96ia
Aviació aerodinàmica Neil deGrasse Tyson StarTalk pressió de cabina winglets física

Nou detalls científics que pots observar al pròxim vol

Neil deGrasse Tyson explica la física amagada d’un vol: pressió de cabina, inèrcia, flaps, winglets, descompressió i sistemes d’aterratge.

Resum d’un vídeo de StarTalk 27 de juliol 2026 · 7 min de lectura

Un vol comercial està ple de decisions d’enginyeria que passen desapercebudes: una porta que s’encaixa cap endins, ales que canvien de forma, puntes elevades que estalvien combustible i diversos sistemes que cooperen per aturar centenars de tones. Neil deGrasse Tyson i Chuck Nice repassen aquests detalls amb una idea senzilla: al pròxim vol, mirar i escoltar permet entendre molta física.

El vídeo barreja història del llenguatge, pressió, inèrcia i aerodinàmica. També desmunta dues intuïcions populars: saltar dins d’un avió que vola a velocitat constant no et llança cap enrere, i un forat a la cabina no manté una succió infinita com al cinema.

1. Per què continuem parlant de “portes d’embarcament”

A 00:20, Tyson recorda que la paraula anglesa gate prové d’una època en què els aeroports no tenien passarel·les tancades. El passatger travessava una porta física de la tanca, caminava per la pista i pujava per una escala.

La infraestructura ha canviat, però el nom ha quedat. És un exemple de vocabulari fòssil: una paraula conserva la memòria d’una operació que ja no veiem. El mateix segment recorda una dada més material: en molts avions comercials, gran part del combustible s’emmagatzema dins de les ales. Això aprofita volum estructural i distribueix pes a prop del lloc on es genera la sustentació.

2. Seients que tessellen i aprofiten cada centímetre

A 02:12, la conversa passa als seients llit de classe executiva. Les aerolínies els col·loquen en patrons alterns perquè reposapeus, taules i espatlles ocupin espais complementaris. La geometria “tessel·la”: repeteix formes sense deixar buits, com les rajoles d’un mosaic.

3. La porta usa la pressió a favor seu

A 03:40, Tyson descriu una porta de tipus plug. Quan és oberta pot quedar fora del contorn, però per tancar-la entra a la cabina i s’assenta contra un marc més petit. En vol, la pressió interior l’empeny encara més contra aquest encaix.

La cabina no es manté exactament a pressió de nivell del mar. El manual de la FAA explica que molts sistemes mantenen una altitud de cabina aproximada de 8.000 peus al sostre de creuer. Això proporciona oxigen suficient per a passatgers en repòs i redueix la diferència de pressió que el fuselatge ha de suportar. Menys diferència permet evitar reforços i pes innecessaris.

Una bossa de patates tancada a nivell del mar s’infla quan la pressió de cabina baixa, perquè l’aire interior ocupa més volum. Si l’avió aterra en una ciutat elevada com Denver, les orelles poden notar menys canvi final: la cabina i l’exterior ja són més semblants.

4. Un viratge que no inclina la copa

Entre 06:00 i 08:00, el vídeo explica que radi, velocitat i angle d’inclinació es poden coordinar perquè la força aparent continuï apuntant del cap al seient. En un viratge ben compensat, una copa no llisca lateralment i el passatger pot no percebre el canvi de direcció si no mira per la finestra.

No significa que l’avió no acceleri. Canvia la direcció del vector velocitat i, per tant, hi ha acceleració centrípeta. La inclinació fa que una component de la sustentació proporcioni aquesta força i que la resultant percebuda quedi alineada amb el terra de la cabina.

5. Saltar a 800 km/h i el paper de la inèrcia

A 08:29, apareix una pregunta clàssica: si el jet avança a centenars de quilòmetres per hora, per què una persona que salta al passadís no acaba al fons? Perquè abans de saltar ja comparteix la velocitat horitzontal de l’avió. A velocitat constant, persona, aire i cabina continuen avançant junts.

La situació canvia durant una acceleració, una frenada o una turbulència. Si l’avió modifica la seva velocitat mentre el passatger és a l’aire, la cabina es desplaça respecte d’ell. Per això el cinturó és especialment important en enlairament, aterratge i zones de turbulència: el risc no prové de la velocitat constant, sinó dels canvis de velocitat.

6. Ales que s’estenen i puntes que redueixen resistència

A 10:36, es proposa observar l’ala durant l’enlairament. Flaps i, segons l’avió, slats augmenten la curvatura o la superfície efectiva per generar més sustentació a baixa velocitat. En creuer es recullen perquè també creen resistència.

NASA confirma que els flaps s’usen en enlairament i aterratge per augmentar la força produïda per l’ala. Les puntes elevades o winglets ataquen un altre problema: debiliten els vòrtexs de punta i la resistència induïda. En proves amb un avió de la família Boeing 707, NASA va mesurar una reducció de combustible del 6,5%; el resultat concret depèn de com s’integri cada disseny.

La forma del fuselatge també respon al règim de velocitat. Un avió subsònic pot tenir un morro arrodonit; un vehicle supersònic necessita gestionar ones de xoc i acostuma a adoptar perfils més punxeguts.

7. Què passaria amb un forat a la cabina

A 13:42, el vídeo qüestiona la imatge cinematogràfica d’una succió permanent. En una descompressió, l’aire pressuritzat surt ràpidament i genera un flux perillós. A mesura que pressió interior i exterior s’igualen, però, aquest flux disminueix: no hi ha una aspiradora infinita.

El perill real continua sent seriós. A gran altitud hi ha poc oxigen disponible, la temperatura exterior és molt baixa i objectes o persones propers a una obertura poden ser arrossegats durant la fase inicial. Les màscares proporcionen oxigen mentre la tripulació inicia un descens d’emergència fins a una altitud respirable.

Per tant, la correcció al mite no s’ha d’interpretar com una banalització. La física no s’assembla a una escena sostinguda durant minuts, però una descompressió ràpida requereix resposta immediata.

8. Els sorolls i mecanismes de l’aterratge

A 15:15, Tyson recomana escoltar el tren d’aterratge. Les rodes i els seus suports són poc aerodinàmics; en desplegar-se generen turbulència i un soroll greu fàcil d’identificar.

Quan l’avió toca pista, no s’atura només amb frens de roda. Els spoilers s’aixequen sobre l’ala, redueixen sustentació, augmenten resistència i transfereixen més pes al tren perquè els pneumàtics frenin millor. Els inversors redirigeixen cap endavant part del flux dels motors. La FAA assenyala que frens, spoilers i reversa treballen combinats, amb la reversa i els dispositius aerodinàmics especialment útils a velocitat alta.

La densitat de l’aire i el vent també importen. En un aeroport elevat hi ha menys aire per generar sustentació i sovint cal més velocitat relativa o més pista. Enlairar-se i aterrar contra el vent augmenta la velocitat de l’aire sobre l’ala per a una mateixa velocitat respecte del terra. Per això les pistes s’orienten en diverses direccions i la torre selecciona la més adequada.

9. Avions més silenciosos sense un gran anunci

Cap al 19:48, la conversa destaca una millora gradual: els avions moderns són molt menys sorollosos que els de dècades enrere. Motors més eficients, procediments d’ascens i disseny aerodinàmic redueixen l’impacte sobre les zones properes.

És una innovació poc visible perquè no va arribar en un únic producte. La suma de canvis en ventiladors, combustió, nacel·les i operació ha elevat la qualitat de vida al voltant dels aeroports, encara que el soroll continuï sent un problema de planificació i salut pública.

Conclusions

El valor del vídeo és convertir un vol ordinari en una classe de física observable. La bossa que s’infla mostra pressió; el cos que conserva el moviment explica inèrcia; els flaps, winglets i spoilers revelen el compromís constant entre sustentació i resistència.

Al pròxim vol, mirar l’ala i escoltar el tren permetrà identificar quan l’avió busca sustentació, quan redueix resistència i com transforma una enorme energia cinètica en una aturada controlada.

Contrast i context

Fonts consultades

4 fonts
  1. 01
  2. 02
  3. 03
    NASA Glenn Research Center Airplane Parts and Function
  4. 04

Font de treball

Transcripció amb marques de temps

15 fragments
Consulta la transcripció
  1. 0:00 , obre el vídeo en una pestanya nova

    Chuck, let me catch up on airplanes. Okay, please. I'm not flying right now because, you know, airline prices are through to roofs. Okay, it's a different reason why some other people don't fly. Yes. It's just a little spooked. So the things that have happened slowly that you just might not have noticed, but I've paid it close attention to this. And I want to share some of it with you. Wow, right? Okay. Where is the place where you go? Get on the airplane. They call that the what? The airport. No. That's dead. Yes. You're right. No. But you say, my plane departs from Gate Gate. Is there a gate there? No. No. You know, a gate comes from? Because they didn't use to be terminals. Oh. There was just you walk out and there's a gate there. Like, greyhound? Yeah. Trailways. This is. So there was a gate. A literal gate. Literally. I'll walk it open and you walk out and walk up the stairs. I'll walk up the stairs. I'll walk the stairs. Right. So we no longer walk through gates.

  2. 0:55 , obre el vídeo en una pestanya nova

    But we still call them that. Yes, we do. And I love words that just are left over words. Yeah. I'd like them because it's it, it harkens back to an earlier age. A more simple thing. A couple of other things. The wings are also fuel tanks. Yes. Okay. Yeah. That's why if a plane hits a, something that breaks out the wing, flames are up. Yeah. It's not just some fuel tanks sitting up next to the your luggage in the belly. Okay. It's not a Jerry Brookheimer thing. Other things, just little things. Things to notice. All right, okay. Up in first class, on long flights, long-haul flights, their lay flat seats. I wouldn't know. No, tough. That was an appeal for a raise. Pippin. Okay. You know, there were to test a late. To test a late, I've heard it. It's a fun word. It's a fun word. So here it is. If you're gonna tile a four, right? And your tiles are square, then that's easy. You just lay it out. But suppose you have a different shape. Suppose you have the shape of like a penguin, and that's your tile. How do you tile that?

  3. 1:58 , obre el vídeo en una pestanya nova

    Well, you can design the penguin shape so that they can fit opposite each other. Okay. And then they blend in and everybody still fits. Okay. That's test-alating. That's test-alating. When you test-alate, you take a shape and have it work its way into another identical shape but on a different side. And then you can still cover the floor. All right. So in first class, blade flat, you're testulated. To maximize, how many they can put in while still preserving the blade flat? The blade flat and a little bit of your privacy. They put up a little, yeah, a little hard to say. So next time if you're walking through first class, yes, to your coachy, right? And by the way, when I walk through first class, I look down on everybody. It's just like, mm-hmm. Ha-ha-ha. So just watch for it. They all haven't done it, but those who did are maximizing how much I'm just gonna stick it in there. They can utilize. How much space they can utilize? Right. More things. The door is not an ordinary door. You might have noticed that. Well, I fly front here. So it's a screen door. It's good. So the door is designed to close from the inside out. Not from the outside in. Okay? Yes. When you board, the door is sitting outside the plane. Right.

  4. 3:17 , obre el vídeo en una pestanya nova

    However, when they close it, it comes inside the plane. And then reclaces against it. Yeah. Okay, and I'm very happy it does the let me tell you why okay because at 35,000 feet There's hardly any air pressure outside right so what you're doing is using the pressure of the cabin to Plus against the door keeping it close Correct, right so that's why it closes that way. Yeah, okay, so what is the air pressure? Well when you're just down there like a little water to your airport, you're at sea level the door is open, it's sea level outside, it's sea level inside. Okay? Now they take off, and you feel the pressure changing your ear. Yes, exactly. You also hear it in the little baby that's behind you. You're laughing like crazy. So, so that pressure change is on purpose. They could leave the cabin at sea level pressure, but they don't. Uh-huh. Because they don't have to. Because if you left it, it's sea level pressure, and then you go up to hardly any pressure at 30,000 feet. Fuselage has to now contain this high pressure on the inside. So why force the fuselage to contain any more pressure than it has to? Oh yeah. So you also don't need materials that have to do that. You can have a lighter plane. Yes, that's the primary reason why. Oh, okay. Yes. Yes, not only because the stronger the plane usually the heavier. That's right. So you don't need to do it. So they drop the air pressure and based on my experiments, they drop it to about a mile high. Air pressure. So Denver. Yeah. Okay. When you're in Denver, you're not in there. You need air. So you drop it to that.

  5. 5:02 , obre el vídeo en una pestanya nova

    You still have plenty oxygen. Right. But you don't have enough oxygen to run the marathon. Right. But are you on the airplane? No. You're not doing jumping jacks. You're not doing calostetics. You're just sitting there. Exactly. You don't need that extra oxygen. from the sea level air pressure. So they drop it to that. And that's the pressure that's keeping the door shut. And that's the pressure that is easier on the rivets of the fuselage. Very cool. Okay? I like that. Because the pressure dropped. And because you bought your bag, a potato chips that's sea level, watch what happens as you ascend, and they dropped the pressure of the cabin. What happens to your bag kind of blows up a little bit? Give puffing. Yes, it gets a little puffy, but not a little diddy. And do this experiment, you coming in a Denver, okay? You ears don't pop. Oh, wow, it was just there. Because you're going for mile-up, and they open the door, your mile-up. You still a mile-up. You still made the ears, and just fine. Oh, that's cool. Another thing is, they finally figured out how to do this. And it required computers flying the airplane, okay? When I first took physics, I said, why don't they do this on the airplanes? This is a human beings. We're flying them. All right. Once a computer can fly them, here's what you can do. You could bank a turn, knowing what the radius of curvature of your turn is. That means if it's an arc, what is that radius that goes into equation? Mm-hmm.

  6. 6:29 , obre el vídeo en una pestanya nova

    Okay? Then there's how fast are you going? Mm-hmm. That goes into an equation. Then there's what is the bank angle of your vessel? That goes into an equation. Those three variables can conspire so that you in the plane will not know your turning. Oh cool. Right. So that your, quote, gravity vector remains straight down from your head through your seat of your pants. Okay. Okay. If that's the case, you have your glass of wine there. And in the old days, they make a turn that the glass would slide, the wine would pitch at an angle inside the glass. Now, because of that calculation, everything is flat. And the plane can do a 180. And you would not know it unless you were looking out the window. So I'm not saying the pilot couldn't figure out how to do it. Right. Or that they couldn't do it at all. Or do it but I do it a computer. I believe we do it every time. And do it better. A few more things. Okay, every now and then someone asks me, how come when they jump in the aisle of an airplane, they don't end up pressed against the bathroom and the back of the plane? Okay, yes. It was going to fire out a mile an hour. Right. Why doesn't that happen? Yes. Okay. And it's an honest, innocent question. It's very Aristotelian, actually. Oh, Aristotelian. Here's the thing. You're standing there in the airplane. The airplane's going 500 miles an hour. Right. How fast are you going? 500 miles an hour. You jump up. You're still going 500 miles an hour. You land, you're gonna 500 miles an hour. Everybody's gonna 500 miles an hour. There you go.

  7. 8:09 , obre el vídeo en una pestanya nova

    That's the same thing that's happening on Earth. People were saying, if Earth is in motion, when I jump up, how come the whole city doesn't just go by me? Correct. Okay, not correct. That's not correct. No, that's what they say. But again, that's the naive assumption. That's just somehow things will leave you behind. All right. So the dangerous part of flying, other than a crash, It's not how fast the plane is going. Okay. It's how fast is the speed of the plane changing? Yeah. Okay. If the speed of the plane is changing, and you jump up, the plane is going a different speed when you land than when you ascended. That's either going faster or slower. That's a bad problem. Okay. Then you will not land where you... We need to go. We need to go. We need to go. That is an acceleration. Yes. So while the plane is accelerating on the runway, if you stand up and jump, okay? You're gonna end up far the back. And as you left the plane at one speed, landed on another speed, and you were in a different place than the plane was getting faster, okay? Same when the plane lands. So this is why they want you to put your seat belt on. Yeah. When you're taking off and landing, because that's when it's accelerating. when it's cruising 500 miles an hour, that's not when you need your seatbelt.

  8. 9:33 , obre el vídeo en una pestanya nova

    All right, all right. Okay. And if it enters an area of turbulence, they usually know because there's a plane of front of them that went through it, put it on, and then what is turbulence? If not, changes in the speed of the plane. Absolutely. However, my new. Yeah. Okay, so a few more things. If you ever sit over the wing, okay? You'll notice that on takeoff, the wing is a particular size because the wing can change its shape. Maybe you never noticed it. Look next time. You mean the actual, front to back. Oh yeah, yeah, yeah, yeah, yeah. Size of the wing. Oh, gut, yes, that's okay. Okay, so no one. Yeah, it goes like, it goes, ah, yeah, yeah, yeah, yeah, yeah, yeah, yeah, yeah, yeah, yeah. Yeah, yeah, yeah, yeah, yeah, yeah, yeah, yeah, yeah. Okay, so the size of the wing, that take off, maximize the lift, because it needs that, because it gets to get off the freaking ground. Right. Okay? As it gains speed, it no longer needs that much lift. Okay? So the wing shrink back to size. And when it is finally cruising, it is at the much smaller size and that's, because the bigger that lift, the more this drag, there's drag on the plane. Okay? So, I'll give you the sound effects.

  9. 10:51 , obre el vídeo en una pestanya nova

    Really? Of course. So, by shrinking the width of the wing, you're reducing the drag, which is less expensive of a flight for them. Yes, yes. You know what else is less expensive? What's that? These little things on the wing tips. Oh, yeah, the wings of the wings. Yeah, you've seen that. That's a new set. That's like, last 10, 15 years. Yeah. You know what I came from? No. The first A. I don't know what that is. Yes. The first egg. The first egg. Not the second egg, the first egg. The first egg. In NASA. Oh! National air and not eggs. There you go. NASA is not just not on the moon. It's also how you get through the air. And so some research in NASA showed that you can do wing tip turbulence by having a little little thing sticking out the edge. Cool. And that reduces some of the drag on the wing. And it's saved. Now, I calculate how much fuel it saved. It wasn't enough to completely justify NASA's full budget, but it's still saving companies money. Right. And so it's government money spent in the interest of private enterprise. Look at that. Yeah, there it is. Yeah. So that's what these are.

  10. 12:04 , obre el vídeo en una pestanya nova

    Okay, but also all these surfaces of an airplane around. Right. If the plane wanted to go faster than sound, right? That's not going to happen. That's... You, it's not that it's not because you are moving faster than an air molecule can get out of your way. Oh, that's not cool. It's just sound bad. Yeah. Okay. That's not cool. So, supersonic planes, how pointy noses? Oh, that's right. It's a pointy nose so that it can basically punch through the air molecules, not waiting for them to park for it. Couple other things. Let's go back to your screen door. Yes. Okay. say a whole happens in the side of the plane. Okay? The plane depressurizes. Correct. These masks only of use to you, if the plane is above an elevation where there's hardly any oxygen for you to breathe. All right. If the plane is flying at 12,000 feet, 10,000 feet, there's not much oxygen, you don't, it's just windy. It's just windy, it's just windy, okay? So that's what these are for. And so the plane will generally try to get to a lower altitude. All right. So you can breathe. So that you can breathe and then nobody has to use the things. Okay. What they love showing in these disasters is the whole opens up. And there's gale force winds,

  11. 13:23 , obre el vídeo en una pestanya nova

    but people grab it on. There's always one story to say, who's holding on and there's like, give me your hand and I'm like, no, I'm holding on. What? The point is, what wind is that? That's getting people blowing sideways off the thing. That's simply the air that's in the cabin. Resting out. And you've been heavy winds before, right? Okay. What does the wind do when it hits you? I don't know, because it goes around you. Of course it does. Okay? Yeah. The wind wants to get out the thing. Right. If I'm standing there and I'm holding onto the chair, I'm just going to blow the sideway. It's going to go around. It's just going to go around. So all you need to do is this. Make it make it. So most of the people getting blown out the airplane that's not necessarily out of the world. Yeah. Yeah. Also, two, one, sister pressurized, there's no more. Yeah. There's nothing, there's nothing, there's nothing. So more wind that goes out the less wind. But the wind is great. Right. It's not just some continuous thing. So when you're within 10 miles of your airport, I mean, for landing, listen for the deployment of the wheels. Of course. Okay. It'll be a sound for it. When that happens, the sound of the plane is twice as loud. Yes, it is. But listen for it.

  12. 14:45 , obre el vídeo en una pestanya nova

    Okay? Now it rumbles. It rumbles. Because this air trying to look dude, this is a wheel. I can't get around the wheel. What are you doing here? The wheels are not aerodynamic. It's the way the body, the fuselage body is. So there's turbulence there. The plane doesn't mind it, because it's trying to slow down anyway. Right. But I'm just saying you hear the difference in the efficiency of air moving over the surfaces. And the sound that it makes when it deploys its wheels, I'd notice it every single time. That's cool. But if you're not looking for it, you'll miss it. Yeah. Then it's landing. How does it stop? Do they just put on the brakes? They have brakes. Okay. But if you stepped on the brakes with a 300 ton, how much they weigh, air plane, yeah. It just come off the wheel. It was a rubber. Rubber. Rubber. Oh yeah, that's not how they work. That's not good. Okay, that's not good. Yeah, that's not good. I don't see a lot of wheels, but I ain't gonna have that. Okay, so when it comes out, take a look at the wing again. The wing gets big again. Yeah. Because it wants lift, not to take off, but just not to fall down quickly. Right. And the moment he hits the runway,

  13. 15:54 , obre el vídeo en una pestanya nova

    there flaps they come up. All of them, yeah. They flip up. So that's direct, direct friction. It basically air breaking. Yeah. Oh, and I left out. They reversed the thrust on the engines. Oh, OK. Yeah. Right. They'll reverse the engine. They reversed the thrust. So there's a part of the engine that slides back into these vents. And if you could see the air, the air would be pushing forward rather than backwards. That's cool. So it's got the upflaps, the bigger wing. It was slowing down on route anyway, because it wasn't using its engines. And you have the reverse thrust. And that's why the engines get really loud when that happens. Yeah, very cool. Another thing, there's so much weight in fuel carried by the airplane that when it takes off Generally it can't land on the same runway. It would take too much Once it's airborne. Oh, yeah, it can't come back in land It has to dump fuel and then come and land. Oh wow. Oh, because it's so heavy. So heavy right? It's so heavy. Yeah, that's a screw up the landing. You screw up the landing. Oh my god. That's right and And part of your ability to stop is how thick is the air that I'm stopping in. Right. Okay. Air ports at high elevation have longer runways because it takes longer to take off. Uh-huh. Because you need the lift of the air, but any much air. Not a lot of air. Not a lot of air. You've got to go faster in the air to get the same lift you would have otherwise. Right. If your air speed is worth matters for take off. Are you going to take off with the wind or against the wind? Against the wind. Because you want the lift. You want the maximum difference in speed between you and the air. And if you're moving with the wind, that eats up the speed that you've been trying to get for yourself.

  14. 17:44 , obre el vídeo en una pestanya nova

    Right. If the wind is going 40 miles an hour and you're going 40 miles an hour, you have zero lift. Could you both move in together? Right. Okay. So that's what the wind sock is for. That big orange thing? Yes. to help that thing? Yeah. At a discourse thing, no, it's around. They know from meteorological data. Let's hope. But let's hope they're not using a sock. Ha ha ha. So we take off. What's the socks say? That's tough. So anytime you're coming in for a landing, we're taking off. Take a look at the wind sock. And it will be blowing opposite the direction you're either taking off or landing. Very cool. Yeah. The runways, there's, there in one direction like that. There's always another runway at an angle. Yes. Not at right angle. And it looks like that. It looks like that. But at the OK, OK. So if you look at all the possible directions, wind would blow, you're pretty much covered when that happens. OK. Yeah. And you do very well with that kind of angle orientation. OK. Is it a three degrees? Not quite 45.

  15. 18:50 , obre el vídeo en una pestanya nova

    But you can do the math and show you've maximized the number of situations you can successfully take off. Yeah. Yeah. Little things to notice. This is a good. I like them all. Yeah. Yeah. Last point. Okay. Since 1969. Okay. Plains have been slowly getting quieter. Uh-huh. There was no big announcement. There was no headline. Uh-huh. There was no, none of that. They just been slowly getting quieter so that now planes are flying overhead all the time. And we only have another. I even And remember, we would be filming for, I forgot for Nova, you know, now 25 years ago, we're just in the streets. It was like, we got applause because there's a plane going over, playing. And now, you don't even know if there's a plane going over here. If you saw it, you would say, yeah, I guess I can hear that. But so I just shout out to engineers who have figured out how to sort of maximize noise abatement. to ent. What that also means is your quality of life if you live near an airport is higher. Right. Okay. And the engines are more powerful so that in the old days once the plane took off, it had to kind of still stay low before it could achieve elevation. Now, as you're in a plane, when it right, when it clears a runway, it's a slope change. You feel it. So the sooner that it It gets higher, the less noisy it is on the ground. That's cool. Yes. That's very considerate of them. Very considerate, exactly. So these are other ways of noise-abaming. It saddens me that in the vicinity of many airports, you know, you find, what? You're the prisons. The touching centers in prison. Right, because they're quality of life doesn't matter. Yeah, because no one knows what it cares about them. Right. So, we're done here, dude. That was great. That's what went too long. Ah, who cares? That was a lot of good stuff. yet another installment of a StarTalk explainer as always keep looking up.

Continua explorant

També et pot interessar