Why aren't 計画（する） windows square? 専門家s explain the simple but 決定的な 推論する／理由 why the curved 形態／調整 is 決定的な for 航空機 safety
- The curved 形態／調整 helps to 妨げる 強調する／ストレス building up in jutting corners
- Some 早期に 1950s jets like?the de Havilland 惑星 featured square windows
- In 1954 a 計画（する） 崩壊するd 中央の-flight 殺人，大当り all 乗客s on board?
- ビデオ shows how a 一連の会議、交渉／完成するd window design helps the flow of 圧力
Have you ever noticed that 計画（する） windows are always oval 形態／調整d and never square??
It is probably something many fliers will have never stopped to consider - but a 最近の 工学 ビデオ explains just why it is so 決定的な they have their 現在の 形態／調整.
The simple yet important explanation is that dangerous levels of 強調する／ストレス build up on the corners of square windows. A 一連の会議、交渉／完成する window 徹底的に 減ずるs the chances of 圧力 building up.
It is probably something many fliers will have never stopped to consider - but a 最近の 工学 ビデオ explains just why it is so 決定的な they have their 現在の 形態／調整
The ビデオ, produced by Real 工学, uses diagrams to explain the flow of 圧力 through the cabin during a 旅行 and show the circled points of a window that would have 増加するd areas of 緊張する
The ビデオ, produced by Real 工学, uses diagrams to explain the flow of 圧力 through the cabin during a 旅行 and show the points of a window that would have 増加するd areas of 緊張する.?
Dai Whittingham, the 大統領 of the UK Flight Safety 委員会 explained to MailOnline Travel: 'Square corners concentrate the 強調する／ストレスs and can lead to 疲労，（軍の）雑役 失敗 of the structure.
'Designers prefer oval windows because they can get a larger 見解（をとる）ing area which 控訴s the biggest 範囲 of 乗客 sitting 高さs.
'The narrowest part of the oval will be designed to 確実にする the curve does not 生成する 危険な 強調する／ストレスs in the surrounding 構成要素.?
'Recently we have started to see some designers 選ぶing for more rectangular 形態／調整s, but these will always have curved corners.'
早期に jets such as the de Havilland 惑星?featured windows of a square design and 苦しむd several 事故s and fatalities as a result
早期に jets featured windows of a square design and designers only realised this 科学の 欠陥 after it was too late.
This was tragically seen with the first 商業の jet, the de Havilland 惑星, which saw a 計画（する） 崩壊する 中央の-空気／公表する in 1954.
The 航空機 had square windows and an 事故 調査 discovered that one of the windows had been the source of a 構造上の 失敗 that killed everyone on board.
Th e 圧力 differences inside and outside the 計画（する） had 原因（となる）d the fuselage of the 航空機 to 拡大する わずかに, and with the 一時的な 拡大, the jutting corners 追加するd to the 強調する／ストレス.?
The de Havilland 惑星 had square windows and an 事故 調査 into one 衝突，墜落 discovered that a window had been the source of a 構造上の 失敗 that led to the deaths of everyone on board
The 圧力 differences inside and outside the 計画（する） had 原因（となる）d the fuselage of the 航空機 to 拡大する わずかに, and with the 一時的な 拡大, the jutting corners 追加するd to the 強調する／ストレス
WHY PLANE WINDOWS HAVE THAT LITTLE HOLE?
計画（する） windows (在庫／株 image) typically have an outer, middle and inner pane. A 穴を開ける in the middle pane helps direct cabin 圧力 の上に the outer pane mea ning that if the outer pane blows or 割れ目s, the inner pane can 持続する this 圧力. And this gives the 操縦する enough time to 減少（する） to lower 高度s if necessary
The 穴を開ける helps to 規制する how much 圧力 from the cabin is 発揮するd の上に the window's panes and it makes sure that if the window is going to break, the outer pane goes first.
The question was 提起する／ポーズをとるd by Robbie Gonzalez from iO9 to director of 科学（工学）技術 Marlowe Moncur, from GKN 航空宇宙学.
He referred to this 'breather 穴を開ける' as a bleed 弁.
A 特許 とじ込み／提出するd by Daimlerchrysler 航空宇宙学 Airbus in 1997 explained that this '空気／公表する conduit' helps 持続する '外部の 気圧 inside' the panes.
On a 計画（する）, the 空気／公表する is pressurised by engines that compress it as it moves through a 一連の fans.
To 持続する cabin 圧力, even at high 高度s, this 後継の 空気／公表する is held within the cabin using a いわゆる outflow 弁.
It 作品 in a 類似の way to how a tyre is inflated - high-圧力 空気／公表する is 'pumped' into the cabin and this 空気／公表する comes from the compression 行う／開催する／段階 of the engines.
Sensors 計器 how much 圧力 is in the cabin and this 弁 解放（する）s the 空気／公表する at a 率 that 持続するs this 圧力.
For example, when the 計画（する） is 静止している, this 弁 is open. It only starts to の近くに as the 計画（する） takes off.
The 空気／公表する at sea leve l is said to be around 14.7 続けざまに猛撃するs per square インチ (PSI).
By comparison, a typical flight 巡航するs at between 30,000ft (9,150 metres) and 40,000 feet (12,200 metres) and at this 高度 the 圧力 is だいたい 4.3 PSI.
予定 to a 欠如（する） of oxygen at high 高度s, the 計画（する） has to be pressurised in such a way that makes it comfortable and 安全な for 乗客s.
Philip Spiers, 長，率いる of 前進するd 構造上の 実験（する）ing Centre at the University of Sheffield 前進するd 製造業の 研究 Centre (AMRC) with Boeing told MailOnline that at high 高度s 'there are not enough oxygen 分子s to 支える life.
'Low 圧力 lowers the boiling points inside the 団体／死体 and at the 辛勝する／優位 of space, this can 原因（となる） 血 and 涙／ほころびs to boil.'
計画（する）s don't go that high, but their 飛行機で行くing 高度 is usually higher than 開始する エベレスト and they take 空気／公表する for the cabin from the engines.
These engines spend their time compressing 空気／公表する at the 前線 to 生成する thrust, but Mr Spiers continued that they also bleed off some of that 空気／公表する in the 過程, dehumidifying it and pumping it into the cabin to 供給する the 圧力.
'計画（する）s have a higher 圧力 inside than outside,' Mr Spiers said.
'It's like a 瓶／封じ込める of Coca Cola - shaking a 瓶／封じ込める makes it go stiff and hard but when you undo it, it becomes floppy again. This stretches the 肌 around the 計画（する）.'?
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