1) The document discusses the significance of the speed of sound in flight, defining subsonic, transonic, and supersonic flight based on Mach numbers.
2) It explains how air pressure and airflow behave differently depending on whether aircraft speed is below or above the speed of sound.
3) The key principles discussed include how lift is generated via pressure differences on the top and bottom surfaces of airfoils, as well as how angle of attack and airfoil shape impact lift and drag forces.
1) When air flows around a corner at supersonic speeds, it does not create a shock wave but rather forms an expansion wave where the flow accelerates and Mach lines diverge.
2) In supersonic flow, expansion waves occur when the cross-sectional area of the flow path increases, lowering both temperature and pressure.
3) For a flat plate at a positive angle of attack in supersonic flow, the upper surface experiences an expansion wave at the leading edge and oblique shock at the trailing edge, producing uniform suction pressure to generate lift along with associated drag.
The four main forces acting on an airplane in flight are thrust, drag, lift, and weight. Thrust is produced by the engine and propeller and opposes drag. Drag is a retarding force caused by air flowing around the airplane. Weight pulls the airplane downward due to gravity, and lift opposes weight and is produced by air flowing over the wings. Understanding and controlling these four forces through power and flight controls is essential to flight.
This document provides an overview of aerodynamic concepts including:
1) It defines key parts of an airfoil like chord, camber, leading edge, and trailing edge.
2) It explains forces like lift, weight, thrust, and drag and how they relate to flight.
3) It describes factors that affect lift like air density, wing area, angle of attack, and Bernoulli's principle.
1) The document discusses a study and CFD analysis of an aerofoil at different angles of attack. It outlines the inputs and boundary conditions used in the CFD model including the velocity, temperature, pressure, and turbulence model.
2) The methodology section describes how the aerofoil model was created in CAD software and meshed. The solver settings applied in the CFD analysis are also outlined.
3) The results and discussion section analyzes the static pressure contours on the aerofoil surface at different angles of attack from 0° to 22.5°. It is observed that lift increases with angle of attack until 20°, beyond which stall may occur.
This is the presentation on flow past an airfoil . An airfoil-shaped body moving through a fluid produces an aerodynamic force. The component of this force perpendicular to the direction of motion is called lift. The component parallel to the direction of motion is called drag. Subsonic flight airfoils have a characteristic shape with a rounded leading edge, followed by a sharp trailing edge, often with a symmetric curvature of upper and lower surfaces.
The document summarizes the aerodynamics of helicopters. It describes how helicopters generate lift through rotating wings and discusses key concepts like torque. It also analyzes airfoil shapes, pressure distributions, and how different airfoil designs impact lift and drag properties. Additionally, the summary defines important rotor system components and terminology used in helicopter aerodynamics.
The document provides an overview of basic aerodynamics and principles of helicopter flight. It discusses the four forces acting on a helicopter - lift, weight, thrust, and drag. It explains airfoils, including their camber, angle of attack, and pitch angle. It describes how the venturi effect and Bernoulli's principle relate to lift and drag on an airfoil. The key factors that determine lift are explained as the coefficient of lift, air density, airfoil velocity, and surface area in the lift equation.
In this presentation, we discussed the different principles explaining the lift generation. Principles such as venturi's principle and time-lapse theory became invalid. The correct theory for the lift generation is explained in this ppt.
1) When air flows around a corner at supersonic speeds, it does not create a shock wave but rather forms an expansion wave where the flow accelerates and Mach lines diverge.
2) In supersonic flow, expansion waves occur when the cross-sectional area of the flow path increases, lowering both temperature and pressure.
3) For a flat plate at a positive angle of attack in supersonic flow, the upper surface experiences an expansion wave at the leading edge and oblique shock at the trailing edge, producing uniform suction pressure to generate lift along with associated drag.
The four main forces acting on an airplane in flight are thrust, drag, lift, and weight. Thrust is produced by the engine and propeller and opposes drag. Drag is a retarding force caused by air flowing around the airplane. Weight pulls the airplane downward due to gravity, and lift opposes weight and is produced by air flowing over the wings. Understanding and controlling these four forces through power and flight controls is essential to flight.
This document provides an overview of aerodynamic concepts including:
1) It defines key parts of an airfoil like chord, camber, leading edge, and trailing edge.
2) It explains forces like lift, weight, thrust, and drag and how they relate to flight.
3) It describes factors that affect lift like air density, wing area, angle of attack, and Bernoulli's principle.
1) The document discusses a study and CFD analysis of an aerofoil at different angles of attack. It outlines the inputs and boundary conditions used in the CFD model including the velocity, temperature, pressure, and turbulence model.
2) The methodology section describes how the aerofoil model was created in CAD software and meshed. The solver settings applied in the CFD analysis are also outlined.
3) The results and discussion section analyzes the static pressure contours on the aerofoil surface at different angles of attack from 0° to 22.5°. It is observed that lift increases with angle of attack until 20°, beyond which stall may occur.
This is the presentation on flow past an airfoil . An airfoil-shaped body moving through a fluid produces an aerodynamic force. The component of this force perpendicular to the direction of motion is called lift. The component parallel to the direction of motion is called drag. Subsonic flight airfoils have a characteristic shape with a rounded leading edge, followed by a sharp trailing edge, often with a symmetric curvature of upper and lower surfaces.
The document summarizes the aerodynamics of helicopters. It describes how helicopters generate lift through rotating wings and discusses key concepts like torque. It also analyzes airfoil shapes, pressure distributions, and how different airfoil designs impact lift and drag properties. Additionally, the summary defines important rotor system components and terminology used in helicopter aerodynamics.
The document provides an overview of basic aerodynamics and principles of helicopter flight. It discusses the four forces acting on a helicopter - lift, weight, thrust, and drag. It explains airfoils, including their camber, angle of attack, and pitch angle. It describes how the venturi effect and Bernoulli's principle relate to lift and drag on an airfoil. The key factors that determine lift are explained as the coefficient of lift, air density, airfoil velocity, and surface area in the lift equation.
In this presentation, we discussed the different principles explaining the lift generation. Principles such as venturi's principle and time-lapse theory became invalid. The correct theory for the lift generation is explained in this ppt.
Third Year Mechanical Technical Paper Presentation pkstanwar911
This technical paper presents an aerodynamic analysis of the effect of dimples on an aircraft wing. It discusses airfoil nomenclature and lift theory. The paper then examines boundary layer separation and how dimples can delay separation by creating vortices. Test results show that inward and outward facing compound dimples on a NACA 0018 airfoil increase its coefficient of lift and reduce coefficient of drag at high angles of attack. In conclusion, applying dimples to an airfoil's design can increase its stall angle and reduce aircraft take-off distances.
Drag is the aerodynamic force acting parallel to the relative airflow that resists the forward motion of an aircraft. It is caused by various factors related to the aircraft's shape and the viscosity of air. Drag can be categorized as zero-lift drag, which exists even without lift generation, or lift-dependent drag, which increases with lift. Zero-lift drag includes surface friction, form, and interference drag. Lift-dependent drag includes vortex drag and increments of the zero-lift drag components. Reducing drag is important for aircraft performance and efficiency.
This document provides an overview of basic aerodynamic principles and aircraft flight theory. It covers key topics such as the atmosphere, Newton's laws of motion, Bernoulli's principle, airfoils, the four forces of flight, stability and control surfaces. The presentation introduces fundamental concepts including pressure, density, humidity, inertia, lift, drag, thrust, weight, angles of attack and incidence, and the three axes of movement. It also explains how stability is achieved through aircraft design elements like dihedral wings, sweepback, and keel effect.
This document provides an introduction to aerodynamics and the physics of flight. It discusses key concepts such as atmospheric pressure, density, temperature, humidity and how they affect aircraft performance. The international standard atmosphere is described as providing standard values for calculations and comparisons. Aerodynamics is introduced as relating to the forces exerted by moving air or relative wind on aircraft in flight.
There are 4 main forces that act on an aircraft in flight: lift, weight, thrust, and drag. Lift opposes weight and allows the aircraft to fly. Thrust opposes drag and propels the aircraft. Key factors that influence lift include airspeed, wing shape and angle of attack. Proper balance of these forces is required for steady level flight. The document also discusses airfoils, flight control surfaces, Newton's laws of motion, and Bernoulli's principle which are important aerodynamic concepts related to how aircraft produce and control lift.
There are 4 main forces that act on an aircraft in flight: lift, weight, thrust, and drag. Lift opposes weight to allow flight. Thrust opposes drag to overcome air resistance and allow forward motion. An aircraft's pitch, roll, and yaw are controlled by elevators, ailerons, and rudders respectively. Airfoils generate lift through their interaction with airflow as described by Bernoulli's principle and Newton's laws of motion. Key factors that influence lift are airspeed, angle of attack, and wing design/surface area.
The document discusses pressure gradient force, Coriolis force, and geostrophic wind. It provides the following key points:
1) Pressure gradient force moves air from high to low pressure areas and its magnitude depends on the spacing of isobars.
2) Coriolis force deflects winds to the right in the Northern Hemisphere due to Earth's rotation. Its effect increases with speed and latitude.
3) Geostrophic wind occurs when pressure gradient force exactly balances Coriolis force, causing winds to blow parallel to isobars at constant speed.
The document discusses pressure gradient force, Coriolis force, and geostrophic wind. It provides the following key points:
1) Pressure gradient force moves air from high to low pressure areas and its magnitude depends on the spacing of isobars.
2) Coriolis force deflects winds to the right in the Northern Hemisphere and to the left in the Southern Hemisphere due to Earth's rotation. Its strength depends on latitude and wind speed.
3) Geostrophic wind occurs when pressure gradient force exactly balances Coriolis force, causing winds to blow parallel to isobars at constant speed with no acceleration.
This document provides an overview of atmospheric dynamics and factors that influence air movement. It aims to explain what causes wind direction and global air circulation patterns. Specifically, it discusses how atmospheric pressure, the Coriolis effect from the Earth's rotation, pressure gradients, and friction all work together to determine wind speed and direction near the surface and at higher altitudes. It also introduces concepts like geostrophic winds that occur when friction is negligible high above the surface.
1. An airfoil produces both lift and drag when placed in an airstream. Lift is many times greater than drag and is produced partly due to lower pressure over the upper surface of the wing according to Bernoulli's theorem.
2. The pressure distribution around an airfoil changes with angle of attack. At low angles, minimum pressure is further aft while at high angles it moves forward, increasing the adverse pressure gradient. Beyond a critical angle, the airflow separates, reducing lift.
3. Stall occurs when the adverse pressure gradient becomes too great for the airflow to overcome, causing it to separate from most of the wing surface. This reduces lift and increases drag sharply. Stall can be alleviated by
This document provides an overview of a seminar presentation on supersonic planes. It includes sections on the introduction, history, theories, engine types, and applications of supersonic flight. The presentation was given by Jahani and Abdolzade for a fluid mechanics course taught by Dr. Hoseinalipour in spring 2013.
1) The document provides an overview of flight basics, including the four forces of flight (lift, weight, thrust, drag), Newton's laws of motion, Bernoulli's principle, airfoils, parts of an airplane, stability, and control.
2) It explains concepts such as angles of attack and incidence, how wings generate lift, the role of thrust and drag, and the three axes of movement for an aircraft.
3) The document discusses different types of stability, including static and dynamic stability, and how control surfaces like ailerons, elevators, and rudders are used to control an airplane's movement around each axis.
This document discusses various aerodynamic characteristics of airfoils and wings. It describes how aerodynamic forces are generated by pressure and shear stress distributions on surfaces. It also defines key terms like lift, drag, angle of attack, center of pressure, aerodynamic center. Methods to increase lift or reduce drag like high-lift devices, supercritical airfoils, and winglets are explained. Different types of airfoils and their characteristics are also summarized.
The document discusses the four main forces that act on aircraft in flight: lift, thrust, gravity, and drag. It explains that for straight and level flight, lift must equal weight and thrust must equal drag. Lift is generated by the wings and overpowers the downward force of gravity. Thrust from the engines overcomes the backward force of drag. These opposing forces must be balanced for steady flight or acceleration. The factors that influence each force, such as wing design, airspeed, and engine power, are also examined.
This document discusses the basics of aerodynamics and the forces acting on aircraft in flight. It covers key concepts like:
1. Aerodynamic forces like lift, weight, thrust and drag that act on aircraft in motion through the air based on Newton's Laws of motion.
2. How the shape of airfoils and wings generate lift using Bernoulli's principle and how control surfaces like ailerons, elevators and rudders allow for rolling, pitching and yawing.
3. The different types of drag forces - induced, parasite and wave drag - and how configuration changes and altitude affect aircraft performance.
The document presents information on the aerodynamics of airplanes. It discusses the four main forces of flight - weight, lift, thrust, and drag. It explains that the motion of the airplane depends on the balance of these forces. It also provides details on how lift is generated, discussing Newton's laws of motion, Bernoulli's principle, air velocity and pressure differences, and how the wing shape contributes to creating lift. The document uses diagrams to illustrate these concepts.
The document presents information on the aerodynamics of airplanes. It discusses the four main forces of flight - weight, lift, thrust, and drag. It explains that the motion of the airplane depends on the balance of these forces. It also provides details on how lift is generated, discussing Newton's laws of motion, Bernoulli's principle, pressure differences, and how the shape of the wing contributes to creating lift. Diagrams are included showing air flow patterns over wings at different angles of attack.
Air pressure is the force exerted by the weight of air above a given point. A barometer is an instrument that measures air pressure, with mercury levels rising and falling based on increases and decreases in pressure. Wind results from differences in air pressure as air moves from high to low pressure areas. Solar radiation ultimately drives wind by unevenly heating the Earth's surface and generating pressure gradients. The Coriolis effect causes deflection of moving objects and winds right in the Northern Hemisphere and left in the Southern Hemisphere due to the Earth's rotation.
Air transportation is the safest form of transport. There are approximately 200,000 flights per day worldwide. The presentation discusses how airplanes fly through aerodynamic forces of thrust, drag, lift, and weight. It explains how jet engines produce thrust to propel planes and how the shape of wings generates lift. Control surfaces like ailerons, elevators, rudders, and flaps help pilots control the aircraft during different phases of flight such as takeoff, cruise, descent, and landing.
Third Year Mechanical Technical Paper Presentation pkstanwar911
This technical paper presents an aerodynamic analysis of the effect of dimples on an aircraft wing. It discusses airfoil nomenclature and lift theory. The paper then examines boundary layer separation and how dimples can delay separation by creating vortices. Test results show that inward and outward facing compound dimples on a NACA 0018 airfoil increase its coefficient of lift and reduce coefficient of drag at high angles of attack. In conclusion, applying dimples to an airfoil's design can increase its stall angle and reduce aircraft take-off distances.
Drag is the aerodynamic force acting parallel to the relative airflow that resists the forward motion of an aircraft. It is caused by various factors related to the aircraft's shape and the viscosity of air. Drag can be categorized as zero-lift drag, which exists even without lift generation, or lift-dependent drag, which increases with lift. Zero-lift drag includes surface friction, form, and interference drag. Lift-dependent drag includes vortex drag and increments of the zero-lift drag components. Reducing drag is important for aircraft performance and efficiency.
This document provides an overview of basic aerodynamic principles and aircraft flight theory. It covers key topics such as the atmosphere, Newton's laws of motion, Bernoulli's principle, airfoils, the four forces of flight, stability and control surfaces. The presentation introduces fundamental concepts including pressure, density, humidity, inertia, lift, drag, thrust, weight, angles of attack and incidence, and the three axes of movement. It also explains how stability is achieved through aircraft design elements like dihedral wings, sweepback, and keel effect.
This document provides an introduction to aerodynamics and the physics of flight. It discusses key concepts such as atmospheric pressure, density, temperature, humidity and how they affect aircraft performance. The international standard atmosphere is described as providing standard values for calculations and comparisons. Aerodynamics is introduced as relating to the forces exerted by moving air or relative wind on aircraft in flight.
There are 4 main forces that act on an aircraft in flight: lift, weight, thrust, and drag. Lift opposes weight and allows the aircraft to fly. Thrust opposes drag and propels the aircraft. Key factors that influence lift include airspeed, wing shape and angle of attack. Proper balance of these forces is required for steady level flight. The document also discusses airfoils, flight control surfaces, Newton's laws of motion, and Bernoulli's principle which are important aerodynamic concepts related to how aircraft produce and control lift.
There are 4 main forces that act on an aircraft in flight: lift, weight, thrust, and drag. Lift opposes weight to allow flight. Thrust opposes drag to overcome air resistance and allow forward motion. An aircraft's pitch, roll, and yaw are controlled by elevators, ailerons, and rudders respectively. Airfoils generate lift through their interaction with airflow as described by Bernoulli's principle and Newton's laws of motion. Key factors that influence lift are airspeed, angle of attack, and wing design/surface area.
The document discusses pressure gradient force, Coriolis force, and geostrophic wind. It provides the following key points:
1) Pressure gradient force moves air from high to low pressure areas and its magnitude depends on the spacing of isobars.
2) Coriolis force deflects winds to the right in the Northern Hemisphere due to Earth's rotation. Its effect increases with speed and latitude.
3) Geostrophic wind occurs when pressure gradient force exactly balances Coriolis force, causing winds to blow parallel to isobars at constant speed.
The document discusses pressure gradient force, Coriolis force, and geostrophic wind. It provides the following key points:
1) Pressure gradient force moves air from high to low pressure areas and its magnitude depends on the spacing of isobars.
2) Coriolis force deflects winds to the right in the Northern Hemisphere and to the left in the Southern Hemisphere due to Earth's rotation. Its strength depends on latitude and wind speed.
3) Geostrophic wind occurs when pressure gradient force exactly balances Coriolis force, causing winds to blow parallel to isobars at constant speed with no acceleration.
This document provides an overview of atmospheric dynamics and factors that influence air movement. It aims to explain what causes wind direction and global air circulation patterns. Specifically, it discusses how atmospheric pressure, the Coriolis effect from the Earth's rotation, pressure gradients, and friction all work together to determine wind speed and direction near the surface and at higher altitudes. It also introduces concepts like geostrophic winds that occur when friction is negligible high above the surface.
1. An airfoil produces both lift and drag when placed in an airstream. Lift is many times greater than drag and is produced partly due to lower pressure over the upper surface of the wing according to Bernoulli's theorem.
2. The pressure distribution around an airfoil changes with angle of attack. At low angles, minimum pressure is further aft while at high angles it moves forward, increasing the adverse pressure gradient. Beyond a critical angle, the airflow separates, reducing lift.
3. Stall occurs when the adverse pressure gradient becomes too great for the airflow to overcome, causing it to separate from most of the wing surface. This reduces lift and increases drag sharply. Stall can be alleviated by
This document provides an overview of a seminar presentation on supersonic planes. It includes sections on the introduction, history, theories, engine types, and applications of supersonic flight. The presentation was given by Jahani and Abdolzade for a fluid mechanics course taught by Dr. Hoseinalipour in spring 2013.
1) The document provides an overview of flight basics, including the four forces of flight (lift, weight, thrust, drag), Newton's laws of motion, Bernoulli's principle, airfoils, parts of an airplane, stability, and control.
2) It explains concepts such as angles of attack and incidence, how wings generate lift, the role of thrust and drag, and the three axes of movement for an aircraft.
3) The document discusses different types of stability, including static and dynamic stability, and how control surfaces like ailerons, elevators, and rudders are used to control an airplane's movement around each axis.
This document discusses various aerodynamic characteristics of airfoils and wings. It describes how aerodynamic forces are generated by pressure and shear stress distributions on surfaces. It also defines key terms like lift, drag, angle of attack, center of pressure, aerodynamic center. Methods to increase lift or reduce drag like high-lift devices, supercritical airfoils, and winglets are explained. Different types of airfoils and their characteristics are also summarized.
The document discusses the four main forces that act on aircraft in flight: lift, thrust, gravity, and drag. It explains that for straight and level flight, lift must equal weight and thrust must equal drag. Lift is generated by the wings and overpowers the downward force of gravity. Thrust from the engines overcomes the backward force of drag. These opposing forces must be balanced for steady flight or acceleration. The factors that influence each force, such as wing design, airspeed, and engine power, are also examined.
This document discusses the basics of aerodynamics and the forces acting on aircraft in flight. It covers key concepts like:
1. Aerodynamic forces like lift, weight, thrust and drag that act on aircraft in motion through the air based on Newton's Laws of motion.
2. How the shape of airfoils and wings generate lift using Bernoulli's principle and how control surfaces like ailerons, elevators and rudders allow for rolling, pitching and yawing.
3. The different types of drag forces - induced, parasite and wave drag - and how configuration changes and altitude affect aircraft performance.
The document presents information on the aerodynamics of airplanes. It discusses the four main forces of flight - weight, lift, thrust, and drag. It explains that the motion of the airplane depends on the balance of these forces. It also provides details on how lift is generated, discussing Newton's laws of motion, Bernoulli's principle, air velocity and pressure differences, and how the wing shape contributes to creating lift. The document uses diagrams to illustrate these concepts.
The document presents information on the aerodynamics of airplanes. It discusses the four main forces of flight - weight, lift, thrust, and drag. It explains that the motion of the airplane depends on the balance of these forces. It also provides details on how lift is generated, discussing Newton's laws of motion, Bernoulli's principle, pressure differences, and how the shape of the wing contributes to creating lift. Diagrams are included showing air flow patterns over wings at different angles of attack.
Air pressure is the force exerted by the weight of air above a given point. A barometer is an instrument that measures air pressure, with mercury levels rising and falling based on increases and decreases in pressure. Wind results from differences in air pressure as air moves from high to low pressure areas. Solar radiation ultimately drives wind by unevenly heating the Earth's surface and generating pressure gradients. The Coriolis effect causes deflection of moving objects and winds right in the Northern Hemisphere and left in the Southern Hemisphere due to the Earth's rotation.
Air transportation is the safest form of transport. There are approximately 200,000 flights per day worldwide. The presentation discusses how airplanes fly through aerodynamic forces of thrust, drag, lift, and weight. It explains how jet engines produce thrust to propel planes and how the shape of wings generates lift. Control surfaces like ailerons, elevators, rudders, and flaps help pilots control the aircraft during different phases of flight such as takeoff, cruise, descent, and landing.
Similar to Mod2_Basic principles of flight.pdf (20)
Electric vehicle and photovoltaic advanced roles in enhancing the financial p...IJECEIAES
Climate change's impact on the planet forced the United Nations and governments to promote green energies and electric transportation. The deployments of photovoltaic (PV) and electric vehicle (EV) systems gained stronger momentum due to their numerous advantages over fossil fuel types. The advantages go beyond sustainability to reach financial support and stability. The work in this paper introduces the hybrid system between PV and EV to support industrial and commercial plants. This paper covers the theoretical framework of the proposed hybrid system including the required equation to complete the cost analysis when PV and EV are present. In addition, the proposed design diagram which sets the priorities and requirements of the system is presented. The proposed approach allows setup to advance their power stability, especially during power outages. The presented information supports researchers and plant owners to complete the necessary analysis while promoting the deployment of clean energy. The result of a case study that represents a dairy milk farmer supports the theoretical works and highlights its advanced benefits to existing plants. The short return on investment of the proposed approach supports the paper's novelty approach for the sustainable electrical system. In addition, the proposed system allows for an isolated power setup without the need for a transmission line which enhances the safety of the electrical network
Redefining brain tumor segmentation: a cutting-edge convolutional neural netw...IJECEIAES
Medical image analysis has witnessed significant advancements with deep learning techniques. In the domain of brain tumor segmentation, the ability to
precisely delineate tumor boundaries from magnetic resonance imaging (MRI)
scans holds profound implications for diagnosis. This study presents an ensemble convolutional neural network (CNN) with transfer learning, integrating
the state-of-the-art Deeplabv3+ architecture with the ResNet18 backbone. The
model is rigorously trained and evaluated, exhibiting remarkable performance
metrics, including an impressive global accuracy of 99.286%, a high-class accuracy of 82.191%, a mean intersection over union (IoU) of 79.900%, a weighted
IoU of 98.620%, and a Boundary F1 (BF) score of 83.303%. Notably, a detailed comparative analysis with existing methods showcases the superiority of
our proposed model. These findings underscore the model’s competence in precise brain tumor localization, underscoring its potential to revolutionize medical
image analysis and enhance healthcare outcomes. This research paves the way
for future exploration and optimization of advanced CNN models in medical
imaging, emphasizing addressing false positives and resource efficiency.
A SYSTEMATIC RISK ASSESSMENT APPROACH FOR SECURING THE SMART IRRIGATION SYSTEMSIJNSA Journal
The smart irrigation system represents an innovative approach to optimize water usage in agricultural and landscaping practices. The integration of cutting-edge technologies, including sensors, actuators, and data analysis, empowers this system to provide accurate monitoring and control of irrigation processes by leveraging real-time environmental conditions. The main objective of a smart irrigation system is to optimize water efficiency, minimize expenses, and foster the adoption of sustainable water management methods. This paper conducts a systematic risk assessment by exploring the key components/assets and their functionalities in the smart irrigation system. The crucial role of sensors in gathering data on soil moisture, weather patterns, and plant well-being is emphasized in this system. These sensors enable intelligent decision-making in irrigation scheduling and water distribution, leading to enhanced water efficiency and sustainable water management practices. Actuators enable automated control of irrigation devices, ensuring precise and targeted water delivery to plants. Additionally, the paper addresses the potential threat and vulnerabilities associated with smart irrigation systems. It discusses limitations of the system, such as power constraints and computational capabilities, and calculates the potential security risks. The paper suggests possible risk treatment methods for effective secure system operation. In conclusion, the paper emphasizes the significant benefits of implementing smart irrigation systems, including improved water conservation, increased crop yield, and reduced environmental impact. Additionally, based on the security analysis conducted, the paper recommends the implementation of countermeasures and security approaches to address vulnerabilities and ensure the integrity and reliability of the system. By incorporating these measures, smart irrigation technology can revolutionize water management practices in agriculture, promoting sustainability, resource efficiency, and safeguarding against potential security threats.
Harnessing WebAssembly for Real-time Stateless Streaming PipelinesChristina Lin
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Comparative analysis between traditional aquaponics and reconstructed aquapon...bijceesjournal
The aquaponic system of planting is a method that does not require soil usage. It is a method that only needs water, fish, lava rocks (a substitute for soil), and plants. Aquaponic systems are sustainable and environmentally friendly. Its use not only helps to plant in small spaces but also helps reduce artificial chemical use and minimizes excess water use, as aquaponics consumes 90% less water than soil-based gardening. The study applied a descriptive and experimental design to assess and compare conventional and reconstructed aquaponic methods for reproducing tomatoes. The researchers created an observation checklist to determine the significant factors of the study. The study aims to determine the significant difference between traditional aquaponics and reconstructed aquaponics systems propagating tomatoes in terms of height, weight, girth, and number of fruits. The reconstructed aquaponics system’s higher growth yield results in a much more nourished crop than the traditional aquaponics system. It is superior in its number of fruits, height, weight, and girth measurement. Moreover, the reconstructed aquaponics system is proven to eliminate all the hindrances present in the traditional aquaponics system, which are overcrowding of fish, algae growth, pest problems, contaminated water, and dead fish.
DEEP LEARNING FOR SMART GRID INTRUSION DETECTION: A HYBRID CNN-LSTM-BASED MODELgerogepatton
As digital technology becomes more deeply embedded in power systems, protecting the communication
networks of Smart Grids (SG) has emerged as a critical concern. Distributed Network Protocol 3 (DNP3)
represents a multi-tiered application layer protocol extensively utilized in Supervisory Control and Data
Acquisition (SCADA)-based smart grids to facilitate real-time data gathering and control functionalities.
Robust Intrusion Detection Systems (IDS) are necessary for early threat detection and mitigation because
of the interconnection of these networks, which makes them vulnerable to a variety of cyberattacks. To
solve this issue, this paper develops a hybrid Deep Learning (DL) model specifically designed for intrusion
detection in smart grids. The proposed approach is a combination of the Convolutional Neural Network
(CNN) and the Long-Short-Term Memory algorithms (LSTM). We employed a recent intrusion detection
dataset (DNP3), which focuses on unauthorized commands and Denial of Service (DoS) cyberattacks, to
train and test our model. The results of our experiments show that our CNN-LSTM method is much better
at finding smart grid intrusions than other deep learning algorithms used for classification. In addition,
our proposed approach improves accuracy, precision, recall, and F1 score, achieving a high detection
accuracy rate of 99.50%.
Literature Review Basics and Understanding Reference Management.pptxDr Ramhari Poudyal
Three-day training on academic research focuses on analytical tools at United Technical College, supported by the University Grant Commission, Nepal. 24-26 May 2024
Using recycled concrete aggregates (RCA) for pavements is crucial to achieving sustainability. Implementing RCA for new pavement can minimize carbon footprint, conserve natural resources, reduce harmful emissions, and lower life cycle costs. Compared to natural aggregate (NA), RCA pavement has fewer comprehensive studies and sustainability assessments.
TIME DIVISION MULTIPLEXING TECHNIQUE FOR COMMUNICATION SYSTEMHODECEDSIET
Time Division Multiplexing (TDM) is a method of transmitting multiple signals over a single communication channel by dividing the signal into many segments, each having a very short duration of time. These time slots are then allocated to different data streams, allowing multiple signals to share the same transmission medium efficiently. TDM is widely used in telecommunications and data communication systems.
### How TDM Works
1. **Time Slots Allocation**: The core principle of TDM is to assign distinct time slots to each signal. During each time slot, the respective signal is transmitted, and then the process repeats cyclically. For example, if there are four signals to be transmitted, the TDM cycle will divide time into four slots, each assigned to one signal.
2. **Synchronization**: Synchronization is crucial in TDM systems to ensure that the signals are correctly aligned with their respective time slots. Both the transmitter and receiver must be synchronized to avoid any overlap or loss of data. This synchronization is typically maintained by a clock signal that ensures time slots are accurately aligned.
3. **Frame Structure**: TDM data is organized into frames, where each frame consists of a set of time slots. Each frame is repeated at regular intervals, ensuring continuous transmission of data streams. The frame structure helps in managing the data streams and maintaining the synchronization between the transmitter and receiver.
4. **Multiplexer and Demultiplexer**: At the transmitting end, a multiplexer combines multiple input signals into a single composite signal by assigning each signal to a specific time slot. At the receiving end, a demultiplexer separates the composite signal back into individual signals based on their respective time slots.
### Types of TDM
1. **Synchronous TDM**: In synchronous TDM, time slots are pre-assigned to each signal, regardless of whether the signal has data to transmit or not. This can lead to inefficiencies if some time slots remain empty due to the absence of data.
2. **Asynchronous TDM (or Statistical TDM)**: Asynchronous TDM addresses the inefficiencies of synchronous TDM by allocating time slots dynamically based on the presence of data. Time slots are assigned only when there is data to transmit, which optimizes the use of the communication channel.
### Applications of TDM
- **Telecommunications**: TDM is extensively used in telecommunication systems, such as in T1 and E1 lines, where multiple telephone calls are transmitted over a single line by assigning each call to a specific time slot.
- **Digital Audio and Video Broadcasting**: TDM is used in broadcasting systems to transmit multiple audio or video streams over a single channel, ensuring efficient use of bandwidth.
- **Computer Networks**: TDM is used in network protocols and systems to manage the transmission of data from multiple sources over a single network medium.
### Advantages of TDM
- **Efficient Use of Bandwidth**: TDM all
Optimizing Gradle Builds - Gradle DPE Tour Berlin 2024Sinan KOZAK
Sinan from the Delivery Hero mobile infrastructure engineering team shares a deep dive into performance acceleration with Gradle build cache optimizations. Sinan shares their journey into solving complex build-cache problems that affect Gradle builds. By understanding the challenges and solutions found in our journey, we aim to demonstrate the possibilities for faster builds. The case study reveals how overlapping outputs and cache misconfigurations led to significant increases in build times, especially as the project scaled up with numerous modules using Paparazzi tests. The journey from diagnosing to defeating cache issues offers invaluable lessons on maintaining cache integrity without sacrificing functionality.
CHINA’S GEO-ECONOMIC OUTREACH IN CENTRAL ASIAN COUNTRIES AND FUTURE PROSPECTjpsjournal1
The rivalry between prominent international actors for dominance over Central Asia's hydrocarbon
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2. SIGNIFICANCE OF SPEED OF SOUND
Speed of sound
• The speed of sound in air depends only on the temperature of the air.
• As the air temperature in the atmosphere falls with height, the speed of sound
is reduced with height.
• The exact relationship between the speed of sound and temperature being
given by:
Speed of sound, a = { EMBED Equation.3 } m/s
= { EMBED Equation.3 } knots
where T is the absolute temperature of the atmosphere in K.
4. Mach number
The Mach Number (M) refers to the speed at which an aircraft is traveling in relation to the
speed of sound.
Thus a Mach Number of 0.5 means that the aircraft is traveling at half the speed of sound.
Both the speed of the aircraft and the speed of sound are true speeds.
Realms of Flight
The aerodynamic characteristics with which we must contend as we study the theory of
flight can be divided into three basic realms, or regimes, all based on Mach numbers.
(i) Subsonic flight:
Flight below Mach 0.75 is called subsonic flight, and in this speed range all of the
airflow is subsonic.
(ii) Transonic flight:
The most difficult realm of flight is that between Mach 0.75 and 1.20, because at
this speed some of the airflow is subsonic, while other flow is supersonic.
At these speeds, shock waves form and move around.
(iii) Supersonic flight:
Flight above Mach 1.20 is smooth and efficient, since all of the airflow is
supersonic and the shock and expansion waves are attached and are stationary.
5. Importance of Speed of Sound
Sound is a pressure disturbance in the air, transmitted through the air by a
wave motion.
Any object which moves through the air causes a disturbance, which spreads
outwards in the form of pressure waves.
If the object moves slowly (subsonically) the pressure waves advance ahead
of the object and are able to affect the air, causing it to prepare for the arrival
of the object.
If the object moves supersonically pressure waves cannot travel faster and do
not move ahead of the object and cannot affect the airflow.
6.
7. Compressibility Effects
This is another aspect that bears importance of speed of sound.
At subsonic air flows through a restricted tube, the velocity will increase as the tube converges
and will decrease as it diverges.
At supersonic velocities of the air flowing through the restricted tube, things are quite different, it
slows down and is compressed.
8. Critical Mach Number
Consider a symmetrical airfoil shape moving through the air at a small positive
angle of attack at a high subsonic speed, say M = 0.8.
As air flows over the top surface its speed first increases and then decreases again.
The maximum speed rises very close to sonic speed. If the aircraft speed rises
slightly the maximum speed over the wing will reach sonic speed (M = 1.0).
When the maximum speed first reaches M = 1.0 the aircraft Mach Number at that
point is called the Critical Mach Number.
9. SHOCK WAVE FORMATION AND DEVELOPMENT
What is a Shock Wave?
A shook wave is a very thin region in which there is a sudden decrease of
velocity and increases in the pressure, temperature and density of the air
passing through it.
All the points on the surface of a wing produce pressure waves.
If the airflow is subsonic, these pressure waves can all move away- ahead of the
wing, but when the critical Mach Number is reached and the speed becomes
sonic speed at some point on the wing, pressure waves move forward only as
far as this point and then “pick-up” to form a Shock Wave.
If the speed is increased further the shock wave starts to move towards the
trailing edge as the supersonic area above the wing grows larger. Another shock
wave will form below the wing and will also move towards the trailing edge.
10. BERNOULLI'S THEOREM
• Daniel Bernoulli, an eighteenth-century Swiss scientist, discovered that as
the velocity of a fluid increases, its pressure decreases.
• How and why does this work, and what does it have to do with aircraft in
flight?
• Bernoulli's principle can be seen most easily through the use of a venturi
tube
• The venturi will be discussed again in the unit on propulsion systems, since a
venturi is an extremely important part of a carburetor.
• A venturi tube is simply a tube which is narrower in the middle than it is at
the ends. When the fluid passing through the tube reaches the narrow part, it
speeds up. According to Bernoulli's principle, it then should exert less
pressure.
11. APPLICATION
• Bernoulli's principle states that within a steady airflow of constant energy,
when the air flows through a region of lower pressure it speeds up and vice
versa.
• Thus, there is a direct mathematical relationship between the pressure and the
speed, so if one knows the speed at all points within the airflow one can
calculate the pressure, and vice versa.
• For any airfoil generating lift, there must be a pressure imbalance, i.e. lower
average air pressure on the top than on the bottom.
• Bernoulli's principle states that this pressure difference must be
accompanied by a speed difference
12. • The streamlines divide the flow around the airfoil into stream tubes as
depicted by the spaces between the streamlines.
• By definition, fluid never crosses a streamline in a steady flow.
• Assuming that the air is incompressible, the rate of volume flow (e.g. liters
or gallons per minute) must be constant within each stream tube since matter
is not created or destroyed.
• If a stream tube becomes narrower, the flow speed must increase in the
narrower region to maintain the constant flow rate. This is an application of
the principle of conservation of mass
14. PRESSURE FORCE
• Pressure is the normal force per unit area exerted by the air on itself and on
surfaces that it touches.
• The lift force is transmitted through the pressure, which acts perpendicular
to the surface of the airfoil.
• The air maintains physical contact at all points.
• Thus, the net force manifests itself as pressure differences
• The direction of the net force implies that the average pressure on the upper
surface of the airfoil is lower than the average pressure on the underside.
• These pressure differences arise in conjunction with the curved air flow.
• Whenever a fluid follows a curved path, there is a pressure gradient
perpendicular to the flow direction with higher pressure on the outside of the
curve and lower pressure on the inside
15. AIRFOIL
The lift force depends on the shape of the airfoil, especially the amount of camber
curvature such that the upper surface is more convex than the lower surface,
Increasing the camber generally increases lift.
Cambered airfoils will generate lift at zero angle of attack.
When the chord line is horizontal, the trailing edge has a downward direction and
since the air follows the trailing edge it is deflected downward.
When a cambered airfoil is upside down, the angle of attack can be adjusted so that
the lift force is upwards.
This explains how a plane can fly upside down.
The wings of birds and most subsonic aircraft have spans much larger than their
chords.
Most of the discussion in this article concentrates on two-dimensional airfoil flow.
However, the flow around a three-dimensional wing involves significant additional
issues, and these are discussed below under Lift of three dimensional wings.
For a wing of low aspect ratio, such as a delta wing two-dimensional airfoil flow is
not relevant, and three-dimensional flow effects dominate.
16. AIRFOIL AND LIFT
• The airfoil shape and angle of attack work together so that the airfoil exerts a downward force on
the air as it flows past.
• According to Newton's third law, the air must then exert an equal and opposite (upward) force on
the airfoil, which is the lift.
• The force is exerted by the air as a pressure difference on the airfoil's surfaces
• Pressure in a fluid is always positive in an absolute sense, so that pressure must always be
thought of as pushing, and never as pulling.
• The pressure thus pushes inward on the airfoil everywhere on both the upper and lower
surfaces.
• The flowing air reacts to the presence of the wing by reducing the pressure on the wing's upper
surface and increasing the pressure on the lower surface.
• The pressure on the lower surface pushes up harder than the reduced pressure on the upper
surface pushes down, and the net result is upward lift.[54]
• The pressure difference that exerts lift acts directly on the airfoil surfaces.
17.
18.
19. AIRCRAFT FORCES AND LIFT
Aircraft are kept in the air by the forward thrust of the wings or aerofoils,
through the air.
The thrust driving the wing forward is provided by an external source, in this case
by propellers or jet engines.
The result of the movement of the wing through stationary air is a lift force
perpendicular to the motion of the wing, which is greater than the downwards
gravitational force on the wing and so keeps the aircraft airborne.
The lift is accompanied by drag which represents the air resistance against the
wing as it forces its way through the air.
The drag is dependent on the effective area of the wing facing directly into the
airflow as well as the shape of the aerofoil.
The magnitudes of the lift and drag are dependent on the angle of attack between
the direction of the motion of the wing through the air and the chord line of the
wing.
21. ANGLE OF ATTACK
For an aircraft wing, it is the angle between the direction of motion of the
wing and the chord line of the wing.
At very low angles of attack, the airflow over the aerofoil is essentially
smooth and laminar with perhaps a small amount of turbulence occuring at
the trailing edge of the aerofoil.
The point at which laminar flow ceases and turbulence begins is known as
the separation point.
Increasing the angle of attack increases the area of the aerofoil facing
directly into the wind.
22. CONTD..
This increases the lift but it also moves the separation point of laminar flow
of the air above the aerofoil part way up towards the leading edge and the
result of the increased turbulent flow above the aerofoil is an increase in the
drag.
Maximum lift typically occurs when the angle of attack is around 15 degrees
but this could be higher for specially designed aerofoils.
Above 15 degrees, the separation point moves right up to the leading edge of
the aerofoil and laminar flow above the aerofoil is destroyed.
The increased turbulence causes the rapid deterioration of the lift force while
at the same time it dramatically increases the drag, resulting in a stall.
25. AERODYNAMIC DRAG COMPONENTS
Drag is the force experienced by an object representing the resistance to its
movement through a fluid.
Sometimes called wind resistance or fluid resistance, it acts in the opposite
direction to the relative motion between the object and the fluid.
The example opposite shows the aerodynamic drag forces experienced by an
aerofoil or aircraft wing moving through the air with constant angle of attack
as the air speed is increased..
26. Induced Drag –
Due to the vortices and turbulence resulting from the turning of the air flow and the
downwash associated with the generation of lift.
Increases with the angle of attack.
Inversely proportional to the square of the air speed.
Decreases as aircraft speed increases and the angle of attack is reduced.
Induced drag associated with the high angle of attack needed to maintain the lift is
dominant at low air speeds.
Form Drag or Pressure Drag –
Due to the size and shape of the aerofoil. Increases with the square of air speed.
Streamlined shapes designed to reduce form drag.
27. Friction Drag –
Arises from the friction of the air against the "skin" of the aerofoil moving
through it. Increases with the surface area of the aerofoil and the square of
air speed.
Profile Drag or Viscous Drag-
The sum of Friction Drag and the Form Drag.
28. Wave Drag –
Due to the presence of shock waves occurring on the blade tips of aircraft and
projectiles. Associated with passing the sound barrier it is a sudden and dramatic
increase in drag which only comes into play as the vehicle increases speed through
transonic and supersonic speeds. Independent of viscous effects.
Parasitic Drag or Interference Drag –
Incurred by the non-liftting parts of the aircraft such as the wheels, fuselage, tail fins,
engines, handles and rivets. Increases with the square of air speed.
Parasitic drag becomes dominant at higher air speeds.
31. CENTER OF PRESSURE
The center of pressure is the point where the total sum of a pressure field acts on
a body, causing a force to act through that point.
The total force vector acting at the center of pressure is the value of the integrated
vector pressure field.
The resultant force and center of pressure location produce equivalent force and
moment on the body as the original pressure field.
Pressure fields occur in both static and dynamic fluid mechanics.
Specification of the center of pressure, the reference point from which the center
of pressure is referenced, and the associated force vector allows the moment
generated about any point to be computed by a translation from the reference
point to the desired new point.
It is common for the center of pressure to be located on the body, but in fluid
flows it is possible for the pressure field to exert a moment on the body of such
magnitude that the center of pressure is located outside the body.
32. AERODYNAMIC CENTER
The aerodynamic center is the point on the airfoil where the incremental lift
(due to change in Angle of Attack) will act.
And, since the lift force generated due to change of angle of attack passes
through this point, the moment generated about this point will be zero.
The concept of the aerodynamic center is important in aerodynamics.
It is fundamental in the science of stability of aircraft in flight.
For symmetric airfoils in subsonic flight the aerodynamic center is located
approximately 25% of the chord from the leading edge of the airfoil.
This point is described as the quarter-chord point. This result also holds true
for 'thin-airfoils For non-symmetric (cambered) airfoils the quarter-chord is
only an approximation for the aerodynamic center.
33. The aspect ratio of a geometric shape is the ratio of its sizes in different dimensions. For
example, the aspect ratio of a rectangle is the ratio of its longer side to its shorter side –
the ratio of width to height, when the rectangle is oriented as a "landscape".
In aerodynamics it is defined as ratio of square of wing span to the area of the wing
34. LIFT OVER 3 D WING
For wings of moderate-to-high aspect ratio the flow at any station along the span except close
to the tips behaves much like flow around a two-dimensional airfoil,
and most explanations of lift, like those above, concentrate on two-dimensional flow. However,
even for wings of high aspect ratio,
the three-dimensional effects associated with finite span are significant across the whole span,
not just close to the tips.
The lift tends to decrease in the span wise direction from root to tip, and the pressure
distributions around the airfoil sections change accordingly in the spanwise direction.
Pressure distributions in planes perpendicular to the flight direction tend to look like the
illustration at right.
This spanwise-varying pressure distribution is sustained by a mutual interaction with the
velocity field.
Flow below the wing is accelerated outboard, flow outboard of the tips is accelerated upward,
and flow above the wing is accelerated inboard, which results in the flow pattern illustrated at
right.[95]
35. There is more downward turning of the flow than there would be in a two-
dimensional flow with the same airfoil shape and sectional lift, and a higher
sectional angle of attack is required to achieve the same lift compared to a two-
dimensional flow.
The wing is effectively flying in a downdraft of its own making, as if the free
stream flow were tilted downward, with the result that the total aerodynamic
force vector is tilted backward slightly compared to what it would be in two
dimensions.
The additional backward component of the force vector is called lift-induced drag
Euler computation of a tip vortex rolling up from the trailed vorticity sheet.
36. The difference in the spanwise component of velocity above and below the wing
(between being in the inboard direction above and in the outboard direction
below) persists at the trailing edge and into the wake downstream.
After the flow leaves the trailing edge, this difference in velocity takes place
across a relatively thin shear layer called a vortex sheet.
As the vortex sheet is convected downstream from the trailing edge, it rolls up at
its outer edges, eventually forming distinct wingtip vortices.
The combination of the wingtip vortices and the vortex sheets feeding them is
called the vortex wake.
Planview of a wing showing the horseshoe vortex system.