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Have a look at the lift vs angle of attack graphs posted in the answers to this question. You will notice the large increase in lift reaching a maximum at around 11 degrees. … At higher angles of attack, greater than stall, lift and drag (drag = thrust for constant speed) dutifully follow their linear relationship: at 45 degrees you do get lift, but with much higher drag. …

is capitalized indicates it is a term that can be researched: http:// www.dynamicflight.com/aerodynamics/aero_force Total Aerodynamic Force includes drag, therefor the answer is B) the point where the lift …

Notice you are bending the air to either side, rather than up or down. Air will easily enter the top and disrupt the lower pressure pocket. At higher airspeeds momentum mv may carry top flow past th …

The "top lift" is a little tougher to explain and actually only happens under certain conditions pertaining to Reynolds number. Top lift is desirable because it comes with very little drag expense. … Coanda may be a better explanation of top lift than Bernoulli. …

Lowering flaps should cause a pitch down moment of the wing, but a secondary effect of downwash on the horizontal tailplane can affect the actual pitching motion of the aircraft. This is markedly noti …

From this we can see that it does not matter if we consider moving air or moving wing frames of reference to describe the production of lift. In reality, the moving wing imparts momentum to the air. …

If that were the case, lift would be less on one side because of the fuselage is interfering with the air flow. … This is why gliders favor very long (high aspect) wings, where most of the lift is like the "middle" of the diagram. …

One might ask what application would considering lift as a type of drag have? … The amount of lift one can generate is dependent on velocity (for a given aircraft). …

Although the energy conservation bookkeeping says the plane goes up and the air goes down, the main driver of lift is pressure differential. … This is "bottom lift" that even simple flat plates have. Airfoils also deflect air upwards and away from the top of the air foil, creating additional lift above the wing. …

In a climb the engine must provide the remainder of vertical lift, in a descent drag reduces vertical lift requirement. … Plugging in some numbers for cosine, we see lift is close to weight until climb or descent angles exceed around 20 degrees. …

In the end it is thrust/drag expense for lift + thrust drag expense for forward velocity. An airship drone may give you greater range. …

Placing the center of wing lift near the center of gravity is not necessarily a horrible thing if there is adequate surface area behind the center of gravity (for both vertical and horizontal stabilizers … Placing the center of gravity ahead of the center of wing lift allows us to use tail downforce to trim for constant airspeed. The is called static stability. …

Moving the thickest part of the wing back to around 30% and greatest camber to around 40% reduces drag by not only reducing turbulent flow on the top rear of the wing but also adds thrust by tilting the lift … The resulting wing has an improved lift to drag ratio but suffers the same issue as the reverse wing: a very sharp, unpredictable stall due to lack of warning buffet and a lower stall AOA from the sharp …

as the LOWER wing has more lift. … Anhdralling also helps "trap" more air underneath the wings for greater lift. Ground effect designs would be similar for travel over flat land or water. …

Very good for low wing loading, does not lift as well as a straight wing. Good stall characteristics. I want to make a suspension bridge out of carbon fibre. …