Ray H said:
Are you saying you would like to make a quick $300?
I'll bet any plane (single , multi, jet engines) that is capable of flight will take off from a conveyour just the same as it would take off from a standard runway. the conveyour or treadmill will have no effect on the plane taking off.
I'm saying keep your money. As well I'm agreeing with the fact of: No travel, no air speed = no lift on the wings. I'm not sure if you had enough propellers
on a wing... If it would create the
air speed over the wing to give it lift at high engine speed. and the bigger the prop the more air it would move - Just as with the OSPREY image I posted. But they can obviously angle the wings / propellers.
if it is a center (nose tip) single prop plane or a jet. (not creating wind over its own wings. And if treadmill speed equals aircraft speed (vehicle is standing still) it will not leave the tread mill. -thrust = forward movement = air creates lift on wings = lifting the airplane.
Lift and Drag
A wing must be at a high enough Angle Of Attack (AOA) to deflect the air downward and produce the desired lift. The pilot uses the elevators to change the angle of attack until the wings produce the lift necessary for the desired maneuver.
Other factors are involved in the production of lift besides the AOA. These factors are relative wind velocity (airspeed) and air density (temperature and altitude). Changing the size or shape of the wing (lowering the flaps) will also change the production of lift. Airspeed is absolutely necessary to produce lift. If there is no airflow past the wing, no air can be diverted downward. At low airspeed, the wing must fly at a high AOA to divert enough air downward to produce adequate lift. As airspeed increases, the wing can fly at lower AOAs to produce the needed lift. This is why airplanes flying relatively slow must be nose high (like an airliner just before landing or just as it takes off) but at high airspeeds fly with the fuselage fairly level. The key is that the wings don't have to divert fast moving air down nearly as much as they do to slow moving air.
As an airplane in flight slows down, it must continually increase its pitch attitude and AOA to produce the lift necessary to sustain level flight. At high AOAs, the top of the wing diverts the air through a much larger angle than at low AOAs. As the AOA increases, a point will be reached where the air simply cannot "take" the upper curve over the entire distance of the top of the wing, and it starts to separate. When this point is reached, the wing is not far from stalling. The airflow unsticks further up the wing as the AOA increases. The top of the wing still contributes to the production of lift, but not along its entire curve.
As the airspeed slows or as the angle of attack, or both, is increased further, the point is reached where, because of this separation, an increase in the AOA results in a
loss of lift instead of an increase in lift. Thus, the wing no longer produces sufficient lift and the airplane that the wing is supporting accelerates downward. This is the stall.
Air density also contributes to the wing's ability to produce lift. This is manifested primarily in an increase in altitude, which decreases air density. As the density decreases, the wing must push a greater volume of air downward by flying faster or push it down harder by increasing the angle of attack. This is why aircraft that fly very high must either go very fast like the SR-71, capable of flying Mach 3 (three times the speed of sound), or must have a very large wing for its weight, like the U-2.
