Gas and other things may be used in terms of heat and cold i.e. thermal conductivity and high and low . Stored in the form and removed out like a injection by pump.
The rocket aerodynamic configuration does not change as fuel is burned so the CP stays the same, but the rocket's CG does change. For a rocket using a solid fuel rocket motor, the CG generally shifts forward as the rocket motor gets lighter. This tends to increase the stability since the CG moves farther away from the CP. As the air thins as the rocket ascends the fin lift tends to decrease and the rocket becomes less stable.
5 minutes was enough to determine that this is not worth any more of my time. He doesn't realise that a wing does not operate in a tube. Or that his acknowledged concern about the incompressibility of air is indeed a show stopper. Conservation of mass in a tube has absolutely nothing to do with the generation of lift.
This is a terrible take. The first 5 minutes are spent demonstrating that people's knowledge isn't flawed, but rather air can act in different ways in different circumstances. He caps it off by stating that in open circumstances pressure and velocity can adjust to allow density to remain constant, therefore incompressible. Conservation of mass absolutely is applicable to lift generation, as an airfoil relies on it to generate differential velocities and therefore pressures on the upper and lower surfaces, which is the basic principle behind lift generation. I'd genuinely recommend taking another watch, this video is significantly better at explaining the principle, supported by experimentation, than any of my previous education.
@@Polypythat You do yourself no favours by being an apologist for this nonsense. Conservation of mass in an ideal fluid, (incompressible, inviscid etc.) led Bernoulli to his now famous but poorly interpreted principle. Bernoulli's principle states that in a moving fluid, (and he only worked with water) a change in flow rate is always associated with a pressure change. What the principle doesn't say is that a change in pressure in air (the highly compressible form of a fluid) is always associated with a change in flow rate. A change in pressure in air can be associated with a change in flow rate, but a change in pressure in air can also be associated with a change in volume (by evacuation or compression) or a change in temperature. It's a case of A always results in B but B is not always associated with A. All dogs are animals, but not all animals are dogs. A change of pressure in air does not have to be associated with momentum, velocity or acceleration: think about your tyre pump. Think about heating a container.
Best teacher I ever saw on YT! Few resources and tangible explanation makes invaluable information transfer to everyone! Thank you so much for sharing!
By the way, thank you. Just a thought though, would it not make sense to take away weight to enforce the center of gravity instead of adding? That would help for speed.
I am a distant relative of the Lee family from the same area. Most of my family on that side lost their lives in Coal mines. I have fought, starved, and survived that life to work in the aerospace and military supply area. I was on the Trident missile program and Raytheon missiles. A late starter at age 32, I am a living example you never give up and fight until your last breath. I am now with a a break-off company from Raytheons best inventors to help with innovation and new future ideas. We are part of our ancestors and though we improve on those characteristics, we should still be thankful for the sacrifice they made.
So, build your rocket, with everything that you want it to fly with and in the approximate location of where you want your items to be. Then "teeter-totter"(highly scientific) static balance it on the table, and mark that spot. Take your string and tie it to that balance point, and give it a swing. If it swings straight into the airflow,,your getting closer to flight. Once that's set,, start moving the string back(twoards the fins) until the model goes unstable to see where the CP is to make sure you have the body tube diameter margin away from the CG. Yes??.
What effect do the walls of the tunnel have on tests like these? I recall that the NACA* guys had some way to compensate when testing airfoils, but I don't know what it was. *Before NASA. Lots of great info dug up by them.
Just look how the post starts wobbling when the string is pulled in. Angular momentum is clearly transferred from the ball to the setup. Conservation of angular momentum is only conserved in an isolated system.
This will depend on the materials you use (as well as how you connect your members together). A given material will have a tension member capacity and a compression member capacity -- these known values tell you how much force, in tension or compression respectively, a member can sustain before failure.
One body diameter is the go to number for Stattic Margin, but why one diameter? I understand the math, I'm quite certain a Static Margin of .2 would be unstable. But why was 1 diameter chosen?
This is so dumb. First of all, the axle needs to be stiff, not a ridiculous wobbly piece of wood that changes all the physics. We don't see any actual measurement being made. You are simply using the argument of authority, which is just pseudo-science. Here is a real experiment done with actual measurements directly visible on the video: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-abuPJesWQRY.html
