If in level flight, the engine power is reduced, the thrust is lessened, and ... air density (ρ), the airfoil velocity (V), the surface area of the wing (S) and ... the surface of the aircraft and airfoil. There are ... rotor disc diameters to avoid the effects of this down wash. In ... is, the harder the wing pushes the mass of air down.
Explanation: Weight—the combined load of the aircraft itself, the
crew, the fuel, and the cargo or baggage. Weight is
a force that pulls the aircraft downward because of
the force of gravity. It opposes lift and acts vertically
downward through the aircraft’s center of gravity (CG).
In steady flight, the sum of these opposing forces is always
zero. There can be no unbalanced forces in steady, straight
flight based upon Newton’s Third Law, which states that for
every action or force there is an equal, but opposite, reaction
or force. This is true whether flying level or when climbing
or descending.
It does not mean the four forces are equal. It means the
opposing forces are equal to, and thereby cancel, the effects of
each other. In Figure 5-1, the force vectors of thrust, drag, lift,
and weight appear to be equal in value. The usual explanation
states (without stipulating that thrust and drag do not equal
weight and lift) that thrust equals drag and lift equals weight.
Although true, this statement can be misleading. It should be
understood that in straight, level, unaccelerated flight, it is
true that the opposing lift/weight forces are equal. They are
also greater than the opposing forces of thrust/drag that are
equal only to each other. Therefore, in steady flight:
• The sum of all upward components of forces (not just
lift) equals the sum of all downward components of
forces (not just weight)
• The sum of all forward components of forces (not just
thrust) equals the sum of all backward components of
forces (not just drag)
This refinement of the old “thrust equals drag; lift equals
weight” formula explains that a portion of thrust is directed
upward in climbs and slow flight and acts as if it were lift
while a portion of weight is directed backward opposite to the
direction of flight and acts as if it were drag. In slow flight,
thrust has an upward component. But because the aircraft is in
level flight, weight does not contribute to drag. [Figure 5-2]
In glides, a portion of the weight vector is directed along
the forward flight path and, therefore, acts as thrust. In other
words, any time the flight path of the aircraft is not horizontal,
lift, weight, thrust, and drag vectors must each be broken down
into two components.
Another important concept to understand is angle of attack
(AOA). Since the early days of flight, AOA is fundamental to
understanding many aspects of airplane performance, stability,
and control. The AOA is defined as the acute angle between the
chord line of the airfoil and the direction of the relative wind.
Discussions of the preceding concepts are frequently omitted
in aeronautical texts/handbooks/manuals. The reason is
not that they are inconsequential, but because the main
ideas with respect to the aerodynamic forces acting upon
an aircraft in flight can be presented in their most essential
elements without being involved in the technicalities of the
aerodynamicist. In point of fact, considering only level flight,
and normal climbs and glides in a steady state, it is still true
that lift provided by the wing or rotor is the primary upward
force, and weight is the primary downward force.
By using the aerodynamic forces of thrust, drag, lift, and
weight, pilots can fly a controlled, safe flight. A more detailed
discussion of these forces follows.
Thrust
For an aircraft to start moving, thrust must be exerted and be
greater than drag. The aircraft continues to move and gain
speed until thrust and drag are equal.
