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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. …

To place the wing at the zero-lift angle-of-attack (zero CL), the fuselage and wing will have to fly at a somewhat nose-down pitch attitude relative to the airflow. … Bear in mind that in this part of the flight envelope (near the zero-lift angle-of-attack), drag is dominated by profile drag, not induced drag. …

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 …

Keep in mind that in a steady-state climb, lift must be LESS than weight. …

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 …

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 …

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). …

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. …

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 …

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 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. …

Absolutely a sudden drop in headwind speed will temporarily lower your airspeed, due to the airplane's inertia, as many answers have noted. That's why it's wise to carry extra airspeed near the groun …

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 …

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 …

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. …