Aerospace Hydraulic System Description.

The Axial Piston, Electrically Depressurized, Pressure Controlled, Variable

Displacement Hydraulic Pump Assemblies, Models PV3--240--10, PV3--240--10A,

PV3--240--10C, and PV3--240--10D are engine--driven, inline, pressure--compensated

type units. When employed in an hydraulic system, the pumps provide a low--pulsating

flow of fluid in varying volume and within a predetermined pressure range. The pumps

are capable of operating in either a normal operating pressure range or in a depressurized

range, depending on system demands (see Fig. 1).

The pumps consist of several major components which are enclosed within a mounting

flange, housing adapter block, and valve block and control subassembly.

Mounting flange (1, Fig. 2), located at the coupling shaft end of the pump, is an aluminum

alloy machined casting. Its function is to provide attachment of the pump to the aircraft

engine accessory drive pad. A portion of the hydraulic seal between pump and aircraft

engine is provided by a seal mating ring (2) and retainer (3) which are located in the

mounting flange. Machined recesses in the mounting flange are provided to accept drive

shaft bearing (4) and control spring (5).

Housing (6) contains the pumping mechanism components. These components are

cylinder block (7), nine piston and shoe subassemblies (8), yoke (9), and drive shaft (10).

The drive shaft is supported in the mounting flange by drive shaft bearing (4) and in the

adapter block (11) by roller bearing (12). The cylinder block (7) is coupled with the drive

shaft by internal and external splines. The pumping action is generated by the piston and

shoe subassemblies within the cylinder block and is dependent upon the displacement

angle of the yoke.

Yoke (9) is supported in the mounting flange and swivels through an arc of 0 to 1730’ on

two yoke pintle bearings (15). The angle of the yoke is controlled by controlled fluid

pressure acting on actuator piston (16). Control spring (5) moves the yoke to the

maximum angle (1730’)when outlet fluid pressure is less than previously adjusted value.

Shoe bearing plate (17) supports the piston and shoe subassemblies which are retained

in the yoke by hold--down plate (18), retainer (19), and screws (20).

Wafer plate (13), located between cylinder block (7) and adapter block (11), provides the

valving action to direct fluid flow to and away from the cylinder block.

Case relief valve (21) in the adapter block, permits case fluid to pass directly into the

pump inlet in the event of case pressure surge. In this manner, the housing is protected

from possible rupture.

Impeller (22) is coupled to the drive shaft by impeller key (23). Incorporation of the

impeller permits pump full flow operation with an inlet pressure as low as 5 psig (35 kPa,

absolute).

The valve block and inserts subassembly (24) includes the solenoid--operated

depressurizing valve (26), and outlet blocking valve (27). The inlet, outlet and case drain

ports are an integral part of the valve block and controls subassembly. The inlet and outlet

ports provide the connection between the hydraulic system and the pump. The case

drain port provides connection between the hydraulic system reservoir and the pump.

Four seepage drain ports are provided, three of which are normally plugged. Seepage

drain from the fourth shall not be returned to the hydraulic reservoir.

Adapter block (11) contains the pressure compensator valve (25), case relief valve (21),

and case fill and bleed valve (32). The pressure compensator valve (25) consists

principally of a spring--loaded pilot valve operating within a bushing and an adjusting

screw which controls the preload on the spring--loaded pilot valve. The preload

adjustment determines the system pressure at which the pump begins to reduce its

yoke angle of displacement. Auxiliary piston (28) and control valve (29) activate the pilot

valve when the solenoid--operated depressurizing valve (26) is energized. The case

fill and bleed valve (32) minimizes trapped air pockets in the pump casewhich could contribute

to dry starts.

1. Mounting Flange    2. Mating Ring

3. Retainer                4. Drive Shaft Bearing

5. Control Spring       6. Housing

7. Cylinder Block       8. Piston and Shoe Subassembly

9. Yoke                     10. Drive Shaft

11. Adapter Block Subassembly

12. Roller Bearing     13. Wafer Plate

14.  Spring                15. Pintle Bearings

16. Actuator Piston    17. Shoe Bearing Plate

18. Hold Down Plate  19. Retainer

20. Screws                21. Case Relief Valve

22. Impeller              23. Impeller Key

24. Valve Block and Inserts Subassembly

25. Pressure Compensator Valve

26. Depressurizing Valve

27. Outlet Blocking Valve

28. Auxiliary Piston    29. Control Valve

30. Shaft Seal            31. Coupling Shaft

32. Case Fill and Bleed Valve

_________________________________________

The solenoid--operated depressurizing valve (26) enables the pump to operate in the

normal pressure range or in the depressurized pressure range. The normal pressure

range is 3025 psi (20 857 kPa) and the depressurized pressure range is approximately

1200 psi (8 274 kPa). When the pump is operating as a depressurized unit, a fluid flow of

about 1.5 gpm (5.7 liters/min) is generated by the unit. This flow provides lubrication and

cooling for the pump components. This fluid returns to the reservoir via the case drain

port.

Outlet blocking valve (27) is used in conjunction with the solenoid--operated

depressurizing valve (26) to isolate the pump from the rest of the system during periods

of depressurization, or in event of system failure. The outlet blocking valve will close

when the solenoid--operated depressurizing valve is energized and pump internal

pressure is directed to the back side of the blocking valve piston. The blocking valve will

reopen only after the solenoid--operated depressurizing valve (26) is de--energized.

Shaft seal (30) and other packings prevent external leakage. Shaft seal (30) is located in

mounting flange (1). Coupling shaft (31) connects the pump drive shaft to the engine accessory

drive. The coupling shaft incorporates a shear section to protect the pump

against sudden overload and to protect the engine accessory drive in the event of pump

failure.

The pump identification plate, located on the housing, contains areas for the following

items: model, part numbers, serial number, pump displacement (cu.in/rev), maximum

drive speed (rpm), maximum operating pressure (psi) and an inspection stamp.

Adjacent to the identification plate is a fluid plate which identifies the pump hydraulic fluid

as BMS--3--11 (Alkyl Phosphate Ester Base). The instruction plate, also located on the

housing, alerts personnel that the unit shall be filled with hydraulic fluid before starting.

The rotation plate, located on the mounting flange, indicates that the pump shall be

driven in a clockwise direction, as viewed from the coupling shaft end of the pump.

Raise your hands, Mr / Robot You're under arrest !!!!!

Humans have long dreamed about creating mechanical slaves that effortlessly carry out our daily tasks. Imagine being able to tell a robot to mow the lawn, or paint the fence, or entertain you, or drive you somewhere, or even teach you about something. Will this be a reality?

Now the question is . what is the definition of Robot ?

According to Savage (1999, p. 127) a robot is a device that is re-programmable and multi-functional.
To be a robot a device must also have some degree of autonomy (the ability to carry on tasks self-sufficiently).
Therefore, a dishwasher which carries out a single task cannot be classified as a robot. Similarly, a remote controlled vehicle has no autonomy so it also cannot be classed as a robot.
Scientists must overcome some persistent barriers if they are to create competent humanoid robots.
1- Speech synthesis: the ability to get a robotic device to communicate using language.
2- Voice recognition: the ability to get a robot to understand us. Two seconds of speech may contain as much as 100 000 bits of data so it is extremely challenging to create computers powerful enough to process this amount of data.
3- Vision: the ability to get a robot to react as humans do to the physical environment using sophisticated vision systems.
4- Movement: the ability to get a robot to move around in the physical environment as humans can.
In your opinion will our society need to create special laws governing robotic technologies?

Asimov's Laws of Robotics Laws 1-3 were published in I, Robot, 1950                      Law 0 was added by Asimov later.

1. A robot may not injure a human being or, through inaction, allow a human being to come to harm.

2. A robot must obey the orders given to it by human beings, except where such orders would conflict with the First Law.

3. A robot must protect its own existence as long as such protection does not conflict with the First or Second Laws.

0. A robot may not injure humanity or, through inaction, allow humanity to come to harm.

watch Videos about the latest Robots released HERE

God of speed Shayton 2012

"Shayton is a new God, the God of speed and performance. Faster than wind, more powerful than storm and as beautiful as if it was shaped by supernatural forces themselves."

Shayton actually means "falcon" in Sioux Indian, so we’re guessing that their first supercar - the Equilibrium - is set to take on the prey that is the other more successful supercars of Europe.

The Shayton Equilibrium looks the part of a predator with its aggressive lines and muscular stance. Its power is also something to be reckoned with as the Equilibrium is ready to attack with a V12 engine that shoots out 1084 hp. This isn’t your typical walk in the park; this is a 0-60mph sprint time of 2.9 seconds and a top speed of 250mph.

Yeah, it looks to be that good.

Exterior and Interior

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The lead designer for the Shayton Equilibirum was Andrej Stanta who says that the function added to this particular piece of art is what makes it a masterpiece. The Equilibrium has a carbon titanium chassis which is then dressed up with muscular and aggressive lines that are cut by large side intakes. The shape of the body provides an elegantly macho look to the supercar while allowing for low air resistance. Carbon titanium wheels complete the look of the Shayton Equilibrium.

Inside this new animal is a sporty and elegant interior consisting of leather, alcantara, carbon fiber, brushed aluminum, Recaro seats, and Bosch electronics. The interior is dominated by a driver focused cockpit architecture which means that everything is set up to ensure a driver/owner ultimate driving experience when the Shayton Equilibrium is pushed to its limits.

Engine

Under the hood of the Equilibrium, we will find a V12 engine that can battle with the best at 1084 bhp and a peak torque of 930 Nm at 5000 rpm. With a total weight of 1200 kilos, the Shayton will deliver a power-to-weight ratio of 1.42 kg/hp. This allows the super car to sprint from 0 to 60 mph in 3.1 seconds and hit a top speed of 250 mph.

Prices

Pricing and availability is where things get a bit rocky for this predator as there will only be 20 units made available with a double-take type price of 1,000,000 euro, or $1,400,000 at the current exchange rates. That may be a little steep - scratch, unbelievably steep - for our wallets, but the supercar hasn’t even made it to production as of right now so we all have time to save up the cash if need be. The company is already accepting preorders for the Shayton Equlibrium so if you have the money and an optimistic view for production, then you better give Shayton a call fast.

Source :topspeed.com

2016 Land Rover Defender

What do the Land Rover Defender and the Mercedes-Benz Geländewagen have in common? Answer: They date back to an era when passive safety and exhaust emissions were only vague terms instead of strict norms. Although various exemptions have helped to extend the life for these and other golden oldies, the grace period granted by the European Union ends for certain in 2015. Mercedes has no replacement in the pipeline for the G-class, but Land Rover is exploring ways to replace or overhaul the Defender in time for the 2016 model year -- and is even considering a departure from the traditional body-on-frame construction.

The good news for American Land Rover enthusiasts is that an updated Defender would likely return to our shores for the first time since 1996, when emissions regulations and low sales led to its discontinuation here. However, reengineering such a low volume vehicle -- annual production volume has dropped to 20,000 units, globally -- will be no easy task. With this constraint in mind, Land Rover is considering several options for the next Defender, which has the fitting internal designation "Project Icon."

The simplest route would be to update the Defender's current "T5" platform, which also underpins the Range Rover Sport. However, this body-on-frame platform weighs too much and is not sufficiently flexible in terms of track and wheelbase. In addition, it suffers from a strong off-road bias and doesn't support alternative powertrains.

The other extreme would be to tag the Defender on to the LR2 components set, which has been derived from such humble passenger cars as Ford Focus, Mondeo, and Kuga. The question is: can this DNA be stretched far enough to cover the extreme requirements a new Defender needs to meet?

Another option for Land Rover would be to find a strong partner could share development costs and production volumes, but at this point all the big names seem to be tied up elsewhere.

That leaves a forth option, which is simply for Land Rover to develop its own new architecture with partner Jaguar. This would likely include a premium, aluminum-intensive space frame for the next Jaguars as well as the next Range Rover and Range Rover Sport, as well as a more affordable steel architecture, which should spawn in a first step the all-new Defender. Such a Defender would appear in two versions: an indestructible, no-frills Land Rover for Costa Rican coffee farmers and a chic and trick Road Rover for the Malibu in-crowd. Eventually, this same architecture could find its way under the next LR2, along with other new models. Expect four-cylinder gas and diesel engines play an increasing role, in combination with electric motors.

Source : automobilemag.com

Lift and Drag

Lift and drag are two of the four forces that act on an airplane in flight. The remaining forces include gravity and
thrust. Under normal operating conditions, lift is opposed by gravity (the total weight of the aircraft including
occupants, fuel, baggage, etc.). Drag is a force generated during the production of lift and when an object passes
through the atmosphere. The force of thrust is opposed by drag. There are various kinds of drag. Some of the
more well known forms of drag include induced drag, parasite drag, profile drag, and interference drag.1
The production of lift involves the dynamic reaction of air passing over specially-shaped surfaces known as
airfoils or wings. The shape of an airfoil is designed to generate the requisite amount of lift to support the weight of
the aircraft throughout a variety of flight parameters. Most airfoils have a pronounced camber or curved surface that
causes the mass of air flowing over the surface to accelerate in terms of velocity. As a consequence, the pressure
along the cambered surface is reduced. With a reduction of pressure on one side of the airfoil and near-ambient
pressure on the other, a pressure differential is established that acts on the surface area of the airfoil. The

magnitude of this force equals the amount of induced lift.
Another element in the production of lift is the downward deflection of air as it passes away from the airfoil. This
movement of air provides a Newton action/reaction component to the production of lift. The downward action of the
air provides an upward reaction to the wing. This lift is known as dynamic lift. The total lift of the airfoil is the
combination of induced and dynamic lift.
Several factors affect the quantities of lift and drag produced as the airfoil experiences relative wind. The shape
of the wing, the total surface area of the airfoil, the velocity of the flowing air mass (airspeed), and the angle at which
the air strikes the airfoil (angle of attack) are key factors in the generation of lift and drag. In this unit, several
examples demonstrating the shape of the airfoil, speed of flowing air mass, and angle of attack are presented.

Whirling Arm

Introduction of Areodynamics ( Bernoulli’s Principle )

Airplane control surfaces

HOW Airplane Fly ?

Whirling Arm

The whirling arm first came into existence around 1746. It was used by Robins to study ballistic characteristics of
cannonballs and other projectiles. He perhaps was trying to understand why artillery shells would reach a maximum
distance in which no additional amount of gunpowder added meaningful length to the flight of the projectile. During
this investigation, Robins used a whirling arm device to gather data concerning the resistance encountered by
projectiles passing through the air. This force, known as drag, opposes the movement of articles through the
atmosphere. The relationship between the speed of an object and the quantity of drag is basically exponential,
when speed is doubled drag is squared.

Aviation pioneer, Sir George Cayley (1773-1857), was
perhaps the first person to use a whirling arm device for the
study of aeronautics. His work influenced the investigations
of other aviation researchers, including the Wright Brothers.
As illustrated in Figure 6, the whirling arm is mounted on a
vertical axis. Sample airfoils are attached to the extremity
of the whirling arm. A cord is wrapped around the vertical
axle and attached to a weight. As the weight is allowed to
fall, the unwinding action of the cord around the axle
imparts a rotating motion to the arm. Consequently, the
airfoil is subjected to a certain airspeed, or relative wind, as it sweeps through the air in a circular path.

Through the use of this instrument, Cayley collected
data relevant to the response of airfoils at varying angles of attack. His research with the whirling arm began in
1804. He discovered that an area of low pressure developed over the upper surface, or camber, of the wing as it

travels through the air. Cayley also determined that the center of pressure moved as the angle of attack changed.
The center of pressure is the location where the aerodynamic forces of a wing are concentrated. The angle of attack
is determined by the relationship of the direction of the relative wind and an imaginary line, known as the chord line.
The latter runs from the leading edge of an airfoil to the trailing edge. Leading and trailing edges refer to the front
and rear portions of an airfoil in terms of air flow. Cayley used the information gathered during his study to produce
successful gliders. His contributions to the science of aeronautics have earned him the title, Father of Aerial
Navigation.

Whirling Arm Activities

Whirling arm activities are informative and loads of fun. The author first encountered this demonstrator at
Minneapolis, MN under the instruction of Dr. Norm Poff. The author somewhat modified the wing-on-a-string device
by adding a frame to increase airspeed and simplify operation. The frame also assists in terms of maintaining

    and changing angle of attack. A more elaborate version of the whirling arm includes an angle meter and airspeed
indicator.

changing angle of attack. A more elaborate version of the whirling arm includes an angle meter and airspeed
indicator.

Materials needed for this exercise include a sheet of paper, 2 segments of straw 2" (5 cm) in length (use a milk
shake size drinking straw), cellophane tape, a hole punch, 2 lengths of fishing line, and a frame. See the illustration
of “A Simple Whirling Arm” for information concerning the construction of the frame from PVC pipes. Fold the paper
in half along its longest axis. Locate and make holes in the folded sheet about ¾” to f” (1.9 cm to 2.22 cm) from
the creased-edge using the hole punch. Be certain to align the holes to correspond with the grooves cut into the
horizontal PVC members. If you are using a standard hand-held hole punch, make the holes as far in from the
folded edge as allowed by the punch so that the holes are near the wing’s center of pressure. Carefully pre-fit the
straws in their holes. This measure will be helpful during
final assembly. If you have trouble working the straw
segments through the paper, cut a slight angle or bevel at
one end of the straw and insert this end. Do not tear the
holes during this operation. Remove the straw segments.
Next, form the airfoil by sliding the upper half of the folded
sheet so that its free edge is shoved towards the folded
edge about ½". Vary the amount of camber (how much
curve the upper surface has) by trying different
measurements (e.g., ¼”, d”, ½”, ¾”, 1", etc.) to see the
relationship of camber on lift. Apply a couple pieces of
cellophane tape to the free edge of the upper surface so

that the paper retains its airfoil shape. Reinsert the straw segments through their holes in the upper and lower
surfaces of the wing. They should have a firm fit. If needed, wrap a little tape around the portions of the straw
segments that protrude from the wing to secure them in place. Thread the lengths of fishing line through the straws.
Assemble the frame by attaching a 90/ PVC elbow to each end of the vertical member (refer to Figure 7). You may 
elect to use ½” PVC pipes for the frame when constructing it for use with small children. For older children and
adults, ¾” PVC is appropriate. When using the Whirling Arm with lower grade levels, it may be advantageous to limit
the height of the unit to two feet. Frames for older children and adults should be three feet tall.

that the paper retains its airfoil shape. Reinsert the straw segments through their holes in the upper and lower
surfaces of the wing. They should have a firm fit. If needed, wrap a little tape around the portions of the straw
segments that protrude from the wing to secure them in place. Thread the lengths of fishing line through the straws.
Assemble the frame by attaching a 90/ PVC elbow to each end of the vertical member (refer to Figure 7). You may
elect to use ½” PVC pipes for the frame when constructing it for use with small children. For older children and
adults, ¾” PVC is appropriate. When using the Whirling Arm with lower grade levels, it may be advantageous to limit
the height of the unit to two feet. Frames for older children and adults should be three feet tall.
Assemble the Whirling Arm by firmly pushing and twisting the elbows onto the vertical frame member to produce
a tight, friction fit between the parts. A friction fit is all that is required to hold the pieces together. Insert a 1-foot
segment of PVC in the remaining hole in each elbow. Ensure that the machined grooves are away from the elbow.

The grooves may be made on a table saw using a shallow cutting
depth to about ½ the wall thickness of the pipe. To make a clean cut
in PVC, install the saw blade backwards (so it rotates in the opposite
direction of rotation). As before, push and twist the segments into
the elbows to ascertain an adequate friction fit. Adjust the elbows by
twisting so that the 1-foot PVC segments are parallel along the same
plane. For right-handed units, place the frame of the whirling arm in
your right hand and extend the device away from your body. Install
the wing so that the leading edge (the folded edge) is facing forward.
The same technique should be used to construct left-handed
models, only hold the frame in your left hand and point the leading
edge so that it points forward. Attach the lines to the frame. The
fishing lines must be tightly stretched across the frame. If the lines
are loose, the wing will be hindered in its ability to freely travel up
and down the frame assembly. To obtain the slight amount of
tension needed to keep the fishing lines taut, adjust the length of the
lines or position the knots so that the vertical frame member is
gently bowed. Ensure that the lines run parallel to each other.
A more advanced whirling arm may be constructed to include
an angle meter and airspeed indicator. The design is similar to the
Simple Whirling Arm with the following differences. Instead of
making the frame in the shape of the letter “C,” the frame is

rectangular. To keep the fishing lines taut, rubber bands are used. The fishing line is attached to the lower
horizontal member at one end and a rubber band at the other end. The rubber bands are engaged in the grooves of
the upper horizontal member. It is important to ensure that the lines run parallel to each other to prevent binding. A
couple of screws are added to each vertical member to provide a method for attaching the angle meter using rubber
bands. By having attachment points on each vertical member, the angle meter may be quickly moved from one side
to the other to switch from a right-handed model to a left-handed model and vice-versa. See the associated
illustration. The angle meter may be used to more accurately measure the performance of wings based on angle of
attack.
The airspeed indicator is situated in the center of the upper horizontal member. A pitot-type arrangement is
used to power the indicator. The airspeed indicator may be pivoted between its two upper elbows to allow straight
passage of the inlet air at varying angles of attack. The transparent tube is equally incremented with different
colored rings. Inside the tube is the indicator. As the air enters the pitot opening, the indicator is lifted in proportion
to the airspeed. See the illustration entitled, “Airspeed Indicator.” The velocity of the wind is just below the white
ring.
To operate the whirling arm, hold the frame vertical in
the appropriate hand. Extend your arm fully from your body
to obtain the maximum airspeed. The wing should be free
to move up and down along its guidelines. Noting which
end constitutes the leading edge of your wing and holding
the frame straight out, rotate your body in the direction of
the leading edge (counter-clockwise for right-handed people
and clockwise for lefties). An alternative method for
generating the necessary relative wind for flight is to walk
briskly or run with the device. Observe that the wing travels
up the string as it produces sufficient lift. With a little
practice, the operator will be able to carefully control the
quantity of lift so that the wing maintains a certain height
during flight. To eliminate the effects of centrifugal force
during flight, walk briskly, or run, in a straight line with the
whirling arm.
To demonstrate the relationship between lift production
and airspeed, spin (pirouette) or run at faster and slower speeds. Try different angles of attack (angle made

between the airfoil and relative wind) by tilting the frame. Invert the wing and see how it responds in regard to
airspeed and angle of attack. If it is windy, try to make the wing fly by pointing its leading edge into the wind. The
airfoil responds like the wing of an airplane or rotor of a helicopter.
Lift Generated by the Whirling Arm
As operators become familiar with the flight characteristics of their airfoils and the operation of the whirling arm, they
may fly the wing and maintain a certain altitude (the wing rises a certain distance and remains in place). At this
point, the forces of lift and gravity are in balance. Stated another way, lift equals gravity when the altitude is
constant. Therefore, to determine the amount of lift, one needs to know the weight of the flying machine. As the
weight of the wing used in this demonstration varies with the type of paper used, the length of the straw segments,
and the quantity of tape attached to the wing, the weight of the unit should be measured and recorded before final
assembly, if such information is appropriate for the particular grade level. The author measured a sample wing and
found that it weighed 5 grams. Converting grams to pounds (multiply by 0.0022), the wing weighed 0.011 pounds.
Disregarding the relatively negligible amount of friction produced between the fishing line and the interior of the
straws, the amount of lift needed to suspend the airfoil at a constant altitude is basically equal to its weight.
Therefore, when the sample airfoil maintains its altitude, 0.011 pounds (5 grams) of lift are produced.

Introduction of Areodynamics ( Bernoulli’s Principle )

Daniel Bernoulli (1700-1782) was a Swiss scientist who studied fluid flows. From his work emerged “Bernoulli’s
Principle.” This law states that for a steady flow of a fluid, the total energy (combination of kinetic energy from the
velocity of the flow, the potential energy from elevation and gravity, and the pressure energy exerted by the fluid)
remains constant along its flow route. Therefore, when velocity increases, the pressure energy of the fluid must
decrease to maintain a constant level of total energy. In simpler terms, as velocity increases, pressure decreases.
Bernoulli’s Principle is used throughout the aviation industry. From the production of lift to the workings of a
carburetor, the relationship between velocity and changes in pressure is paramount to the operation of aircraft.

Bernoulli on a Straw
Bernoulli’s Principle may be illustrated using a simple device
manufactured from common materials. To construct a Bernoulli on a
Straw demonstrator, a straw, segment of cellophane tape, and strip of
newspaper are needed. A milkshake straw works well. Milkshake
straws may be distinguished from common soda straws by their inside
diameters. The former use a larger inside diameter than the latter.

Place a strip of newspaper that approximately measures 1¼” (3.17 cm)
by 6" (15.24 cm) on a flat surface. Cut the tip of one end of the straw at a
45/ angle to provide a bevel. Center the beveled tip of the straw so that
the bevel is downward and around 1" (2.5 cm) from one end of the
newspaper. The remaining 5" (12.7 cm) of newspaper should be free of
the straw. Carefully attach the tip of the straw to the newspaper using
cellophane tape. Ensure that the tape runs perpendicular to the straw

and even with the tip of the straw without blocking the orifice. Lift the unit from the surface. The newspaper should
droop away from the tip of the straw.
To fly the newspaper, raise the device to your lips (be certain
that the newspaper is hanging beneath the straw) and blow through
the free end of the straw. Depending on relative positions of the
straw and the newspaper, the strip of paper should lift and become
parallel with the length of the straw. Blowing excessively hard may
produce a fluttering action. If necessary, begin the flight by blowing
hard and lessen the airflow to achieve a steady flight.
Another, and more telling, demonstration of Bernoulli’s Principle
is shown when raising the straw to a vertical position and blowing.
In this example, the strip of newspaper is shaped like an inverted letter “J.” By vigorously blowing through the straw,
a low pressure of significant magnitude is produced. Such a pressure causes the newspaper to lift until it is parallel
with the straw. At this point, the newspaper is vertical.

Place the unit in your mouth, walk forward, and blow through the straw until the paper rises. Try it again at a
faster speed. For a real challenge, run forward while trying to lift the paper. Two forces are working against the
lifting of the newspaper. First, drag is acting on the paper as it dangles from the end of the straw. The lifting force
must overcome this measure of drag. Also, as you move forward, some of the velocity of the accelerated air flow is
negated by the forward motion of the unit. This lessens the effect of the exhaled airflow

The force producing the action associated with this demonstrator is Bernoulli’s Principle and the pressure
differential created. The air that passes over the newspaper is traveling at an accelerated rate. This generates a
low pressure on that side of the newspaper. Because the other side of the paper has higher pressure, stationary air,
a pressure differential is produced. When the force acting across the surface of the newspaper is sufficient to lift the
paper, the newspaper moves in the direction of the low pressure.

Hot Wings

Another demonstration of Bernoulli’s Principle may be performed using simple wings, Mattel Hot Wheels, and a segment of track.
Construct the wings from a manila folder. After trimming off the folder’s tab, cut it in half so that
the cut is perpendicular to the folded end. Shove one side of the folder towards the folded end to give the wing its
shape. Staple the trailing edge of the wing so that it retains its airfoil shape. Glue the wing to the top of one of the cars.

Hot glue or epoxy work well for this purpose. Ensure that the cambered (curved) surface points towards the
front of the car.

Construct the second wing and attach it to the second
car ensuring that the cambered surface is towards the front of the car.
Place both cars on the track so that they are facing each other. Refer to
the figure showing the top view of the Hot Wings.

Space the cars apart to allow for forward movement of each car.
Generate a low pressure between the wings by blowing in between
them. You may either vigorously blow in between the two wings or use a
blow dryer. As the air is accelerated, an area of low pressure is
produced between the airfoils. A pressure differential is created between
the outboard surfaces of the wings where the air is stationary and the
inboard surfaces where the air is rapidly moving. When this pressure
differential is distributed across the area of the wing, enough force is
generated to propel the vehicles towards each other.

Where these cars
move in a horizontal direction, the force generated is similar to the lift
developed by a wing in flight or a rotor of a helicopter as it revolves in its
circular path. Examine the illustration depicting the action of the blow
dryer.