No, there is no P-factor (asymmetric blade effect) as on a propeller-driven aircraft.

It's the wing area divided by the wing span.

Anhedral:

compensates for the wing sweep improves roll maneuverability

For every 1kg of air passing through the combustion chamber, 11kg of air pass bypass the combustion chamber.

OM = DOM + crew and fuel

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.

They provide at least 1000ft clearance over obstacles within 25NM of the homing facility.

Occurs at absolute ceiling where low speed buffet and high speed (Mach) buffet are coincident.

When reaching the coffin corner, both increasing and decreasing the corner speed will result in a loss of control (either the aircraft stalls, or mach buffeting starts).

Carb icing can occur with temperatures as high 30°C and humidity as low as 50%, but it is more likely when below 20°C and high humidity, especially during low power settings.

Mcrit