{"id":15213,"date":"2016-12-07T17:05:51","date_gmt":"2016-12-07T16:05:51","guid":{"rendered":"https:\/\/elspeedo.cz\/3-1-princip-letu\/"},"modified":"2016-12-09T21:57:40","modified_gmt":"2016-12-09T20:57:40","slug":"3-1-princip-letu","status":"publish","type":"post","link":"https:\/\/elspeedo.cz\/pl\/3-1-princip-letu\/","title":{"rendered":"3.1. Zasady lotu"},"content":{"rendered":"
[vc_row][vc_column width=”1\/2″][vc_single_image image=”15215″ img_size=”full” alignment=”center” style=”vc_box_rounded”][\/vc_column][vc_column width=”1\/2″ css=”.vc_custom_1481123032091{padding-top: 20px !important;}”][vc_column_text]\n

Prawo Bernoulli-ego<\/strong><\/p>\n

W wi\u0119kszym przekr\u00f3ju pr\u0119dko\u015bc pr\u0105du jest niska, a ci\u015bnienie wysokie, natomiast w mniejszym przekr\u00f3ju pr\u0119dko\u015b\u0107 pr\u0105du ro\u015bnie, a ci\u015bnienie maleje.<\/p>\n

Owej formu\u0142y mo\u017cemy u\u017cy\u0107 te\u017c do opisu op\u0142ywu profilu lotniczego.[\/vc_column_text][\/vc_column][\/vc_row][vc_row][vc_column css=”.vc_custom_1481132072402{padding-top: 40px !important;}”][vc_separator el_width=”80″ el_class=”basic-separator” css=”.vc_custom_1481123970806{padding-top: 40px !important;padding-bottom: 40px !important;}”][\/vc_column][vc_column width=”1\/2″][vc_single_image image=”15220″ img_size=”full” alignment=”center” style=”vc_box_rounded”][\/vc_column][vc_column width=”1\/2″ css=”.vc_custom_1481123032091{padding-top: 20px !important;}”][vc_column_text]\n

Powstanie si\u0142y no\u015bnej<\/strong><\/p>\n

Zasadniczy wp\u0142yw na powstanie si\u0142y no\u015bnej na czaszy paralotni ma pr\u0119dko\u015b\u0107 op\u0142ywu powietrza. Ty\u0142ko op\u0142yw dostateczn\u0105 pr\u0119dko\u015bci\u0105 zapewni si\u0142\u0119 no\u015bn\u0105, kt\u00f3ra jest potrzebna do startu i lotu paralotni.<\/p>\n

Ci\u015bnienie na profilu lotniczym powstaje na podstawie dzia\u0142ania:<\/p>\n

Pc (ci\u015bnienie ca\u0142kowite) = Ps (ci\u015bnienie statyczne) + Pd (ci\u015bnienie dynamiczne)<\/strong><\/p>\n

Pc jest sta\u0142\u0105. Kiedy skrzyd\u0142o nie przemieszcza si\u0119 wzg\u0142\u0119dem powietrza, odpowiada ci\u015bnieniu statycznemu (atmosferycznemu), to znaczy, ci\u015bnienie dynamiczne jest r\u00f3wne zeru. Kiedy skrzyd\u0142o zaczyna by\u0107 op\u0142ywane pr\u0105dem powietrza, to w miejscu przyspieszenia op\u0142ywu (na rysunku widoczne jest zbli\u017cenie si\u0119 strug powietrza, wyznaczonych czerwonymi kreskami) ci\u015bnienie dynamiczne ro\u015bnie, co powoduje zmniejszenie ci\u015bnienia statycznego o t\u0119 sam\u0105 i\u0142o\u015b\u0107. Zwi\u0119kszenie ci\u015bnienia dynamicznego odpowiada zwi\u0119kszeniu pr\u0119dko\u015bci op\u0142ywu.<\/p>\n

Dlatego dzi\u0119ki op\u0142ywowi profilu na jego g\u00f3rnej stronie powstanie podci\u015bnienie a na stronie dolnej \u2013 nadci\u015bnienie. W ten spos\u00f3b skrzyd\u0142o zostaje uniesione do g\u00f3ry i na profilu powstaje si\u0142a no\u015bna.<\/p>\n[\/vc_column_text][\/vc_column][\/vc_row][vc_row][vc_column css=”.vc_custom_1481132079588{padding-top: 40px !important;}”][vc_separator el_width=”80″ el_class=”basic-separator” css=”.vc_custom_1481123970806{padding-top: 40px !important;padding-bottom: 40px !important;}”][\/vc_column][vc_column width=”1\/2″][vc_single_image image=”15221″ img_size=”full” alignment=”center” style=”vc_box_rounded”][\/vc_column][vc_column width=”1\/2″ css=”.vc_custom_1481123032091{padding-top: 20px !important;}”][vc_column_text]\n

Warstwa przy\u015bcienna<\/strong><\/p>\n

Na samym pocz\u0105tku nale\u017cy powiedzie\u0107, \u017ce si\u0142a no\u015bna nie powstaje na samym profilu, lecz dopiero na warstwie przy\u015bciennej. Jest to cz\u0119\u015b\u0107 obszaru przep\u0142ywu bezpo\u015brednio s\u0105siaduj\u0105ca z powierchni\u0105 op\u0142ywanego cia\u0142a. Pr\u0119dko\u015b\u0107 op\u0142ywu bry\u0142y jest przy samej powierzchni bry\u0142y prawie zerowa i ro\u015bnie wraz z odleg\u0142o\u015bci\u0105 od powierzchni.<\/p>\n

Warstwa przyscienna mo\u017ce by\u0107 laminarna lub turbulentna.<\/p>\n

Warstwa przy\u015bcienna laminarna jest cienka, znaczy \u017ce jej op\u00f3r powodowany kszta\u0142tem jest niski, a wi\u0119kszy jest op\u00f3r powodowany tarciem.<\/p>\n

Warstwa przyscienna turbulentna jest stosunkowo grubsza, tzn. \u017ce op\u00f3r powodowany kszta\u0142tem jest wi\u0119kszy, a op\u00f3r powodowany tarciem jest mniejszy.<\/p>\n

Na skrzyd\u0142ach samolot\u00f3w warstwa przy\u015bcienna zwykle p\u0142ynnie przechodzi z laminarnej do turbulentnej przy kraw\u0119dzi natarcia. Samoloty przystosowane do wysokich pr\u0119dko\u015bci lub szybowce wyczynowe maj\u0105 zwykle laminarn\u0105 warstw\u0119 przy\u015bcienn\u0105 do odleg\u0142o\u015bci powy\u017cej 50% ci\u0119ciwy. Paralotnie maj\u0105 warstw\u0119 przy\u015bcienn\u0105 turbulentn\u0105 prawie od samej kraw\u0119dzi natarcia. Kszta\u0142t profilu wybiera konstruktor wed\u0142ug tego, z jak\u0105 pr\u0119dko\u015bci\u0105 wzgl\u0119dem rodzaju warstwy przy\u015bciennej samolot b\u0119dzie si\u0119 porusza\u0142.<\/p>\n[\/vc_column_text][\/vc_column][\/vc_row][vc_row][vc_column css=”.vc_custom_1481132017154{padding-top: 40px !important;}”][vc_separator el_width=”80″ el_class=”basic-separator” css=”.vc_custom_1481123970806{padding-top: 40px !important;padding-bottom: 40px !important;}”][\/vc_column][vc_column width=”1\/2″][vc_single_image image=”15216″ img_size=”full” alignment=”center” style=”vc_box_rounded”][\/vc_column][vc_column width=”1\/2″ css=”.vc_custom_1481123032091{padding-top: 20px !important;}”][vc_column_text]\n

Si\u0142a no\u015bna jest generowane w warstwie przy\u015bciennej.<\/strong><\/p>\n

Ruchy pilota maj\u0105 wp\u0142yw na grubo\u015b\u0107 warstwy przy\u015bciennej. Dlatego biegn\u0105c staramy si\u0119 nepodskakiwa\u0107 i nieszarpac za ster\u00f3wki, tym samym obni\u017caj\u0105c jako\u015b\u0107 warstwy przy\u015bciennej.<\/p>\n[\/vc_column_text][\/vc_column][\/vc_row][vc_row][vc_column css=”.vc_custom_1481132086712{padding-top: 40px !important;}”][vc_separator el_width=”80″ el_class=”basic-separator” css=”.vc_custom_1481123970806{padding-top: 40px !important;padding-bottom: 40px !important;}”][\/vc_column][vc_column width=”1\/2″][vc_single_image image=”14633″ img_size=”full” alignment=”center” style=”vc_box_rounded”][\/vc_column][vc_column width=”1\/2″ css=”.vc_custom_1481123032091{padding-top: 20px !important;}”][vc_column_text]\n

Roz\u0142o\u017cenie si\u0142y no\u015bnej na czaszy paralotni<\/strong><\/p>\n

Si\u0142a no\u015bna powstaje z powodu wyst\u0119powania r\u00f3\u017cnych pr\u0119dko\u015bci pr\u0105du powietrza nad- i pod profilem i skutkuje prostopad\u0142e do kierunku powietrza nacieraj\u0105cego na profil.<\/p>\n[\/vc_column_text][\/vc_column][\/vc_row]\n<\/div>","protected":false},"excerpt":{"rendered":"

[vc_row][vc_column width=”1\/2″][vc_single_image image=”15215″ img_size=”full” alignment=”center” style=”vc_box_rounded”][\/vc_column][vc_column width=”1\/2″ css=”.vc_custom_1481123032091{padding-top: 20px !important;}”][vc_column_text] Prawo Bernoulli-ego W wi\u0119kszym przekr\u00f3ju pr\u0119dko\u015bc pr\u0105du jest niska, a ci\u015bnienie wysokie, natomiast w mniejszym przekr\u00f3ju pr\u0119dko\u015b\u0107 pr\u0105du ro\u015bnie, a ci\u015bnienie maleje. Owej formu\u0142y mo\u017cemy u\u017cy\u0107 te\u017c do opisu op\u0142ywu profilu lotniczego.[\/vc_column_text][\/vc_column][\/vc_row][vc_row][vc_column css=”.vc_custom_1481132072402{padding-top: 40px !important;}”][vc_separator el_width=”80″ el_class=”basic-separator” css=”.vc_custom_1481123970806{padding-top: 40px !important;padding-bottom: 40px !important;}”][\/vc_column][vc_column width=”1\/2″][vc_single_image image=”15220″ img_size=”full” […]<\/p>\n","protected":false},"author":7,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_tribe_blocks_recurrence_rules":"","_tribe_blocks_recurrence_exclusions":"","_tribe_blocks_recurrence_description":"","footnotes":""},"categories":[],"tags":[],"class_list":["post-15213","post","type-post","status-publish","format-standard","hentry"],"yoast_head":"\n3.1. 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