and weight is the primary downward force.

By using the aerodynamic forces of thrust, drag, lift, and

weight, pilots can fly a controlled, safe flight. A more detailed

discussion of these forces follows.

Thrust

For an aircraft to start moving, thrust must be exerted and be

greater than drag. The aircraft continues to move and gain

speed until thrust and drag are equal.