The glide range is not affected by the weight. Howver Vmd is. The heavier the aircraft, the higher the Vmd.

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.

Mach number

In Newfoundland. With cold weather density increases, therefore you would pick up a higher mass in Newfoundland.

The track changes constantly.

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

Nose up

A swept wing makes the velocity vector normal to the leading edge a shorter distance than the chordwise resultant.

Swept wings are designed to be the most effective at high speeds. At low speeds, a swept wing produces less lift than its straight counterpart.

At FL260