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On a windy day there is a typically a wind gradient, meaning that the wind speed increases with altitude. On normal into-the-wind landings, the wind gradient tends to exacerbate any accidental "ballo …

Key point: in a steady-state turn, net torque on the airplane must be zero. Net force on the airplane however is not zero-- there must be a horizontal force toward the center of the turn. This is ca …

For a given bank angle, the wing's total lift vector, and therefore the horizontal and vertical components of the wing's lift vector, are all slightly smaller in a slipping turn than in a coordinated turn … These differences should be apparent in the vectors labelled "VCL" and "Total Lift" as well as the vectors labelled "HCL", and the vector labelled "Total Lift" should be "square" to the wingspan in all …

If the flight path were horizontal and the wings were not banked, and the wings were at a positive-lift angle-of-attack, the Lift vector would point straight up, regardless of the pitch attitude of the … But not the direction of the Lift and Drag vectors. …

There are situations where the lift vector has an indirect tendency to drive an increase in airspeed. … The lift vector acts earthward and so at that instant, both the lift vector and the gravity vector are acting perpendicular to the flight path, curving (bending) the flight path earthward (downward). …

My question is, where, precisely, do I apply the lift force? I've read through this[3] which says it's at a quarter of the chord length. … The idea of the lift force acting at the quarter-chord point 1) is only a convention and 2) is only valid if you also specify an aerodynamic pitching moment, which compensates for where the lift force …

I thought that deploying flaps will increase both the drag and lift, thus increasing L/D ratio The lift coefficient increases, but the lift force does not, at least over the long run. … The lift force in steady-state horizontal flight must equal weight. …

For an aircraft in straight and level flight, lift-induced drag is the horizontal component of the force perpendicular to the wing chord. … In horizontal flight, lift-induced drag is the horizontal component of the net force generated by the wing. …

Clearly, Lift is less than Weight in a powered climb. For example, if the climb angle is 45 degrees, Lift = .707 * Weight. If the climb angle is 90 degrees, Lift must be zero. … Lift / Drag. …

On the first picture, it shows that the minimum drag point is exactly the same as the maximum L/D ratio This makes sense, at least in the context of linear constant-altitude flight, because Lift must …

In a steady-state climb in an airplane, the basic formula for the magnitude of the Lift vector is Lift = Weight * cosine (climb angle). … Downthrust makes the Lift vector larger, and upthrust makes the Lift vector smaller. …

Note that Lift = Weight * cosine (K). This means that Lift is less than Weight, and the steeper the still-air glide angle "K", the larger the difference between Lift and Weight. … This will increase the size of the Lift vector. …

If your aircraft is meant to be a "free flight" model, meaning that it flies without any guidance from any pilot, then generous dihedral will help keep the wings level. Even if your aircraft is meant …

flying at the airspeed that yields the maximum L/D ratio, which is also the airspeed that yields the lowest total drag force, 50% of the total drag is "induced drag", i.e. drag due to the creation of lift …

Even though thrust and lift are different things, you can't sustain a climb without thrust, and if you try, you'll run out of airspeed, which means you'll also run out of lift. … And you can't sustain a climb without lift, either. …