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When the wing is not only smooth, but also soft and helps to dampen those Tollmien–Schlichting oscillations, even unaccelerated flow might stay laminar for longer, which again reduces friction drag. … I trust you know how drag depends on surface roughness. If not, please feel free to post another question. …

Not only will drag grow, but thrust will decrease at the same time, which will give you a speed increase of only 1.26 when you double engine power. … Flying faster at the same density will lower your lift coefficient and with it the induced drag, so the drag coefficient at the higher speed will be lower. …

Now the drag force is 1/18 of the weight force. Weight is mass times gravitational acceleration: 745,300 N. So drag would be 41,406 N at this point. … At the end of the trip the aircraft has burnt through 15 tons of fuel; now the drag is a mere 34,300 N. …

In order to know how much total drag goes up you need to know how much of your total drag is due to induced drag. Only then can the question be answered. … If your straight and level polar point is that for best range (when zero-lift and induced drag are equal), 2g flight at the same speed will increase total drag by a factor of 2.5. …

Using the drag coefficient lets you compare the relative dragginess of drag components (friction drag, pressure drag, ...). … of the drag of different aircraft components on total drag. …

Also, the drag coefficient of your Sears-Haack body looks like the zero-lift drag. You might need to add the lift-related drag to arrive at the complete drag. … Get the drag figure there and you will arrive at a much lower drag just by operating it in the appropriate density. …

The power needed to keep an aircraft in the air is the product of flight speed and drag. When flying at the same speed, the drag of both aircraft is crucial to answer the question. … the difference in friction drag could be higher than the difference in induced drag (which is small at high speed). …

The change in angle of attack --as an end result of changes in speed-- causes the greatest difference in induced drag. … Please read this answer which tries to explain induced drag much more intuitively than what you probably have read until now. …

Smooth out the cross sectional area distribution over length ("area ruling") Use swept wings with thin airfoils If this is properly done, the drag peak will be small enough to have overall drag increase … In case of the F-16 the drag coefficient rises from 0.02 (subsonic) to 0.045 (Mach 1.1) and stays roughly constant with increasing Mach number, so the absolute drag still grows with speed squared. …

Instead, it must be robust enough to produce tolerably low drag over the whole operating range. Drag has two components: Pressure drag and friction drag. … Also, the increased chord length of more stubby wings produces less friction drag per area than the narrow but wide wing. …

Subsonic aircraft drag is composed of two major components: Pressure drag. … Most of this is induced drag, but also some is from viscous effects which result in less pressure on the rear sections of aircraft. Friction drag from boundary layer effects. …

If you allow me to use the more usual $\epsilon$ instead of $\varphi$, and if L/D is indeed 18 for the A319, the zero-lift drag coefficient becomes $$c_{D0} = \frac{c_L}{\frac{L}{D}} - \frac{c_L^2}{\pi …

Why does the spoiler add drag at high speed? … This small drag reduction is not the reason for the spoiler, though. …

It excludes the lift-related drag (induced drag) in subsonic flow, the pressure drag stemming from interference and the drag increase in the slipstream of a propeller. … All these drag sources need to be added and be kept free of drag that was already considered in the profile drag data. …

Friction drag is proportional to the speed gradient right at the wall. … This increases the speed gradient in the boundary layer, thus adding another drag increment, …