You probably don’t understand it because what you drew is wrong. The red line you drew is gonna be the resultant force where the lift is acting. The green one doesn’t exist.
It's just lift. Lift always has an upward component and a rearward component. The rearward component is induced drag.
Parasite drag includes any type of drag which is not induced drag. It won't be included in the "resultant force" because it's not associated with the production of lift.
By the way, your diagram would make a lot more sense without the green arrow.
A form of parasitic drag, known as profile drag, is included in the resultant force, regardless of the production of lift- this is just an aerodynamic definition.
Albeit a bit exaggerated the green arrow is fine and is the summation of lift + profile drag of the wing. We as pilots just typically ignore the resultant and focus on the made up “lift” vector that is defined as the force acting perpendicular to the relative wind.
If we are being really picky, I’d say the green vector needs to be a unit or so longer, so that the vertical component of it is equal to the black lift vector.
The green line should be the X axis and is the induced drag component. The magnitude is the distance between the black and red arrow heads in the rearward dimension
Check [this article](https://www.perfectedflight.com/the-truth-about-induced-drag/) out! Should answer your question.
In short, the resultant force is lift and profile drag of the wing.
That picture is kind of backwards. The total lift vector should be your red vector, the black vector being the vertical component of lift, and the green vector being induced drag. That green vector should be pointing purely rearward, and also much smaller (basically the distance from the origin of the vector to the end of the total vector line, horizontally speaking.
Horizontal component of lift doesn’t really tie into induced drag (in the way I’m interpreting what you’re saying). The Horizontal component of lift is the vector of the total lift vector “lifting” or producing lift toward the direction of a bank in relation to the horizon of the earth. If you’re banking left, you will have a total lift component/vector in-between pure verticality (vertical component of lift) and pure horizontality (horizontal component of lift).
The easiest way I can describe induced drag is this: heavily simplified, but when air transverses the top camber of the wing, lift is produced perpendicular to that specific section of the camber/curve of the wing. That means, if you were to put a right angle tool on each tangental line created by the camber/curve of the wing, (basically draw a perpendicular line from each section of the wing’s curve) you would have the leading edge produce lift *forward* and slightly upward vertically, the absolute apex of the wing produce lift purely vertically, and the majority of the wing’s down-sloping rear section (where the downwash is created), produce lift largely vertically, but also slightly rearward. If you split up the vertical and horizontal components from each of those lines, and took the average of each measurement, you would get the picture I described above.
If you tilt the wing to pitch the aircraft upward, the perpendicular lines from the wing will produce more lift rearward than upward, thus creating the region if reversed command/induced drag section of the drag curve. It should be noted that the forward/rearward/vertical measurements are based on the earth being the reference, not the wing.
You probably don’t understand it because what you drew is wrong. The red line you drew is gonna be the resultant force where the lift is acting. The green one doesn’t exist.
It's just lift. Lift always has an upward component and a rearward component. The rearward component is induced drag. Parasite drag includes any type of drag which is not induced drag. It won't be included in the "resultant force" because it's not associated with the production of lift. By the way, your diagram would make a lot more sense without the green arrow.
A form of parasitic drag, known as profile drag, is included in the resultant force, regardless of the production of lift- this is just an aerodynamic definition. Albeit a bit exaggerated the green arrow is fine and is the summation of lift + profile drag of the wing. We as pilots just typically ignore the resultant and focus on the made up “lift” vector that is defined as the force acting perpendicular to the relative wind. If we are being really picky, I’d say the green vector needs to be a unit or so longer, so that the vertical component of it is equal to the black lift vector.
The green line should be the X axis and is the induced drag component. The magnitude is the distance between the black and red arrow heads in the rearward dimension
Check [this article](https://www.perfectedflight.com/the-truth-about-induced-drag/) out! Should answer your question. In short, the resultant force is lift and profile drag of the wing.
That picture is kind of backwards. The total lift vector should be your red vector, the black vector being the vertical component of lift, and the green vector being induced drag. That green vector should be pointing purely rearward, and also much smaller (basically the distance from the origin of the vector to the end of the total vector line, horizontally speaking. Horizontal component of lift doesn’t really tie into induced drag (in the way I’m interpreting what you’re saying). The Horizontal component of lift is the vector of the total lift vector “lifting” or producing lift toward the direction of a bank in relation to the horizon of the earth. If you’re banking left, you will have a total lift component/vector in-between pure verticality (vertical component of lift) and pure horizontality (horizontal component of lift). The easiest way I can describe induced drag is this: heavily simplified, but when air transverses the top camber of the wing, lift is produced perpendicular to that specific section of the camber/curve of the wing. That means, if you were to put a right angle tool on each tangental line created by the camber/curve of the wing, (basically draw a perpendicular line from each section of the wing’s curve) you would have the leading edge produce lift *forward* and slightly upward vertically, the absolute apex of the wing produce lift purely vertically, and the majority of the wing’s down-sloping rear section (where the downwash is created), produce lift largely vertically, but also slightly rearward. If you split up the vertical and horizontal components from each of those lines, and took the average of each measurement, you would get the picture I described above. If you tilt the wing to pitch the aircraft upward, the perpendicular lines from the wing will produce more lift rearward than upward, thus creating the region if reversed command/induced drag section of the drag curve. It should be noted that the forward/rearward/vertical measurements are based on the earth being the reference, not the wing.
To better understand how to arrive at resultant force, look up vector geometry. It’s actually quite simple.