What are the four fundamental forces acting on an aircraft in flight, and how do they relate during unaccelerated straight-and-level flight?

Lift (upward), Weight (downward), Thrust (forward), and Drag (rearward). In unaccelerated straight-and-level flight, opposing forces are in equilibrium: Lift equals Weight (L = W) and Thrust equals Drag (T = D).

How does Ground Effect alter the aerodynamic performance of an aircraft flying within one wingspan of the surface?

The ground interrupts the vertical development of wingtip vortices and reduces downwash, which decreases the induced angle of attack and dramatically lowers induced drag (by up to ~40% at a height of 1/10 wingspan). During takeoff, this can allow premature liftoff before reaching safe climb speed; during landing, it causes floating if excess airspeed is carried.

How does the stall strip or wing washout (geometric twist) improve lateral control during a stall?

Washout builds the wing with a lower angle of incidence at the wingtip than at the wing root, while stall strips disrupt airflow at the root first. Both ensure the wing root stalls before the wingtips, preserving aileron effectiveness at the outer wing panels throughout the initial stall entry.

What causes Adverse Yaw during a roll entry, and what two engineering designs are commonly used to counteract it?

When rolling into a turn, the downward-deflected aileron on the rising wing generates more lift—and therefore more induced drag—than the upward-deflected aileron on the lowering wing, yawing the nose toward the outside of the turn. It is mitigated by Differential Ailerons (up-aileron deflects further than down-aileron) and Frise-Type Ailerons (the leading edge of the up-aileron protrudes below the wing into the airflow to create balancing parasite drag).

How does an increase in Load Factor (n) affect an aircraft's accelerated stall speed?

Accelerated stall speed increases proportionally to the square root of the load factor: Vs_acc = Vs * sqrt(n). In a 60° banked level turn (n = 2.0 G), stall speed increases by sqrt(2) = 1.414, or 41.4% above the unaccelerated 1G stall speed.

What are the four steps of the standard PARE spin recovery procedure?

P — Power to idle (eliminates thrust and propeller slipstream/torque effects); A — Ailerons neutral (prevents adverse yaw or deepening the inner wing's stall); R — Rudder full opposite to the direction of rotation (stops yawing autorotation); E — Elevator briskly forward to break the stall, then neutralize rudder once rotation stops and pull smoothly out of the dive.

What is the aerodynamic relationship between Thrust Required and Power Required for Vy (Best Rate of Climb) versus Vx (Best Angle of Climb)?

Vx (Best Angle of Climb, maximum altitude gain per unit horizontal distance) occurs where excess thrust (Thrust Available minus Thrust Required) is maximized. Vy (Best Rate of Climb, maximum altitude gain per unit time) occurs at a higher airspeed where excess power (Power Available minus Power Required) is maximized.

Why does P-Factor (Asymmetric Blade Effect) cause an airplane with a clockwise-rotating propeller to yaw to the left at high angles of attack?

When the aircraft's longitudinal axis is pitched upward relative to the relative wind, the downward-moving right propeller blade moves forward and downward into the relative wind at a higher Angle of Attack and higher velocity than the upward-moving left blade. This shifts the center of thrust to the right side of the propeller arc, yawing the nose left.

What is the difference between Positive Static Stability and Positive Dynamic Stability?

Static stability is the initial tendency of an aircraft after being disturbed from equilibrium (Positive = initial tendency to return toward equilibrium). Dynamic stability is the time history of the aircraft's motion after the initial response (Positive = oscillations dampen out over time until equilibrium is restored).

What aerodynamic feature provides primary directional stability (weathervaning) around the vertical axis?

The vertical stabilizer (fin) and fuselage area aft of the Center of Gravity. If the nose yaws away from the relative wind, the relative wind strikes the side of the vertical stabilizer at an angle, creating a restoring side force behind the CG that yaws the nose back into alignment with the relative wind.

What are the three types of Parasite Drag, and how does total parasite drag vary with airspeed?

1. Form Drag (pressure drag from aircraft shape and flow separation); 2. Skin Friction Drag (viscous shear within the boundary layer over rough surfaces); 3. Interference Drag (eddies occurring where components meet, such as wing roots and struts). Total parasite drag increases proportionally to the square of airspeed (V^2).

In a level turn, why must back-elevator pressure be applied as bank angle increases?

Banking tilts the total lift vector away from the vertical, dividing it into a horizontal centripetal component (which turns the aircraft) and a reduced vertical component. To prevent altitude loss, the pilot must increase Angle of Attack via back-elevator pressure so the vertical component of lift continues to equal aircraft weight.

Compare the aerodynamic and handling effects of a Forward Center of Gravity (CG) versus an Aft Center of Gravity.

Forward CG: Higher longitudinal stability, higher stall speed, slower cruise speed (due to increased tail downforce requiring more wing lift and induced drag), and heavier elevator forces required to flare. Aft CG: Lower longitudinal stability, lower stall speed, higher cruise speed (less tail downforce and less induced drag), and degraded spin/stall recovery capability.

What is Design Maneuvering Speed (Va), and why does it protect the airframe from structural damage in turbulence?

Va is the maximum speed at which full, abrupt aerodynamic control deflection can be applied without exceeding the aircraft's positive limit load factor. At or below Va, the wing will reach its Critical Angle of Attack and stall (unloading the wing) before the airframe can generate enough lift to cause permanent structural deformation.

What are the two mandatory aerodynamic prerequisites for an aircraft to enter a spin, and how does a spin differ from a steep spiral?

A spin requires both a stalled wing (AOA beyond critical) and yaw (uncoordinated flight causing one wing to be more deeply stalled than the other). In a spin, airspeed remains stabilized near stall speed with high descent rate; in a steep spiral, the wings are unstalled and airspeed and load factor rapidly build toward Vne.

What are the four Left-Turning Tendencies experienced by a single-engine aircraft with a clockwise-rotating propeller (as viewed from the cockpit)?

1. Torque Reaction (Newton's 3rd Law rolls the aircraft left); 2. Corkscrewing / Spiraling Slipstream (propwash strikes the left side of the vertical tail); 3. P-Factor / Asymmetric Blade Effect (descending right blade has a higher AOA than ascending left blade at high pitch angles); 4. Gyroscopic Precession (pitching the nose down on a tailwheel takeoff applies a forward force to the top of the prop arc, precessing 90° to yaw left).

Why does an aircraft with a forward Center of Gravity have a higher stall speed and lower cruise speed than the same aircraft with an aft CG?

A forward CG increases the nose-down pitching moment ahead of the Center of Pressure, requiring greater downward aerodynamic force from the horizontal tail to maintain level flight. The wings must generate extra upward lift equal to both aircraft weight plus that tail downforce, requiring a higher AOA (inducing stall at a higher airspeed and generating more induced drag in cruise).

Distinguish between a Slip and a Skid in a turn, and explain how the inclinometer ball in the Turn Coordinator responds to each.

In a Slip, bank angle is too steep for the rate of turn (insufficient rudder); gravity pulls the inclinometer ball toward the inside (low side) of the turn. In a Skid, rate of turn is too high for the bank angle (excessive inside rudder); centrifugal force throws the ball toward the outside (high side) of the turn. A skid near stall speed is far more dangerous because the inside wing stalls first and snaps into an immediate spin.

How do Bernoulli's Principle and Newton's Third Law work together to generate aerodynamic lift across an airfoil?

By Bernoulli's Principle (conservation of energy in fluid flow), air accelerating over the cambered upper surface experiences lower static pressure than the slower-moving air beneath the wing. By Newton's Third Law, the wing's angle of attack deflects airflow downward (downwash), producing an equal and opposite upward reaction force.

How does a headwind vs. a tailwind affect the optimal airspeed to fly when maximizing glide range?

In calm wind, maximum glide distance is achieved at Vg (L/Dmax). When gliding into a headwind, the pilot should fly slightly faster than Vg to reduce time spent exposed to the headwind; when gliding with a tailwind, the pilot should fly slightly slower than Vg (near minimum sink speed) to stay aloft longer and take advantage of the tailwind.

What are the four common types of aircraft wing flaps, and which type provides the greatest increase in Coefficient of Lift?

Plain, Split, Slotted, and Fowler flaps. Fowler flaps provide the greatest increase in Coefficient of Lift because they extend both rearward on tracks (increasing wing surface area and chord) and downward (increasing camber and creating slots that energize upper-surface boundary layer airflow).

How is Angle of Attack (AOA) precisely defined in aerodynamics, and how does it differ from pitch attitude?

Angle of Attack is the acute angle between the wing's chord line (an imaginary straight line from the leading edge to the trailing edge) and the direction of the relative wind. Pitch attitude is the angle between the aircraft's longitudinal axis and the natural horizon.

How is Load Factor (n) defined mathematically in a coordinated level turn, and what is the load factor at bank angles of 45° and 60°?

Load factor is the ratio of total aerodynamic lift to total aircraft weight (n = L / W). In a coordinated level turn, n = 1 / cos(bank angle). At a 45° bank, load factor is 1.41 G; at a 60° bank, cos(60°) = 0.5, so load factor doubles to 2.0 G.

How does Gyroscopic Precession act on a clockwise-rotating propeller when a tailwheel pilot raises the tail during the takeoff roll?

Any force applied to a spinning gyroscope manifests 90° ahead in the direction of rotation. Raising the tail (pitching down) applies a forward force at the top of the propeller disc; rotating 90° clockwise places the resultant forward force on the right side of the disc, producing a pronounced left yaw.

What causes an aerodynamic stall, and at what approximate Critical Angle of Attack does a typical general aviation airfoil stall?

A stall occurs when the wing exceeds its Critical Angle of Attack (typically ~16° to 18°), causing the smooth boundary-layer airflow over the upper surface to separate and become turbulent. An airfoil always stalls at the exact same Critical AOA regardless of airspeed, weight, load factor, density altitude, or pitch attitude.

How do trailing-edge flaps affect the wing's camber, Coefficient of Lift (CLmax), Critical Angle of Attack, and glide path?

Extending flaps increases wing camber (and chord in Fowler flaps), increasing both lift and drag for any given AOA, which lowers stall speed and allows a steeper landing approach angle without increasing airspeed. Flaps slightly decrease the Critical Angle of Attack.

What is the purpose of a Servotab vs. an Anti-Servotab on a flight control surface?

A Servotab moves in the opposite direction of the primary control surface to aerodynamically assist the pilot in moving the control and reducing control forces. An Anti-Servotab (commonly used on all-moving stabilators) moves in the same direction as the stabilator trailing edge to increase control resistance, prevent over-controlling, and provide artificial aerodynamic feel.

What are the three primary flight controls, the axes of rotation they govern, and the stability type associated with each axis?

1. Ailerons control Roll about the Longitudinal axis (Lateral stability); 2. Elevator/Stabilator controls Pitch about the Lateral axis (Longitudinal stability); 3. Rudder controls Yaw about the Vertical axis (Directional stability). All three axes intersect at the Center of Gravity (CG).

Why does Maneuvering Speed (Va) decrease when an aircraft is operated at a lighter gross weight?

Because Va = Vs * sqrt(n_limit). At a lighter gross weight, less lift is required to reach the structural limit load factor, yet a given Angle of Attack at a given speed produces the same lift regardless of weight. Therefore, a lighter aircraft must fly at a slower airspeed so that the wing stalls before reaching the lower total force threshold.

On the Total Drag curve, what is the significance of the point where Induced Drag equals Parasite Drag?

The intersection where Induced Drag equals Parasite Drag represents minimum total drag and the maximum Lift-to-Drag ratio (L/Dmax). The airspeed corresponding to L/Dmax is the aircraft's Best Glide Speed (Vg), which yields the maximum horizontal glide distance per foot of altitude lost in calm wind.

How does wing Dihedral provide positive lateral stability around the longitudinal axis during an unintentional sideslip?

Dihedral is the upward angle of the wings from root to tip. When a disturbance rolls the aircraft and causes it to slip toward the lowered wing, the relative wind strikes the lowered wing at a higher Angle of Attack than the raised wing, generating greater lift on the lowered wing and rolling the aircraft back toward level.

What is Induced Drag, how does it vary with airspeed, and what physical phenomenon creates it?

Induced drag is an inescapable byproduct of lift generation caused by high-pressure air beneath the wing curling around the wingtips into low-pressure air above, creating wingtip vortices that tilt the total lift vector rearward. It is inversely proportional to the square of airspeed (1/V^2) and is highest at slow airspeeds and high angles of attack.

Aerodynamics, Four Forces, Stalls/Spins, Load Factor & Flight Controls

Fundamental aerodynamics for FAA Private, Commercial, and CFI exams covering the four forces of flight, angle of attack and critical stall characteristics, induced vs. parasite drag, primary and secondary flight controls, left-turning tendencies, load factor and maneuvering speed (Va), spin recovery (PARE), stability axes, and center of gravity effects.

Level: basic
Languages: en → en
Cards: 32
Markdown: Aerodynamics, Four Forces, Stalls/Spins, Load Factor & Flight Controls (.md)

Flashcards (32)

#	Front (Term / Question)	Back (Definition / Answer)
1	What are the four fundamental forces acting on an aircraft in flight, and how do they relate during unaccelerated straight-and-level flight?	Lift (upward), Weight (downward), Thrust (forward), and Drag (rearward). In unaccelerated straight-and-level flight, opposing forces are in equilibrium: Lift equals Weight (L = W) and Thrust equals Drag (T = D).
2	How does Ground Effect alter the aerodynamic performance of an aircraft flying within one wingspan of the surface?	The ground interrupts the vertical development of wingtip vortices and reduces downwash, which decreases the induced angle of attack and dramatically lowers induced drag (by up to ~40% at a height of 1/10 wingspan). During takeoff, this can allow premature liftoff before reaching safe climb speed; during landing, it causes floating if excess airspeed is carried.
3	How does the stall strip or wing washout (geometric twist) improve lateral control during a stall?	Washout builds the wing with a lower angle of incidence at the wingtip than at the wing root, while stall strips disrupt airflow at the root first. Both ensure the wing root stalls before the wingtips, preserving aileron effectiveness at the outer wing panels throughout the initial stall entry.
4	What causes Adverse Yaw during a roll entry, and what two engineering designs are commonly used to counteract it?	When rolling into a turn, the downward-deflected aileron on the rising wing generates more lift—and therefore more induced drag—than the upward-deflected aileron on the lowering wing, yawing the nose toward the outside of the turn. It is mitigated by Differential Ailerons (up-aileron deflects further than down-aileron) and Frise-Type Ailerons (the leading edge of the up-aileron protrudes below the wing into the airflow to create balancing parasite drag).
5	How does an increase in Load Factor (n) affect an aircraft's accelerated stall speed?	Accelerated stall speed increases proportionally to the square root of the load factor: Vs_acc = Vs * sqrt(n). In a 60° banked level turn (n = 2.0 G), stall speed increases by sqrt(2) = 1.414, or 41.4% above the unaccelerated 1G stall speed.
6	What are the four steps of the standard PARE spin recovery procedure?	P — Power to idle (eliminates thrust and propeller slipstream/torque effects); A — Ailerons neutral (prevents adverse yaw or deepening the inner wing's stall); R — Rudder full opposite to the direction of rotation (stops yawing autorotation); E — Elevator briskly forward to break the stall, then neutralize rudder once rotation stops and pull smoothly out of the dive.
7	What is the aerodynamic relationship between Thrust Required and Power Required for Vy (Best Rate of Climb) versus Vx (Best Angle of Climb)?	Vx (Best Angle of Climb, maximum altitude gain per unit horizontal distance) occurs where excess thrust (Thrust Available minus Thrust Required) is maximized. Vy (Best Rate of Climb, maximum altitude gain per unit time) occurs at a higher airspeed where excess power (Power Available minus Power Required) is maximized.
8	Why does P-Factor (Asymmetric Blade Effect) cause an airplane with a clockwise-rotating propeller to yaw to the left at high angles of attack?	When the aircraft's longitudinal axis is pitched upward relative to the relative wind, the downward-moving right propeller blade moves forward and downward into the relative wind at a higher Angle of Attack and higher velocity than the upward-moving left blade. This shifts the center of thrust to the right side of the propeller arc, yawing the nose left.
9	What is the difference between Positive Static Stability and Positive Dynamic Stability?	Static stability is the initial tendency of an aircraft after being disturbed from equilibrium (Positive = initial tendency to return toward equilibrium). Dynamic stability is the time history of the aircraft's motion after the initial response (Positive = oscillations dampen out over time until equilibrium is restored).
10	What aerodynamic feature provides primary directional stability (weathervaning) around the vertical axis?	The vertical stabilizer (fin) and fuselage area aft of the Center of Gravity. If the nose yaws away from the relative wind, the relative wind strikes the side of the vertical stabilizer at an angle, creating a restoring side force behind the CG that yaws the nose back into alignment with the relative wind.
11	What are the three types of Parasite Drag, and how does total parasite drag vary with airspeed?	1. Form Drag (pressure drag from aircraft shape and flow separation); 2. Skin Friction Drag (viscous shear within the boundary layer over rough surfaces); 3. Interference Drag (eddies occurring where components meet, such as wing roots and struts). Total parasite drag increases proportionally to the square of airspeed (V^2).
12	In a level turn, why must back-elevator pressure be applied as bank angle increases?	Banking tilts the total lift vector away from the vertical, dividing it into a horizontal centripetal component (which turns the aircraft) and a reduced vertical component. To prevent altitude loss, the pilot must increase Angle of Attack via back-elevator pressure so the vertical component of lift continues to equal aircraft weight.
13	Compare the aerodynamic and handling effects of a Forward Center of Gravity (CG) versus an Aft Center of Gravity.	Forward CG: Higher longitudinal stability, higher stall speed, slower cruise speed (due to increased tail downforce requiring more wing lift and induced drag), and heavier elevator forces required to flare. Aft CG: Lower longitudinal stability, lower stall speed, higher cruise speed (less tail downforce and less induced drag), and degraded spin/stall recovery capability.
14	What is Design Maneuvering Speed (Va), and why does it protect the airframe from structural damage in turbulence?	Va is the maximum speed at which full, abrupt aerodynamic control deflection can be applied without exceeding the aircraft's positive limit load factor. At or below Va, the wing will reach its Critical Angle of Attack and stall (unloading the wing) before the airframe can generate enough lift to cause permanent structural deformation.
15	What are the two mandatory aerodynamic prerequisites for an aircraft to enter a spin, and how does a spin differ from a steep spiral?	A spin requires both a stalled wing (AOA beyond critical) and yaw (uncoordinated flight causing one wing to be more deeply stalled than the other). In a spin, airspeed remains stabilized near stall speed with high descent rate; in a steep spiral, the wings are unstalled and airspeed and load factor rapidly build toward Vne.
16	What are the four Left-Turning Tendencies experienced by a single-engine aircraft with a clockwise-rotating propeller (as viewed from the cockpit)?	1. Torque Reaction (Newton's 3rd Law rolls the aircraft left); 2. Corkscrewing / Spiraling Slipstream (propwash strikes the left side of the vertical tail); 3. P-Factor / Asymmetric Blade Effect (descending right blade has a higher AOA than ascending left blade at high pitch angles); 4. Gyroscopic Precession (pitching the nose down on a tailwheel takeoff applies a forward force to the top of the prop arc, precessing 90° to yaw left).
17	Why does an aircraft with a forward Center of Gravity have a higher stall speed and lower cruise speed than the same aircraft with an aft CG?	A forward CG increases the nose-down pitching moment ahead of the Center of Pressure, requiring greater downward aerodynamic force from the horizontal tail to maintain level flight. The wings must generate extra upward lift equal to both aircraft weight plus that tail downforce, requiring a higher AOA (inducing stall at a higher airspeed and generating more induced drag in cruise).
18	Distinguish between a Slip and a Skid in a turn, and explain how the inclinometer ball in the Turn Coordinator responds to each.	In a Slip, bank angle is too steep for the rate of turn (insufficient rudder); gravity pulls the inclinometer ball toward the inside (low side) of the turn. In a Skid, rate of turn is too high for the bank angle (excessive inside rudder); centrifugal force throws the ball toward the outside (high side) of the turn. A skid near stall speed is far more dangerous because the inside wing stalls first and snaps into an immediate spin.
19	How do Bernoulli's Principle and Newton's Third Law work together to generate aerodynamic lift across an airfoil?	By Bernoulli's Principle (conservation of energy in fluid flow), air accelerating over the cambered upper surface experiences lower static pressure than the slower-moving air beneath the wing. By Newton's Third Law, the wing's angle of attack deflects airflow downward (downwash), producing an equal and opposite upward reaction force.
20	How does a headwind vs. a tailwind affect the optimal airspeed to fly when maximizing glide range?	In calm wind, maximum glide distance is achieved at Vg (L/Dmax). When gliding into a headwind, the pilot should fly slightly faster than Vg to reduce time spent exposed to the headwind; when gliding with a tailwind, the pilot should fly slightly slower than Vg (near minimum sink speed) to stay aloft longer and take advantage of the tailwind.
21	What are the four common types of aircraft wing flaps, and which type provides the greatest increase in Coefficient of Lift?	Plain, Split, Slotted, and Fowler flaps. Fowler flaps provide the greatest increase in Coefficient of Lift because they extend both rearward on tracks (increasing wing surface area and chord) and downward (increasing camber and creating slots that energize upper-surface boundary layer airflow).
22	How is Angle of Attack (AOA) precisely defined in aerodynamics, and how does it differ from pitch attitude?	Angle of Attack is the acute angle between the wing's chord line (an imaginary straight line from the leading edge to the trailing edge) and the direction of the relative wind. Pitch attitude is the angle between the aircraft's longitudinal axis and the natural horizon.
23	How is Load Factor (n) defined mathematically in a coordinated level turn, and what is the load factor at bank angles of 45° and 60°?	Load factor is the ratio of total aerodynamic lift to total aircraft weight (n = L / W). In a coordinated level turn, n = 1 / cos(bank angle). At a 45° bank, load factor is 1.41 G; at a 60° bank, cos(60°) = 0.5, so load factor doubles to 2.0 G.
24	How does Gyroscopic Precession act on a clockwise-rotating propeller when a tailwheel pilot raises the tail during the takeoff roll?	Any force applied to a spinning gyroscope manifests 90° ahead in the direction of rotation. Raising the tail (pitching down) applies a forward force at the top of the propeller disc; rotating 90° clockwise places the resultant forward force on the right side of the disc, producing a pronounced left yaw.
25	What causes an aerodynamic stall, and at what approximate Critical Angle of Attack does a typical general aviation airfoil stall?	A stall occurs when the wing exceeds its Critical Angle of Attack (typically ~16° to 18°), causing the smooth boundary-layer airflow over the upper surface to separate and become turbulent. An airfoil always stalls at the exact same Critical AOA regardless of airspeed, weight, load factor, density altitude, or pitch attitude.
26	How do trailing-edge flaps affect the wing's camber, Coefficient of Lift (CLmax), Critical Angle of Attack, and glide path?	Extending flaps increases wing camber (and chord in Fowler flaps), increasing both lift and drag for any given AOA, which lowers stall speed and allows a steeper landing approach angle without increasing airspeed. Flaps slightly decrease the Critical Angle of Attack.
27	What is the purpose of a Servotab vs. an Anti-Servotab on a flight control surface?	A Servotab moves in the opposite direction of the primary control surface to aerodynamically assist the pilot in moving the control and reducing control forces. An Anti-Servotab (commonly used on all-moving stabilators) moves in the same direction as the stabilator trailing edge to increase control resistance, prevent over-controlling, and provide artificial aerodynamic feel.
28	What are the three primary flight controls, the axes of rotation they govern, and the stability type associated with each axis?	1. Ailerons control Roll about the Longitudinal axis (Lateral stability); 2. Elevator/Stabilator controls Pitch about the Lateral axis (Longitudinal stability); 3. Rudder controls Yaw about the Vertical axis (Directional stability). All three axes intersect at the Center of Gravity (CG).
29	Why does Maneuvering Speed (Va) decrease when an aircraft is operated at a lighter gross weight?	Because Va = Vs * sqrt(n_limit). At a lighter gross weight, less lift is required to reach the structural limit load factor, yet a given Angle of Attack at a given speed produces the same lift regardless of weight. Therefore, a lighter aircraft must fly at a slower airspeed so that the wing stalls before reaching the lower total force threshold.
30	On the Total Drag curve, what is the significance of the point where Induced Drag equals Parasite Drag?	The intersection where Induced Drag equals Parasite Drag represents minimum total drag and the maximum Lift-to-Drag ratio (L/Dmax). The airspeed corresponding to L/Dmax is the aircraft's Best Glide Speed (Vg), which yields the maximum horizontal glide distance per foot of altitude lost in calm wind.
31	How does wing Dihedral provide positive lateral stability around the longitudinal axis during an unintentional sideslip?	Dihedral is the upward angle of the wings from root to tip. When a disturbance rolls the aircraft and causes it to slip toward the lowered wing, the relative wind strikes the lowered wing at a higher Angle of Attack than the raised wing, generating greater lift on the lowered wing and rolling the aircraft back toward level.
32	What is Induced Drag, how does it vary with airspeed, and what physical phenomenon creates it?	Induced drag is an inescapable byproduct of lift generation caused by high-pressure air beneath the wing curling around the wingtips into low-pressure air above, creating wingtip vortices that tilt the total lift vector rearward. It is inversely proportional to the square of airspeed (1/V^2) and is highest at slow airspeeds and high angles of attack.