FYFD

Tag: airplanes

  • Hole Punch Clouds

    Hole Punch Clouds

    At times altocumulus cloud cover is pierced by circular or elongated holes, filled only with the wispiest of virga. These odd holes are known by many names: cavum, fallstreak holes, and hole punch clouds. Long-running debates about these clouds’ origins were put to rest some 14 years ago, after scientists showed they were triggered by airplanes passing through layers of supercooled droplets.

    When supercooled, water droplets hang in the air without freezing, even though they are colder than the freezing point. This typically happens when the water is too pure to provide the specks of dust or biomass needed to form the nucleus of an ice crystal. But when an airplane passes through, the air accelerated over its wings gets even colder, dropping the temperature another 20 degrees Celsius. That is cold enough that, even without a nucleus, water drops will freeze. More and more ice crystals will form, until they grow heavy enough to fall, leaving behind a clear hole or wisps of falling precipitation.

    In the satellite image above, flights moving in and out of Miami International Airport have left a variety of holes in the cloud cover each of them large enough to see from space! (Image credit: M. Garrison; research credit: A. Heymsfield et al. 2010 and A. Heymsfield et al. 2011; via NASA Earth Observatory)

  • Warming Temperatures Increase Turbulence

    Warming Temperatures Increase Turbulence

    After multiple high-profile injuries caused by atmospheric turbulence, you might be wondering whether airplane rides are getting rougher. Unfortunately, the answer is yes, at least for clear-air (i.e., non-storm-related) turbulence in the North Atlantic region. It seems that climate change, as predicted, is increasing the bumpiness of our atmosphere. There are a couple of mechanisms at play here.

    The first is that warming temperatures fuel thunderstorms. When ground-level temperatures and water temperatures are warmer, that provides more warm, moist air rising up and feeding atmospheric convection. Especially in the summertime, that translates into stronger, more frequent thunderstorms; even with flights avoiding the storms themselves, there’s greater turbulence surrounding them.

    The second mechanism relates to wind, specifically in the mid-latitudes. In general, a temperature difference between two regions causes stronger winds. (Think about the windy conditions that accompany an incoming cold front.) At the mid-latitudes, the difference between cold polar regions and warmer equatorial ones creates a strong wind, known as the jet stream. Now, as temperature gradients increase at cruising altitudes, the jet stream gets stronger, which means bigger changes in wind speed with altitude. And its those wind speed differences at different heights that drive turbulence.

    So, yes, we’re likely to see more turbulent flights now and in the future. But, fortunately, there’s a simple way to avoid injuries from that bumpiness: buckle up! If you keep your seat belt fastened while you’re seated, you can avoid getting tossed around by unexpected G-forces. (Image credit: G. Ruballo; see also Gizmodo)

  • Testing Full-Size Engines

    Testing Full-Size Engines

    Engineers can often use small-scale models to test the physics of their creations, but sometimes there’s no substitute for going large. In this photo, we see a full-size commercial engine used on an airplane, mounted at the Instituto Nacional de Tecnica Aeroespacial (INTA) in Madrid.

    Behind the engine, in red, is an optical rig used for a brand-new measurement technique that allows engineers to directly measure the carbon dioxide emissions of the engine as it runs. The optical frame is 7 meters in diameter and uses 126 beams of near-infrared laser light to probe the engine’s exhaust without interrupting the flow. It’s the first chemically specific imaging of a full-scale gas turbine like those found on commercial aircraft. Given the high carbon emissions associated with air travel, the technique will be important for engineers building greener aircraft engines. (Image and research credit: A. Upadhyay et al.; via The Engineer; submitted by Simon H.)

  • Dispelling Ice

    Dispelling Ice

    In winter weather, delays pile up at airports when planes need de-icing. Our current process involves spraying thousands of gallons of chemicals on planes, but these chemicals are easily removed by shear stress and dissolution, meaning that by the time a plane takes off, there is little to no de-icing agent remaining on the plane. Instead, those chemicals become run-off.

    Researchers looking to change that have developed a family of anti-icing coatings — including creams, sprays, and gels — that are easy to use and apply, non-toxic, and much longer lasting than conventional methods. Ice slides easily off their gel coatings, which remain optically transparent even under freezing conditions — and ice can take 25 times longer to form on the gels compared to current anti-icing tech.

    The team envisions using their coatings on much more than airplanes. Imagine traffic lights that can’t be obscured by ice or snow, a windshield on your car that never freezes over, or even an anti-icing spray that could protect crops from a sudden freeze! (Image, video, research, and submission credit: R. Chatterjee et al.; see also)

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    Planes Lift

    Need a little refresher on how airplanes fly? The middle school students of The Nueva School have you covered with their latest science rap parody. They take a look at the four main forces on a flying airplane and even dig a little bit into the principles behind lift generation. Check it out! (Video and image credit: Science With Tom/Science Rap Academy)

  • Contrails From 4 Engines

    Contrails From 4 Engines

    The wingtip vortices of aircraft provide a veritable cornucopia of gorgeous imagery. There’s something inherently fascinating about these vortices that stretch behind moving aircraft. But four-engine aircraft add an extra twist to the imagery, as seen here.

    With four engines, these aircraft produce four separate contrails, each of which acts like a streakline for the flow behind the wing. So what we see in these images is not the wingtip vortices themselves, but what their effect is on flow moving across different parts of the wing.

    Nearby vortices influence one another, and one of the earliest models of aircraft physics takes advantage of this by modeling the wing itself as a series of vortices. Odd as it sounds, such models are quite good for capturing the basic flow physics behind a finite wing.

    Using one of these models, Joseph Straccia explored the physics of a 4-engine aircraft’s wake (Image 4), predicting that the outboard engine contrails should initially move outward before getting rolled up and inward by the wingtip vortices. That’s exactly what we see in these images, particularly Image 1. The inboard contrails undergo less deflection, as expected since they are further from the wingtips. (Image credits: aircraft and contrails – JPC Van Heijst, J. Willems, and E. Karakas; modeling and submission – J. Straccia)

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    Ventilation and Respiratory Disease

    In 1977, one passenger with the flu infected 38 people onboard a flight with malfunctioning ventilation. In this video, Dianna digs into the physics of respiratory disease transmission and just why ventilation is so key to preventing it.

    There are three primary modes of transmission for respiratory diseases like influence or SARS-CoV-2: 1) touching an infected surface and then oneself, i.e., self-inoculation; 2) inhaling virus-filled droplets larger than 5 nm; and 3) inhaling virus-filled droplets smaller than 5 nm. That size cut-off may seem a little arbitrary, but it’s how scientists distinguish between droplets that fall quickly to the ground and ones that can persist on buoyant air currents.

    That airborne persistence is one of the reasons ventilation — in other words, replacing the air — is so important. So many people on that 1977 flight got sick because there was no system removing the infected air and bringing in fresh air. For more on the fluid dynamics disease transmission, check out these posts. Curious about those bacterial bubble bursts? I’ve covered that, too. (Video and image credit: Physics Girl)

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    Why Do Backwards Wings Exist?

    Over the years, there have been many odd airplane designs, but one you probably haven’t seen much is the forward-swept wing. While most early aircraft featured straight wings, rear-swept wings are fairly common today, especially among commercial airliners. A rear-swept wing has its forward-most point at the root of the ring, where it attaches to the fuselage. The sweep breaks up the incoming flow into a chordwise component that flows from the leading edge to the trailing edge of the wing and a spanwise component that flows along the wing. Compared to straight wings, a swept wing provides better stability and control when flying at transonic speeds where shock waves can form on the wing (even though the plane itself is not supersonic).

    The trouble with rear-swept wings is that when they stall, they do so from the wingtips inward. Since the ailerons that control the plane’s orientation are out near the wingtips, that’s a problem. Forward-swept wings were supposed to solve this issue because they would stall from the root outward. But they came with a whole new set of problems, which included the need for robust onboard computers controlling them constantly to keep them in stable flight. In the end, the disadvantages outweighed any gains and so, for the most part, the forward-swept wing design has seen little flight time. (Image and video credit: Real Engineering)

  • Noisy Jets

    Noisy Jets

    One major problem that has plagued supersonic aircraft is their noise. The Concorde – thus far the only supersonic commercial airliner – was plagued with noise complaints that ultimately restricted its usability. Noise reduction is a major area of inquiry in aerospace, and the video below shows one experiment trying to understand the connections between supersonic flow and noise.

    Above you see a supersonic, Mach 1.5 microjet emanating from a nozzle at the top of the image. The jet is hitting a flat plate at the bottom of the image. Just beyond nozzle’s exit, you can see the X-shape of shock waves inside the jet. The position of that X is oscillating up and down.

    In the background, you can see horizontal light and dark lines traveling up and down. Those horizontal lines in the background are acoustic waves. When they hit the bottom plate, they reflect and travel upward until they hit another surface (outside the picture) and reflect back down. As they travel, they interact with the jet, causing those X-shaped shock waves to move up and down. This coupling between flow and acoustic waves makes the jet much louder – up to 140 dB – than it would be otherwise.

    Researchers hope that unraveling the physics of simpler systems like this one will help them quiet more complicated aircraft. (Image and video credit: F. Zigunov et al.)

  • Vortices and Ground Effect

    Vortices and Ground Effect

    Though typically unseen, the vortices that swirl from the tips of aircraft wings are powerful. Here you see a Hawker Sea Fury equipped with a smoke system used to visualize the vortices that form at the wingtip as high-pressure air from the bottom of the wing and low-pressure air from the top swirl together. As you can see, the vortices persist in the wake long after the plane passes. The size and strength of the vortices depend on the size and speed of the aircraft; this is why air traffic control requires smaller planes to wait longer to take off or land if there was just a larger aircraft on the runway.

    The other cool thing to note here is how the wingtip vortices move apart from one another in the animation above. In flight, wingtip vortices usually stay roughly parallel to one another, but they drift downward in the aircraft’s wake. Near the ground, though, the vortices cannot move down, so instead ground effect forces them apart from one another, as seen here. (Image and video credit: E. Seguin; via Kelsey C.)