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.

The speed is too low for an indication.

Bright yellow lights will light up in the cockpit.

At the wing root. This is a property of rectangular wings, but it's also common to find close to the wing root devices that make it so that the wing root stalls first.

From West to East

East to West (In Africa during the summer)

Depends on the engine.

In the case of the 737-800 CFM56, 27,300lbs total thrust at a ratio of 5.5:1

N1= Low pressure compressor spool or fan rotation speed. Usually expressed as a % of Max N1.

N2= High pressure compressor rotation speed.

EGT= Exhaust gas temperature, indicates the temperature at the first stage of the turbine, which is the most critical temperature in the engine.

EPR= Engine pressure ratio of the inlet to the jet pipe, displayed on the EPR gauge to use as a parameter for setting engine thrust

Aircraft categories are based on Vat (in knots):

A <91

B 91-120

C 121-140

D 141-165

E 166 - 210

Jeppesen charts and plates are simplified and uniform.

Mcrit