A stall strip, usually located close to the wing root, causes the airflow to separate at a lower angle of attack and ensures that the wing root stalls before the wing tips.

Induced drag and its wing tip vortices are a direct consequence of the creation of lift by the wing.

Since the Coefficient of Lift is large when the Angle of Attack is large, induced drag is inversely proportional to the square of the speed whereas all other drag is directly proportional to the square of the speed.

The effect of this is that induced drag is relatively unimportant at high speed in the cruise and descent where it probably represents less than 10% of total drag. In the climb, it is more important representing at least 20% of total drag. At slow speeds just after take off and in the initial climb, it is of maximum importance and may produce as much as 70% of total drag.

Finally, when looking at the potential strength of wing tip vortices, all this theory on induced drag must be moderated by the effect of aircraft weight. Induced drag will always increase with aircraft weight.

A line of shortest distance between two points on a sphere.

When rolling the aircraft the up-going wing will experience more drag than the down-going wing. This will result in a yawing moment that directly opposes the desired direction of turn. (i.e.: rolling left will cause a right yaw.)

Volume of litres x Specific gravity = weight in kg

Decision altitude (precision), the altitude at which a decision must be made during an ILS, MLS, or PAR instrument approach to either continue the approach or to execute a missed approach.

Mcrit is the aircraft’s Mach speed at which the airflow over a wing becomes sonic.

No

For a commerical aeroplane: During take off. At this point the aircraft has it it's maximum weight, and accelerating in the vertical plane requiring the highest ammount of lift to counteract the weight.

Boots on the leading edges inflate (6 seconds) to break the ice dissipating it into the airflow.

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